monitorin of innovationg in pavement techniques

www.piarc.org2013R09EN

Monitoring of innovation in road paveMents Technical Committee D.2 – Road Pavements

The World Road Association (PIARC) is a nonprofit organisation established in 1909 to improve international co-operation and to foster progress in the field of roads and road transport.

The study that is the subject of this report was defined in the PIARC Strategic Plan 2008 – 2011 approved by the Council of the World Road Association, whose members are representatives of the member national governments. The members of the Technical Committee responsible for this report were nominated by the member national governments for their special competences.

Any opinions, findings, conclusions and recommendations expressed in this publication are those of the authors and do not necessarily reflect the views of their parent organizations or agencies.

This report is available from the internet site of the World Road Association (PIARC)http://www.piarc.org

Copyright by the World Road Association. All rights reserved.

World Road Association (PIARC)La Grande Arche, Paroi nord, Niveau 292055 La Défense cedex, FRANCe

International Standard Book Number 978-2-84060-325-2

Cover: CIMBéTON

statements

Monitoring of innovation in road paveMents2

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This report has been prepared by Working Group 4 of Technical Committee D2 “Road Pavements” and led by Sub-Committee D2b “Flexible and Semi-Rigid Pavements” of the World Road Association (PIARC).

The contributors to the preparation of this report are:

Maria Azevedo (Portugal);Sunil Bose (India);Rudi Bull-Wasser (Germany);François Chaignon (Canada);Santiago Corro Caballero (Mexico);Richard elliott (United Kingdom);Dimitris evangelidis (Greece);Marie-Thérèse Goux (France);Adolfo Guell (Spain);Andras Guylas (Hungary);David Hein (Canada);Heikki Jamsa (Finland);Primož Juravèiè (Slovenia);Mali Keita (Malaysia);Jozef Komacka (Slovakia);François de Larrard (France);Francis Letaudin (France);Tony Lewis (South Africa);Rafael Limon Limon (Mexico);Aleksander Ljubiè (Slovenia);Sašo Ljubiè (Slovenia);Andreas Loizos (Greece);Renaldo Lorio (South Africa);Rafeek Louw (South Africa);Tim Morin (Canada);Vaclav Neuvirt (Czech Republic);Rajan Padavattan (South Africa);Bryan Perrie (South Africa);Zigmantas Perveneckas (Lituania);Thierry Sedran (France);Safwat Said (Sweden);Saied Solomons (South Africa);Mike Southern (Belgium);Jean-etienne Urbain (France);Jan van der Zwan (Netherlands);Mats Wendel (Sweden).


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The editors of this report are:

David Hein (Canada) for the english version;Marie-Thérèse Goux (France) and Francois Chaignon (Canada) for the French version.

Brian Ferne (United Kingdom) was responsible within the Technical Committee of the quality control for the production of this report.

The Technical Sub-Committee D2b was chaired by David Hein (Canada). Marie-Thérèse Goux (France) and Rafael Limon Limon (Mexico) were the French and Spanish speaking secretaries, respectively.

The French version is available under the reference 2013R09FR, ISBN: 978-2-84060-326-9.


2013R09EN contents

sUmmaRY ..................................................................................................................................................7IntRoDUctIon .......................................................................................................................................9

1. BacKGRoUnD ....................................................................................................................................10

2. InteGRatIon oF InnoVatIon Into RoaD constRUctIon ........................................112.1. AdAptAtion/ModificAtion of Existing spEcificAtions .......................................152.2. AgEncy LEd innovAtion .....................................................................................................172.3. spEciAL orgAnizAtion procEssEs ................................................................................182.4. tEchnicAL AgrEEMEnts And cErtificAtion progrAMs ......................................232.5. vALuE EnginEEring proposALs by contrActor bEforE contrAct bid .....262.6. vALuE EnginEEring proposALs by contrActor AftEr contrAct bid ........272.7. End pErforMAncE And Long-tErM WArrAnty contrActs ..............................282.8. pubLic/privAtE/pArtnErships And concEssion AgrEEMEnts ...........................292.9. suMMAry ...................................................................................................................................30

3. eXIstInG InnoVatIon Fact sHeets ......................................................................................31

4. InnoVatIons cURRentLY BeInG ImPLementeD ............................................................324.1. bAckground ...........................................................................................................................324.2. WArM Mix AsphALt ................................................................................................................334.3. rEcLAiMEd AsphALt pAvEMEnt ........................................................................................334.4. WAstE And by-product usE in roAd construction .............................................33

5. InnoVatIon neeDs .........................................................................................................................435.1. poLicy on innovAtion .........................................................................................................445.2. nEcEssity to fostEr innovAtion ...................................................................................45

6. concLUsIons ...................................................................................................................................45

7. ReFeRences ......................................................................................................................................47

8. teRmInoLoGY anD aBBReVIatIons ....................................................................................47


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aPPenDIces ...........................................................................................................................................49

aPPenDIX a – InnoVatIon Fact sHeets ..................................................................................49AsphALt rubbEr in sWEdEn .....................................................................................................49AsphALt rubbEr in spAin ..........................................................................................................50high ModuLus AsphALt in thE unitEd kingdoM ...........................................................51L’Enrobé à ModuLE éLEvé, introduction En bELgiquE ............................................52iMpLEMEnting stonE MAstic AsphALt in hungAry ......................................................53stonE MAstic AsphALt in sLovEniA .....................................................................................54foAMEd bituMEn EMuLsion in south AfricA ..................................................................56LoW tEMpErAturE AsphALt pAving in sLovEniA ............................................................58WArM Mix AsphALt in south AfricA ....................................................................................60WArM Mix AsphALt in spAin .....................................................................................................61Micro-surfAcing in grEEcE ....................................................................................................62hot on hot AsphALt pAving in gErMAny (coMpAct AsphALt)..................................63hot on hot AsphALt pAving in LithuAniA .........................................................................64sELf-coMpActing cEMEntitious MAtEriAL for WidEning of LoW trAffic roAds in frAncE .........................................................................................66rEMovAbLE urbAn pAvEMEnts in frAncE .........................................................................68uLtrA-thin rEinforcEd concrEtE pAvEMEnts (utrcp) in south AfricA ...........70uLtrA-thin continuousLy rEinforcEd concrEtE pAvEMEnts (utcrcp) in south AfricA .............................................................................................................................71MAnAging highWAy noisE in québEc ..................................................................................72Long LifE surfAcEs for busy roAds ..................................................................................74

aPPenDIX B – QUestIonnaIRe on tHe Use oF WaRm mIX asPHaLt, RecYcLeD asPHaLt concRete anD BY-PRoDUcts ...........................................................77

Warm Mix Asphalt (WMA) .............................................................................................................78Recycled Asphalt Pavement (RAP) ................................................................................................79By-Products....................................................................................................................................81


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in the 2008-2011 cycle of the World road Association, the fostering, evaluation and implementation of innovation in road design and construction was explored by examining all of the innovation policies implemented by road administrations and agencies with a focus on practical examples and experience in order to assist others in the development of or their own innovation strategies. the purpose of the monitoring of innovations strategy was to review the recent changes in construction and maintenance of road pavements to identify where innovations have been introduced towards improving roadway durability, recycling and re-use. in addition an assessment of the developments taking place in road administrations to foster innovation was completed.

A questionnaire on innovation needs was developed and circulated through the committee members to their respective countries. the purpose of the questionnaire was to develop an understanding of innovation needs that in the opinion of the country representatives were not being adequately addressed.

A total of eight types of innovation policies were identified from the survey and the basic principles of innovation policies along with their advantages and disadvantages were summarized. it was found that innovation can ‘pave the way’ to making our engineers and contractors competitive on the world market while cost-effectively extending the service life of our transportation infrastructure and minimizing the impact of works on the road users. by fostering collaboration between government agencies, industry and academia, it is possible to ‘partner’ to develop new policies, processes, and procedures to reduce time and cost and improve the safety of our infrastructure. While innovation ultimately leads to a benefit, which can include a reduction in cost, it is important to recognize that an investment in innovation is necessary to achieve the ultimate benefits. this typically requires some basic fundamental research and partners who are willing to take risks to develop the innovation. these risks can be financial, technological and commercial.

When evaluating an innovation, it should be recognized that there is a variety of procedures for introducing an innovation and each may have its own benefits and risks. the alternatives presented provide a basis evolution of the phases to incorporate innovative policy, design and construction techniques and procedures into an agency’s procurement and delivery process for transportation infrastructure.

there are many lessons learned from the implementation of innovations. these include:

• the need to have committed project managers for the implementation of the innovation;


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• care must be taken when implementation and innovation from another agency. What works well in one location, may not work the same for other agencies;

• Translation of design procedures and specifications from one country to another should be done with care particularly where test methods may not be the same;

• Local expertise in implementing an innovation is very important and the lack of experience of an agency or contractor can lead to significant challenges;

• public and private sector collaboration is important to achieve success;• innovations should be gradually implemented with careful evaluation before

their widespread use;• it is critical to have a champion with standing in the industry and the resources

to drive the implementation of innovative technology until it is accepted by industry;

• it is important to carry out adequate research and testing prior to implementation of new technologies;

• follow-up monitoring of the performance of innovations is critical to establishing their success;

• Establishing standards and specifications for the implementation of innovations will lead to more widespread use; and

• protection of patents and intellectual property is a key factor for fostering innovation.

finally, a series of innovation fact sheets was developed describing the specific innovation, why it was developed, how the innovation was developed or adapted, information on the implementation plan, progress and success, lessons learned and contact details for more information.


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in the 2004-2007 cycle, a working group of technical committee 4.3 “Road Pavements” was tasked with synthesizing information on techniques to reduce the impact of pavement construction, rehabilitation and maintenance activities on road users (driving public and construction workers) and the adjacent land use (homeowners, businesses, etc.).

information collected as a part of the study included solutions to improve user or construction worker safety, regulations (e.g. requirements for construction work to take place during weekends or nights), environmental considerations (e.g. dust control), quality/performance (contractor incentives to complete a project earlier to reduce the impact on road users) or special treatments to ensure that local traffic is not adversely impacted by construction activities, etc.

in the 2008-2011 cycle, the fostering, evaluation and implementation of innovation in the road design and construction industry was further explored by examining all of the innovation policies implemented by agencies with a focus on practical examples and experience in order to assist others in the development of or their own innovation strategies.

this technical report was developed by technical committee d.2 on “Road Pavements” and addresses issue d.2.4 on the monitoring of innovations from the piArc strategic plan for the period 2008 to 2011. the purpose of the monitoring of innovations strategy was to review the recent changes in construction and maintenance of road pavements to identify where innovations have been introduced towards improving roadway durability, recycling and re-use. in addition an assessment of the developments taking place in road administrations to foster innovation was completed.

information provided in this report was gathered through a survey of agency practices and by case study contributions from a wide variety of members of the working group and their member countries.


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1. BacKGRoUnD

the Merriam-Webster dictionary defines innovation as the act of introducing something new such as a new idea, method or device. clearly, the introduction of innovation in the transportation arena, whether in management methods or construction techniques, can produce considerable benefits when it comes to improving safety, reducing construction time and costs.

it should be recognized that an agency may have specific interests in the selection or implementation of a particular innovation. for example, recycling or the use of a particular by-product such as slag or waste tires in road construction may be of national interest and therefore they may be implemented widely or even mandated by law. While the social and environmental costs can be captured in a life-cycle cost analysis, they are typically balanced against their impact on preserving natural resources and their potential cost premium before they are widely used.

prior to the implementation of a particular innovation, agencies/industry will evaluate the technical, cost and environmental aspects of their potential implementation. these evaluations may consist of performance based such as:

• monitoring and evaluation of the experience of other agencies;• simulation and modelling of innovation performance;• laboratory testing and validation of material properties;• accelerated testing of laboratory or field test sites or samples (may include test

sections, tracks, etc; and• full-scale construction and long-term monitoring of performance.

Each of the techniques above has costs, benefits and risks associated with them.

Market conditions may also dictate the speed and extent of the implementation of an innovation. for example, if the implementation of an innovation is desired or mandated by an agency and there is an expectation that a reasonable quantity of work will be programmed from year to year, industry will readily invest in the equipment and expertise to provide that innovation.

once an innovation has been thoroughly mastered, it culminates in standardization. standards must not be perceived as obstacles to innovation, but rather as the outcome of the process. standards reflect the state of the art, as determined by consensus. they enable the transportation agency to clearly state objectives in terms of expected results. contractors and suppliers can then refer to them in order to clearly define the goal that the agency wishes to attain.


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A few specific methods can be considered in order to encourage innovation, such as performance specifications. however, in meeting these specifications, innovations must have reached a very advanced stage of development or evolution in order to be used, due to the guarantees associated with this type of contract mechanism. competition, the competencies of each party, and sound risk-sharing are also preconditions for the use of performance specifications.

Many other means of a more general nature can be adopted by agencies that are interested in stimulating technological progress in pavements, regardless of the development stage of a particular innovation. Examples of potential forms of action include: • properly manage commonly used techniques and tools, or in other words, tightly

control design standards and construction quality, with a view to building longer lasting pavements and planning the reuse and recycling of materials from existing pavements and existing structures; and

• adopt laws, regulations, and contractual requirements that foster the emergence of innovations and their market launch so that they remain competitive after introduction.

• the aim of technological progress is not simply to help reduce the direct costs of pavement maintenance and rehabilitation but rather also to contribute to sustainable development and to reduce the impact of construction work on the travelling public, construction workers and to people living adjacent to the roadway.

2. InteGRatIon oF InnoVatIon Into RoaD constRUctIon

this chapter deals with the basic principles of the policies set up by agencies in their country to foster innovation by way of an example. in some situations, a road agency may have special organizational processes or procedures that drive innovation. for example, with a higher emphasis on sustainability agencies focus on recycling and reuse of pavement materials. for obvious reasons the road industry, as a major user of raw materials, is often seen as an option to utilize secondary or waste materials.

taking into account the character of the market, it is quite clear that entrepreneurs are looking for all opportunities to utilize these materials provided that there is a financial gain. for a road owner other responsibilities apply. their responsibility goes far beyond the time frame of the contract. the choice of materials used now could also affect maintenance and rehabilitation decisions during the life-cycle of the contract as shown in figure 1, following page [rijkswaterstaat 2009].

in the 1970s and 80s in canada, steel slag, a by-product of steel production, was used extensively as an aggregate for surface course asphalt mixes. After about 10 years of service, asphalt mixes containing steel slag were found to have extensive cracking which required removal and disposal of thousands of tonnes of materials. While the


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steel slag aggregate had excellent frictional properties, its lack of long-term durability was questionable. While the technical issues with the performance were eventually addressed, the financial cost of improving the aggregate made it more expensive than conventional resources and it is no longer commonly used in canada.

choices made in the past might have high cost consequences in the future because environmental and occupational conditions may have changed. products such as tar and asbestos that were used in the past as asphalt additives resulted in huge expenses to agencies to remove them due to their health effects. the likeliness of changing conditions should remind road owners on their responsibilities. As an example: in the netherlands a very severe environmental system of regulations applies regarding the leaching of materials. for tar (containing asphalt), as a carcinogenic product, the policy is to destroy the product by incineration. the netherlands is the only country in the world where this policy has been implemented. in Europe, the Ec regulation no. 1907/200 concerning the registration, Evaluation, Authorization and restriction of chemicals (rEAch) will likely impact some recycling decisions.

Primary raw materials

Recycling waste materials Production

Construction

Usefulapplication

Waste/emission

Energy

Use and maintenance

Demolition

Re-use materials

Supply of raw materials

materialsinformation

Use andmaintenance

figurE 1 – rELAtionship diAgrAM for roAd construction MAtEriALs

for road maintenance activities, the road owner will have to provide information to a contractor about the nature and composition of road materials. contractors will have to know this in order to know what the financial risks are if they incorporate these materials into the road construction:

• can materials be recycled again (not only technical); and• do they obey national environmental regulations etc.


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if an agency cannot provide this information, there may be enormous costs of investigation or the management of for example, asphalt milled from the road surface. therefore a very good registration system knowing exactly where materials with which properties have been applied is necessary. for example, in canada, in the 1960s and 1970s, asbestos was added to asphalt concrete for road building. the asbestos increased the thickness of the asphalt film around the aggregate by forming a mastic. the use of asbestos extended the life of the asphalt concrete. unfortunately, the material was found to be a health hazard and now, it is required to test for asbestos in the asphalt concrete and if found, special precautions must be used when removing it and it is not permitted to use the recycled asphalt in new asphalt concrete and it is considered hazardous waste and must be disposed of accordingly.

for the outside world, the road industry sometimes is seen as a low-tech industry where these kinds of products can be applied without any issue. A new philosophy on the acceptance of recycling products is needed for the road industry. in the netherlands a decision model has been developed. the model can be applied to determine to what extend the use of a (waste) material is a no-regret option. normally, with virgin raw materials, future recycling of these materials is not typically considered to be an issue, although this might be untrue.

in germany the use in the past of some natural aggregates now gives problems because asbestos-like components were included which gives occupational problems when milling asphalt. Although we cannot look in the future and by this do not know what new conditions will arise, it is necessary to take into account present knowledge and developments to avoid that we will later say we at that time made a wrong decision. Experience is that decisions very rarely are made on an integral approach.

the dutch model can be used in order to define whether a certain choice should be avoided or to determine what measures should be taken in order to control possible negative aspects [croW 2007]. in the model, 5 themes have been defined to be important to make the decision.

1. social acceptance by the civilians and industry;2. health and security; this comprises all safety and health risks for employees,

adjacent living people and users;3. quality of the surroundings and environmental issues, the physical environment

is dealt with, direct and indirect environmental effects and long time effects;4. Management and control: divided over risks of spreading, the possibility to trace

the materials and the possibility to reuse them; and5. Economics in broadest sense: maintenance costs, removal costs, market,

willingness to invest, potential for innovation, and impact on employment.


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by using this model based on knowledge one can determine the impact for a certain option. Especially in the case of potentially dangerous materials, this is recommended. A comparison with other materials or (better) with other possible use of the specific secondary (or waste) product a decision can be made if a (by the market) desired product is based on an integral approach, acceptable.

for example, in the netherlands, due to the governmental policy, a significant amount of waste incineration bottom ash is produced. this material is being re-used instead of landfill. it has been decided that using the material diminishes the use of scarce raw building materials. nevertheless, giving environmental reasons and the controllability, only the use in large amount per project (100,000 t or more) is accepted. in this way one really knows where the material is, (in fact a functional dump) and in the future the material can be handled when it comes free. the market, given the negative economic value of the bottom ash, is looking into possibilities to use the material in asphalt and concrete and in doing so making money.

Applying the model makes it clear that there are significant risks related to this kind of application. people for instance will not accept to have concrete in their house with this material. A possibility would be to apply the material only in outdoor applications, but the recycling system that has been created will mean that (unless a very restrictive control system will be developed) recycled material will be used in house concrete. remember that in general, there is no registration and control on where these materials will be applied. And even if such a system should be present, the fact is that it still may fail. the consequences in the long run will be that waste incineration bottom ash will be spread all over the country. therefore it was decided not to accept the use of any other application for bottom ash than the present one.

the recognition that the long-term effects have to be taken into account, also applies to materials with no direct negative environmental impact. An example, in many countries recycling of asphalt is a common procedure. in several European countries almost all rAp is being recycled. to control the quality of the newly produced asphalt, quality systems are in use; normally taking into account the viscosity of the old binder to determine which new binder will have to be applied. the increasing use of all kinds of polymer modifiers, additives, rejuvenators etc, means that the variability of rAp will increase with possible effects on the recycling system. there will be a growing possibility that contractors will refuse to accept certain streams given high risks or impossibilities to recycle.

the best way to use the model is on a national level, not a contract level. one is not obliged to use it, every country or road agency can use its own criteria and weighting factors. based on the outcome of such a process one can decide if a possible solution is acceptable or what measures one has to take to counterbalance the risks.


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the following sections include a discussion on the basic principles of innovation policies and outline their advantages and disadvantages. A total of eight types of policies were identified.

the principal differences between these policies are:

• the risk sharing between the agency and the contractor; and• the technical evaluation process put in place to qualify the behavior and the

performance of the innovation in order to foster its development and re use.

A list of the policies reviewed are as follows:

1. adaptation/modification of existing specifications;2. agency led innovation;3. special organizational processes;4. technical agreements and certification programs;5. value engineering proposals by a contractor before contract bid;6. value engineering proposals by a contractor after contract award; 7. end performance and long-term warranty contracts; and8. public/private/partnerships.

the following sections provide a brief outline of each of the innovation practices outlined above.

2.1. aDaPtatIon/moDIFIcatIon oF eXIstInG sPecIFIcatIons

in general, performance or functional specifications outline requirements based on the functional properties of the pavement which describe the function of a product that is important for traffic safety, accessibility, comfort, environment and life cycle costs. the performance or functional specifications principle is to define requirements in respect to the ultimate functionality of the pavement. for example, the swedish, performance specification for asphalt material properties [said 2009] can be classified as a combination of performance (performance over time), performance based (fundamental mechanical properties) and end-result specification (end-product properties) according to the definition of piArc [piArc 2000].

the present swedish pavement specification enables the evaluation of the pavement based on functional properties. Appropriate and practical test methods to specify materials in terms of their structural properties are one of the essential factors to bring about the performance-based specifications. the relevant structural or functional properties will ensure bituminous materials mixes designed for the purpose they are intended to serve. it is also essential that the test procedure takes into consideration the effect of production, laying and compaction of asphalt


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mixtures, simply testing end-product. the testing procedures in the specification are chosen based on their suitability for routine use and they should be sufficiently reliable to be used in the quality control and specification for asphalt mixes as well as in mechanistic design of pavement [said 2009].

the concept in the swedish asphalt specification in respect to performance or function is to define requirements for each layer rather than for individual asphalt mixes. for example, a base layer must fulfil some requirements in respect to traffic loading and climate conditions, such as resistance to fatigue cracking. the swedish specification does not, however, emphasize which types of mixes have to be used in base layers.

based on the implementation of these specifications, the cost of construction has increased slightly but the quality of work has also increased and it is estimated that the life of the pavements have been increased by about 30 percent.

in slovenia, stone mastic asphalt (sMA) was introduced for use on high volume roadways as a wear resistant surface. As a part of this introduction, new technical specifications were introduced by the slovenian Asphalt pavement Association (zAs) and in 1997 the ‘Annex for SMA of Special Technical Conditions PTP SCS 1989’ (similar to german ztv Asphalt). this modified specification was prepared by zAs and in 2000 it was issued by drsc (slovenian roads Agency). the next step was the adoption of technical specifications ‘TSC 06.412:2001 Bituminous wearing courses: Stone Mastic Asphalt’ (technical specification for roads) in 2001. All of the sMA projects completed to date (approximately 500 km) were completed using these specifications. further details on this adaptation are provided in a technical fact sheet in Appendix A.

in spain, rubber asphalt has been mandated for use on all roadways. initially, specifications and test methods from other countries were adopted to build several test sections. following their success, the spanish road Authority adapted these specifications and published suitable spanish specifications for use in all projects. these specifications were used for other major projects and are being modified based on experience from these projects.

in portugal, the use of asphalt rubber is not compulsory but there is interest in using rubber asphalt for environmental reasons. As rubber asphalt is not covered under European standards, the portuguese standardization body (ipq) published a national standard covering the terminal blend and in-situ production of rubber asphalt. A non-compulsory regulation was developed in cooperation with national laboratory, universities and industry. this regulation is followed for projects where rubberized asphalt is used in the asphalt concrete. A survey program was established to validate the performance and applicability of the specification.


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the Rijkswaterstaat in the netherlands, which is responsible for infrastructure management, has made a change in service delivery to performance contracts. based on system engineering, the government specifies a high performance level and gives the contractor the choice to use construction techniques, materials and working methods that should lead to fulfilling the functional requirements of the pavement. nevertheless, given the fact that the long term risks are always the responsibility of the government, one has the policy that only validated materials and methods may be applied. Any contractor innovations or special procedures must first be validated before they are permitted to be used for a contract (see section 3.3).

As with the examples provided above for asbestos and steel slag aggregate, one must be vigilant in only accepting waste and by-product materials if they have a very well defined benefit and they do not lead to other problems in the future for potential recycling or reuse of the road building materials [piArc 2008].

2.2. aGencY LeD InnoVatIon

some agencies like the canadian ontario Ministry of transportation (Mto), sponsor “innovation” seminars where agency, consultant, university and contractor personnel have reviewed and recommended specific promising innovations for development and implementation.

transport québec (Mtq) in canada established the centre québécois de transfert de technologie routière (cqttr), now called the centre québécois de transfert des technologies des transports (cqttt) which was established to transfer knowledge and promote transportation expertise. the Mtq also regularly sponsors transportation innovation projects and contributes financially to demonstration and technology advancement projects.

in spain, a law of sustainable economy (Ley de Economía sostenible), defines specific goals including the mandatory use of recycled rubber from tires in asphalt. this promotes the use of contractor innovation to meet the objectives of the law.

in south Africa, ultra thin continuously reinforced concrete pavement (utcrcp) was introduced by the south African national roads Agency (sAnrAL) in 2005. this was a technology developed in scandinavia for concrete industrial pavements and subsequently used for strengthening of steel bridge decks. the product is a high-strength, heavily-reinforced, very thin (50 mm) concrete pavement containing both steel and polypropylene fibres. in this case the utcrcp was used on its own as a pavement surface layer. this innovation was identified and funded by sAnrAL, with research by csir, specifications in conjunction with contractor input and then implemented as a standard specification.


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in the united states, the National Highway Authorization Bill (sAfEtEA-Lu) provides funding for research (title v), that provides technology development, innovation and transfer. this is used to fund and develop applied research technology, complete technology demonstration projects, workshops, conferences, cooperative agreements with stakeholder organizations, etc. through the Innovative Pavement Research and Deployment Program which is funded at u.s. $26 million per year.

the surface transportation research program addresses fundamental, long-term highway research aimed at significant research gaps, emerging issues with national implications, and research related to policy and planning. All research activities include a component of performance measurement and evaluation, are outcome-based, and must be consistent with the research and technology development strategic plan. some specific features include strengthening and expanding the operations element in research, including provisions addressing transportation system management and operations, operational methodologies to reduce congestion, transportation security, and asset management.

in sweden, asphalt rubber from recycled tires, produced according to the Arizona wet process, was introduced to the pavement industry in 2007 by the swedish road Administration (srA). the process was originally used in Arizona in the united states. the reason for sweden to adopt this technology is mainly to improve pavement performance. increased durability, reduced wear from studded tires and durable noise reduction have been goals of the project.

After a thorough investigation and several visits to production sites in other countries, srA decided to rent equipment for producing the asphalt rubber binder. several laboratory studies were conducted to clarify the environmental effect of using asphalt rubber. srA provided the equipment, crumb rubber and knowledge to the contractors in specific pavement projects. the risk of failures was shared between contractor (workmanship) and srA (design).

2.3. sPecIaL oRGanIzatIon PRocesses

Many agencies are very active in promoting innovation for transportation projects. in general these programmes foster, through sponsoring research and development, answers to special needs formulated by the road administration or agency. the results of such processes are variable: from research results to the evaluation of new materials or products with the definition of the field of application and the determination of the technical characteristics to be taken into account in a pavement design process.


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netherlands

the “Roads to the Future” project sponsored by the dutch road Authority, rijkswaterstaat (rWs), includes key components to rapidly introducing new pavement maintenance and rehabilitation techniques by minimizing or sharing the risks and liabilities associated with the introduction of new innovations. the project sponsors contractor competitions which are then ranked and funded by the rWs to prototype and evaluate the benefits of the innovation.

four possible sources of innovation and their validation are shown in figure 2. innovations ideas can be generated by the market on their own or from a response to a request or challenge by the rWs. the innovation ideas are then reviewed to determine their applicability and validity, i.e. does it comply with regulations, will the targeted effect be long-lasting and is the risk acceptable? rWs has organized itself into specific innovation groups including:

• Wnt – roads to the future;• Winn – Water as a source for innovation;• ipg – noise innovation programme; and• ipL – Air quality innovation programme.

Each of these groups plays an important part in the fostering and validation of innovation proposals.

figurE 2 – tWo LEvELs Within innovAtion projEcts (rijkswaterstaat)

the life-cycle and evolution of an idea through its implementation is shown in figure 3, following page.


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figurE 3 – innovAtion froM idEA to product (rijkswaterstaat)

the process established in the netherlands starts with the generation of ideas and concepts based on a vision of the future and it is followed by an elimination stage to identify the most promising ideas and concepts. this can lead to the development of proof of concept or pilot projects to validate the ideas. once validated, the concept is moved into full production and long-term monitoring.

Finland

in finland, the national technology Agency (tekes) established the infra national programme which was designed to foster innovative procurement practices for new markets and international competitiveness. the program sponsored numerous projects completed by the government, universities and the private sector including:

• the development of sustainable development guidelines, working methods, products and materials;

• ground penetrating radar data analysis and evaluation;• automated road maintenance equipment;• quiet road surfaces;• sensor technology for infrastructure condition monitoring;• performance requirements for maintenance contracts; • transportation project procurements and innovative contracting methods; and• new technologies for the management of underground infrastructure.

one of the goals of the project was to strengthen finnish entrepreneurs, create new business activities, enhance and expand finnish research internationally and improve cooperation between research and business entities.


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United states

in the united states, there are several transportation innovation programs sponsored by the federal government and by individual state agencies. the federal highway Administration (fhWA) established the Highways for Life (hfL) program. the purpose of the hfL program is to invest in innovation to extend the life of highway infrastructure and to “get in, get out and stay out” by taking proven technologies and promoting widespread adoption of these technologies or processes. the three goals of hfL are:

• improve safety during and after construction;• reduce congestion caused by construction; and• improve the quality of the highway infrastructure.

ultimately, the fhWA believes that there are many currently available innovations that if adopted, would result in significant benefits to the agency, contractors and travelling public. some of the topics addressed by hfL include:

• innovative contracting;• intelligent compaction;• movable barriers in work zones; • prefabricated bridge elements and systems; • precast concrete pavement systems;• self-consolidating concrete; • silica fume in high-performance concrete;• self-propelled modular transporters;• whitetopping; • prefabricated bridge elements; • automated pavement marker placement system; and• intelligent asphalt compaction analyzer.

Additional details on the u.s. highways for Life program can be found at http://www.fhwa.dot.gov/hfl/map_description/map_description.cfm

barriers to innovation may be financial and in many cases relate to agency procurement processes. for example, until the 1990s, it was literally against the law for many u.s. highway agencies to use the design/build procurement method to deliver transportation projects. the u.s. federal Acquisition regulations (fAr) clauses precluded the use of design/build.

since 1990, the fhWA has allowed the state dots to evaluate non-traditional contracting techniques under a program titled “Special experimental Project No. 14 (SeP-14) - Innovative Contracting”. the ultimate goal of the sEp-14 was to allow


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transportation agencies the use of alternate contracting, enabling them to accelerate construction projects in a cost-effective manner while maintaining product quality and contractor’s profitability.

originally, the contracting practices approved for evaluation were: cost-plus-time bidding, lane rental, design-build contracting, and warranty clauses. After a period of evaluation, the fhWA decided that all four practices were suitable for use as operational practices (non-experimental).

today, sEp-14 remains as a functional experimental program that may be used to evaluate promising non-traditional contracting techniques. in fact, the term “alternative contracting” may be a better descriptor than “innovative contacting” as some of these techniques are widely used and are no longer considered to be innovative by some contracting agencies. in 2002, the title of sEp-14 was changed from “Innovative Contracting” to “Alternative Contracting”.

canada

in canada, transportation innovation can also be found at several levels of government and industry. for example, the canada revenue Agency provides all canadian controlled corporations with access to the scientific research and Experimental development (sr&Ed) program which is a federal tax incentive program to encourage research and development that will lead to new, improved or technologically advanced products or processes. the canada foundation for innovation (cfi), is a government of canada crown corporation created in 1998 to fund research infrastructure in canada. the agency provides funding for universities, colleges and non-profit research institutions to advance canadian research and technology. other federal government agencies such as the national research council (nrc) complete basic research through pooled fund studies, or in the case of transport canada, though major federal programs such as the canada/u.s. border initiative. the transportation Association of canada (tAc) is a national association of canadian transportation agencies, consultants and contractors that is dedicated to improving the transportation infrastructure in canada. tAc members help to sponsor transportation research and development that is typically carried out by universities and consultants.

France

for many years, the french ministry responsible for the management of the national roads and highways has always fostered innovation through special procedures to facilitate the emergence and the evaluation of new product or material for road construction, previously called “Charte Innovation”, and now called “Committee for Road Innovation”.


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since 2006 a new procedure was put in place with partnership with the main roads owners, concessionaires and local authorities. the main aim of the program is to sustain the development made by the contractors and their research departments allowing their evaluation though specific test programmes.

Each year a committee chaired by the road director with the representatives of the road owners express their needs and priorities in road construction, maintenance and management. for example in 2010 priority was given to:

• the optimization of the use of semi-urban road networks; • the durability of the bridges; and• long lasting materials.

once the priorities have been established, a call for proposals is issued for interested contractors. A board of examiners selects the most relevant and appropriate proposals and defines an experimental plan in order to evaluate the product, materials or process proposed by the contractor. this experimental plan is conceived to expand the field of application and then to allow the dissemination of the innovation.

2.4. tecHnIcaL aGReements anD ceRtIFIcatIon PRoGRams

A brief outline of a few innovation agreements/certification programs are described below.

France

technical agreements have been developed in france for road construction during the 1990’s by the french ministry of transport. the main aim is to evaluate the behaviour and performance of a new material, product or equipment that are not covered by a national standard and proposed by a contractor. specific programmes based on laboratory tests, accelerated field tests with visual survey and measurements and mechanical models that are defined by the technical services of the french administration (sEtrA and Lcpc). After the program is established, a technical agreement is delivered which outlines:

• the field of application of the innovative techniques (type of road, traffic, climate, etc.);

• the technical performance that can be expected and specified in a contract; and• recommendation for the application and monitoring of the application.

the technical agreement allows the contractor to put a product on the market when it is not covered by a standard. Examples of the agreements can be found at: http://www.setra.equipement.gouv.fr/Avis-techniques-en-cours-de.html


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and http://www.cftr.asso.fr. recently a new national forum for the exchange of technologies, institute for roads, streets and infrastructure for Mobility (idrriM) has been established http://www.idrrim.org.

south africa

the procedure adopted by the south African national road Agency (sAnrAL) for the transfer of new technologies and new products, is the Agrément SA which is an assessment and certification system. the word “Agrément” is french and it means consent or approval. the board of the Agrément South Africa was established in 1969 as an objective, independent agency which evaluates the fitness-for-purposes of non standardized construction products.

Agrément South Africa specialises in non-standard products and complements the south African bureau of standards (sAbs) and has international links with the World federation of technical Assessment organization (WftAo).

the assessment and certification procedure is undertaken in six stages:

• stage 1: assessment of applicant’s data• stage 2: assessment of production control• stage 3: laboratory testing• stage 4: system installation• stage 5: system performance trial (if applicable)• stage 6: certification• stage 7: monitoring

generally each stage shall be successfully completed and, where appropriate, a report issued prior to the commencement of the next stage. however, stages 1 to 5 may, if all required data is available, at the request of the applicant be undertaken concurrently. the applicant shall have the option of withdrawing from the programme at any stage should the system submitted fail to comply with the requirements.

All systems shall be able to demonstrate satisfactory performance on at least 3 sites, and under conditions representative for the certificate class selected by the application, over a period of at least two years. one of the sites shall have been monitored during the two-year period by Agrément sA or their agent. Existing data obtained during the road trial for departmental type approval will normally be acceptable to Agrément sA. in the case of no data, or insufficient data from completed trials being available, an appropriate monitoring plan needs to be developed for the necessary trial applications for which the applicant will carry full responsibility and risk during the evaluation period of 2 years. At the discretion of Agrément sA,


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temporary certificates may be provided, on the basis of laboratory test results and other available data, pending the completion of all field tests.

Where systems already have type approval, or part approval, from an organisation or client body recognized by Agrément sA, and based on rigorous evaluation of information that can be substantiated to Agrément sA, the existing test data may be used for assessment purposes under stages 3 to 5. the suitability of existing test data will be assessed by Agrément sA.

Agrément sA, in consultation with the industry task team, reserves the right to amend or supplement the tests required for Agrément sA assessment and certification at any time, if required. the cost of all further testing is borne by the applicant. A certificate is only awarded on the system’s successful completion of the appropriate stages 1 to 6. further details of this procedure can be found at: www.agrémentsa.co.za

United Kingdom

the Highways Authorities Product Approval Scheme (hApAs) was introduced with the objective of developing national approval arrangements for innovative products, materials and systems for use in highways and related areas, removing the need for individual authorities to carry out their own assessments and tests. it was set up by the u.k. highways Agency, css (now AdEpt) and the british board of Agrément (bbA), with other bodies represented on the specialist groups, whose members are drawn from organisations with technical expertise in highways work.

hApAs is administered by the bbA, overseen by the highways technical Advisory committee (hitAc), with certificates issued by the bbA acting on recommendations from hitAc. specialist groups are set up by hitAc for each product type put forward for consideration. further details are available at: www.bbacerts.co.uk

netherlands

As outlined in section 3.3, the netherlands uses a validation process for new materials which is in fact technical approval for their use. this allows the agency to gain experience with the expected performance of the new material and to complete life-cycle costing type analyses to permit comparison of the new materials to conventional construction. knowledge of the expected performance is also relevant in order to compare bids based on life-cycle costing.


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2.5. VaLUe enGIneeRInG PRoPosaLs BY contRactoR BeFoRe contRact BID

value Engineering (vE) is a creative, organized approach whose objective is to optimize cost and/or performance of a facility or system. through a fairly rigorous series of evaluation procedures, unnecessary expenditures are avoided, resulting in improved value and economy. the value Engineering approach is directed toward analysis of functions. it is concerned with elimination or modification of anything that adds costs to an item without contributing to its required functions. during this process all expenditures relating to design, construction, maintenance, operation, replacement, etc., are considered.

in most countries the calls for tender for road construction allow the contractors to propose technical solutions either for the materials or products or construction process. in such calls for tender, contractors can propose innovation. in this case the contractor generally defines a period of guarantee during which they will take action to address any performance issues of the innovation.

Alternative bid contracts are contract bids that are developed with two or more equivalent alternatives for construction, e.g. asphalt concrete versus concrete pavement types. several countries have adopted this approach to promote competition and reduce cost.

south africa

in south Africa, a contractor can submit an alternative bid offer only if a main bid offer, strictly in accordance with all the requirements of the bid documents, is also submitted. the alternative bid offer is to be submitted with the main tender offer together with a schedule that compares the requirements of the bid documents with the alternative requirements the bidder proposes. the bidder must notify the agency no less than two weeks before the closing time stated in the bid data when submitting an alternative offer based on an alternative design (including modifications to a design). the alternative offer must include sufficient supporting information in the form of drawings, calculations and a priced alternative pricing schedule. A responsive bid is one that conforms to all the terms, conditions and specifications of the bid documents without material deviation or qualification. A material deviation or qualification is one which, in the agency’s opinion, would:

• detrimentally affect the scope, quality, or performance of the works, services or supply identified in the scope of work;

• change the agency’s or the bidder’s risks and responsibilities under the contract; or• affect the competitive position of other bidders presenting responsive bids, if it

were to be rectified.


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the modified pricing data must include an amount equal to 5 percent of the amount bid for the alternative offer to cover the agency’s costs of confirming the acceptability of the detailed design before it is constructed.

United states

the florida department of transportation (fdot) used vE for the i-10 Escambia bay bridge replacement project due to hurricane ivan in 2004. As a result of the vE exercise, the project bids came in us $20 million under original estimates while still providing the same level of quality and performance. subsequently, fdot has made extensive use of value Engineering and design/build procurement for transportation infrastructure projects.

Many u.s. highway agencies are using constructability reviews to incorporate construction expertise into the early design phases of a project, thus ensuring a biddable, constructable and cost effective design. in addition to reductions in cost and overall construction time, contracting agencies have found that a formal review of constructability often discloses issues that might not become evident until the physical work actually starts. for example, constructability reviews have been successfully used to identify alternate material sources, additional construction staging areas, different ways of addressing environmental mitigation and various ways of staging the actual construction of the project.

the north carolina dot has determined that constructability reviews have been effective on major rehabilitation and new construction contracts on high-volume, urban freeways with environmental mitigation concerns. the ncdot utilizes representatives from the north carolina contractor’s Association for constructability reviews. the ncdot initially found that constructability reviews resulted in significant decreases in contract time, as well as reductions in contract costs, road user costs and improvements in the traffic control plan.

2.6. VaLUe enGIneeRInG PRoPosaLs BY contRactoR aFteR contRact BID

some agencies permit value engineering change proposals (vEcp) from the contractor after the project is bid and awarded. typically, value engineering change proposals are made by a contractor to an agency. the agency then reviews the change proposal to determine its validity and risk. An independent review of the potential savings is completed and any cost savings are typically shared by the contractor and owner. in some cases the designer may be included in the shared savings.


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2.7. enD PeRFoRmance anD LonG-teRm WaRRantY contRacts

in the past, the approach used by many agencies to deliver road construction and maintenance contracts was through the use of empirically (method or recipe) based specifications. from past experience, specifications were developed and materials and construction procedures inspected and tested to ensure that the end product would serve its intended purpose. these types of contracts do not lend themselves very well to innovation. designers and contractors simply “ follow the rules” set forth by the agency and the product is delivered. Many countries are moving towards long-term warranty and performance based contracts.

the best opportunity for innovation is providing an entrepreneur with the freedom to make choices. this is possible if the agency challenges the designer/contractor to develop creative solutions by using end performance specifications which allows the designer/contractor the ability to select a wide variety of solutions provided the end performance requirements are met. for example, for ohio department of transportation (odot) concrete pavement construction projects, the contractor can elect to saw and seal concrete transverse joints or simply to saw cut them. however, if the joints do not perform adequately according to a strict performance requirement, the contactor is required to repair or replace the affected concrete slabs. End performance specifications provide an entrepreneur with the freedom to introduce innovations. however, it is important for both parties to have certainty about the price/performance ratio of an innovation. this means that the performance must be a known factor by means of some form of validation.

Many agencies have been experimenting with extended warranty contracts. the normal 1 year contract warranty is extended to periods of between 3 and 10 years. these extended warranties balance risk of construction deficiencies and cost to both the agency and contractor. this promotes high quality contractor performance and staff training to ensure a quality product. for warranty periods of up to 3 years, most contractors will simply ensure that their quality is sufficient to meet the warranty requirements. contractors bidding long term warranty contracts tend to assess the risk of possible poor performance and increase their bids prices accordingly with higher costs the longer the term of the warranty. the agency needs to assess the amount of risk that is transferred to the contactor and the value of that risk.

performance based specifications cannot completely capture all performance based requirements and agencies are not able to perform sufficient quality assurance testing to mitigate all risks due to design, materials and construction deficiencies. performance levels can either be set with ‘not to exceed’ values at the end of the contract or are set on a sliding scale with indicators such as cracking, smoothness, surface frictional properties, etc. checked each year of the contract.


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performance specifications also tend to promote contractor innovation in that the method of construction is not specified and they are free to use materials and methods to achieve the end performance requirements.

Long-term performance contracts are sometimes linked with longer than normal bonding requirements which may be difficult to obtain for some contractors.

2.8. PUBLIc/PRIVate/PaRtneRsHIPs anD concessIon aGReements

public-private partnerships, or ppp projects, have received considerable attention as a means of narrowing our infrastructure gap. transportation ppps were pioneered in Europe and by the 1990s, two types of partnership approaches had evolved real toll and shadow toll approaches. under the more common “real toll” approach, private concessionaires arrange financing, construct roadways, maintain them, service their debt, and derive revenue from tolls collected directly from motorists. one of the main benefits of the “real toll” concession approach is that it enables governments to tap into sources of private capital and avoid using public monies to build highways. the “shadow toll”, initially adopted in the united kingdom and used in countries such as canada, spain and portugal involves governments awarding concessions to build-operate-maintain toll-free highways and then compensating the investors based on roadway usage and/or availability of those facilities.

in north America, the u.k., france, Australia, india and other countries, a number of models have been used and reflect the varying degrees of risk transfer from the public sector to the private sector. design-build models are at the lowest end of the spectrum, with risk transfer largely associated with cost overruns. privatization models are at the highest end of the spectrum whereby the private sector assumes all risk. in between there are a number of variations that reflect progressively more risk transfer, including; design-build-Maintain (dbM) and design-build-finance-Maintain (dbfM).

What are the benefits of ppp projects? ppp projects move from conception to commission much faster than the traditional design-bid-build procurement process. procurement is achieved through a single design-build process, rather than procurement of a separate design team, construction team, and contract administration team. ppp projects are schedule driven which fosters a cooperative working relationship between the designer and the constructor. ppp projects encourage both design and construction innovation that can be incorporated into the design phase.

As agencies build on the design-build model, they transfer more risk to the private sector including the risks associated with operating, maintaining, and rehabilitation. to ensure public safety and acceptable levels of service, agencies specify key


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performance indicators and maintenance trigger values, as well as financial penalties to ensure compliance. the transfer of risk, especially cost-associated risk, permits more effective budget planning.

While individually, each of the projects is somewhat unique in the delivery mechanism and the challenges faced by the owners and the concessionaires, there have been a number of common elements that helped to make the projects a success. in virtually every case, the use of ppp allows for the owner to deliver the project much more quickly than the traditional design-bid-build process. in several cases, the use of ppp also allowed the owner to turn to the private financing to deliver a project that may otherwise not been possible with agency funds. Another key feature is the development of an Agreement that provides the owner with the ability to deliver transportation projects in a cost-effective and timely manner and the private sector with more participation in the delivery of the project which in term promotes both design and construction innovation.

the netherlands use a model, called the public private comparator, to determine cases where a dbfM project is to be preferred above a normal design build contract delivery mechanism. this model is obligatory for all major new- and reconstruction works above 35 million Euros. in a dbfM project, more degrees of freedom can be given to the contractor who will be responsible for a longer period (15-25 years) and will be paid on the basis of availability of the road. during the period where the road is not available to the travelling public, e.g. during maintenance operations, the contractor is not paid or in some cases receives a penalty. for dbfMs, the technical risks for the agency are decreased and less validation of a new material or technology is needed compared to conventional contracts. nevertheless, in these types of contracts it is noted that a contractor (or his financer) is reluctant to use innovations that are not properly validated either.

2.9. sUmmaRY

innovation can ‘pave the way’ to making our engineers and contractors competitive on the world market while cost-effectively extending the service life of our transportation infrastructure while minimizing the impact of construction on the road users. by fostering collaboration between government agencies, industry and academia, it is possible to ‘partner’ to develop new policies, processes, and procedures to reduce time and cost and improve the safety of our infrastructure.

While innovation ultimately leads to a benefit, which can include a reduction in cost, it is important to recognize that an investment in innovation is necessary to achieve the ultimate benefits. this typically requires some basic fundamental research and partners who are willing to take risks to develop the innovation. these risks can be financial, technological and commercial.


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When evaluating an innovation, it should be recognized that there is a variety of procedures for introducing an innovation and each may have its own benefits and risks. the alternatives presented in this chapter provide a basic evolution of the phases to incorporate innovative policy, design and construction techniques and procedures into an agency’s procurement and delivery process for transportation infrastructure. similarly, it is necessary to determine the ability of the construction industry to take the financial risk to complete the necessary research, and invest in the resources and to share the associated risk. Each agency should evaluate the best way to foster and promote innovation.

3. eXIstInG InnoVatIon Fact sHeets

one of the benefits of organizations such as the World road Association (piArc) is the transfer of knowledge from agency to agency and country to country. We can all learn from the experiences of others and adapt innovations from others for use within our own organizations. several recent technical innovations are described in the following format in innovation fact sheets provided in appendix A:

• What: what is the innovation?• Why: why did the agency use or adopt the innovation?• How: the process of the innovation and how it was used or adapted• Plan, Progress and success: a description of the innovation implementation plan,

progress and success• Lessons Learned: what are the key lessons learned from the innovation• additional Information: contact or source for additional information

innovations described include:

• asphalt rubber (sweden and spain);• high modulus asphalt (u.k and france);• stone mastic asphalt (hungary and slovenia);• foamed bitumen stabilized materials (south Africa);• warm mix asphalt (slovenia, south Africa and spain);• hot on hot asphalt paving (germany and Lithuania);• micro-surfacing (greece);• ultra-thin reinforced concrete pavements (south Africa);• ultra-thin continuously reinforced concrete pavements (south Africa);• highway noise abatement (canada-québec);• pre-cast concrete slab (france);• removable urban pavement (france);• self compacting cementitious materials (france); • bitumen emulsion and foamed bitumen stabilized materials (south Africa); and• long life surfaces for busy roads (united kingdom).


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the type and origin of the innovation fact sheets is presented at the beginning of the appendix. As several innovations on the same subject were presented by several countries, they are grouped by country.

As mentioned in the fact sheets, there are many lessons learned from the implementation of these innovations including:

• the need to have committed project managers for the implementation of the innovation;

• care must be taken when implementation and innovation from another agency. What works well in one location, may not work the same for other agencies;

• translation of design procedures and specifications from one country to another should be done with care particularly where test methods may not be the same;

• local expertise in implementing an innovation is very important and the lack of experience of an agency or contractor can lead to significant challenges;

• public and private sector collaboration is important to achieve success;• innovations should be gradually implemented with careful evaluation before their

widespread use;• it is critical to have a champion with standing in the industry and the resources to

drive the implementation of innovative technology until it is accepted by industry;• it is important to carry out adequate research and testing prior to implementation

of new technologies;• follow-up monitoring of the performance of innovations is critical to establishing

their success; • establishing standards and specifications for the implementation of innovations

will lead to more widespread use; and • protection of patents and intellectual property is a key factor for fostering innovation.

4. InnoVatIons cURRentLY BeInG ImPLementeD

4.1. BacKGRoUnD

in order to assist others and to disseminate knowledge, three areas of interest to road designers were selected for more detailed description. the information was gathered though the use of a questionnaire. the three techniques selected were:

• warm mix asphalt;• reclaimed asphalt pavement; and• use of waste and by-products in road construction.

the questionnaire used to assemble the information in examples of innovations currently being implemented is given in appendix B.


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the techniques above were selected as examples of innovations that have been widely implemented as a part of their sustainable road construction practices and their contribution toward a green environment.

4.2. WaRm mIX asPHaLt

Warm mix asphalt typically refers to procedures and additives that permit the production and placement of asphalt concrete at lower temperatures than have traditionally been used. in general, many countries have tried or are planning to try the use of warm mix asphalt concrete. in most cases, the agency is expecting similar performance to that of hot mix asphalt which achieving potential energy savings, reduced green house gas emissions and improved safety for workers both at the asphalt plant and at the job site. general barriers to implementation are the lack of long term performance data and specifications. A summary of the findings of the survey are provided in table 1, page 34 to 37.

4.3. RecLaImeD asPHaLt PaVement

reclaimed asphalt pavement (rAp) has gained significant popularity with the widespread use of milling machines to profile and remove asphalt from the surface of the roadway and the asphalt industry associations now claim that asphalt is one of the most highly recycled products on earth. A survey on rAp was completed to gain further understanding on the current state-of-the-art of rAp use. the survey found that rAp is extensively used throughout the world both for re-use in hot mix asphalt and in cold and hot in-place recycling and mixed with road aggregate base. the state-of-the-art in the specification and use of rAp is well advanced and many agencies make use of rAp to promote environmental sustainability and recycling. in Europe, committee tc227/Wg1 has standardized the specifications for rAp. A summary of the findings of the survey are provided in table 2, page 38 to 41.

4.4. Waste anD BY-PRoDUct Use In RoaD constRUctIon

Many agencies permit the use of waste materials and by-products in pavement construction. the waste and by-products are either used to enhance the properties of the pavement layers or to reduce their cost through the savings in the use of new materials and the promotion of sustainable construction. the survey on the use of waste and by-products in pavement construction found that their use varies significantly around the world. Many agencies are experimenting with waste and by-product use but there is concern regarding the potential future impact of the use of the waste and by-products and the long-term pavement performance. A summary of the findings of the survey are provided in table 3, page 42-43.


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it is noted that, in Europe, there is a move to standardize the use of waste and by-products in pavement construction. for example, within tc 154/Wg12 – Aggregates from secondary source, which is tasked with the evaluation of road building aggregates, a task group is reviewing the use, application and technical and environmental requirements for waste and by-product materials.

taBLe 1 - WaRm mIX asPHaLt ImPLementatIoncountry/ Question canada canada-

Quebec Denmark Finland France Hungary

1. Use Wma yes yes no no yes no

2. Procedures used

zeolite, Evotherm, sasobit, sasoflex, Advera, Aspha-Min, foam

zeolite, cMW, Evotherm and sasobit

various additives including zeolite

3. Fields of application

Wide variety, typically lower volume roads

Moderate volume roads, AAdt<10,000

All road types and levels of traffic

4. Quantity used >100,000 t (2009) 25,000 t (2009) >500,000 t (2009)

5. experimental or widely used Experimental Experimental common

6. Potential for use (High, med, Low)

high high if costs reduced high

7. Documentation available some no some

8. Reasons for use

Environmental and energy savings



9. Barriers to usecost and contractor experience

costperformance information on the products

contractors not ready to produce and place yet

10.typical temperature (production and placement

120-160°c110-125°c

130-160°c115-135°c

120-140°c100-120°c

11.How are temperatures achieved

Additives Additives Additives

12.Plant or process of production modified

With some types of products yes

only if additive at the plant

With some types of products yes

13.Behaviour (Good, Fair, Poor)

Monitoring Monitoring good

14.Limitations of use

generally restricted to lower volume roadways

currently not for highways, not beyond °ctober due to temperature concerns

has to perform as good as conventional or it has to be replaced


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taBLe 1 - WaRm mIX asPHaLt ImPLementatIon (contInUeD)country/ Question Japan Lithuania norway south

africa switzerland United states

1. Use Wma yes yes yes yes no yes

2. Procedures used foaming agent zeolite WAM foam,

cecabase rt945 sasobit, redisetzeolite, Evotherm, sasobit, sasoflex, Advera, foam


All roads, traffic up to 20,000 vehicles/day

Experimental test sites only Experimental

All roads, moderate to heavy traffic loading

All roads and traffic from interstate to local

4. Quantity used >3 M m2 Experimental 6,000 t (2009) 4,000 t (2009) >500,000 t

5. experimental (e) or widely (W) used

Widely used Experimental Experimental Experimental Widely used


high high if cost reasonable high Medium interest high

7. Documentation available yes (japanese) no yes, 2009

(norwegian) www.sabita.co.zawww.hotmix.orgwww.warmmixasphalt.org

8. Reasons for use

cost savings (10-20%), lower co2 (10-20%)


contractor fuel savings

cost savings and environmental Environmental


9. Barriers to use cost and recycle use

cost and performance

proven cost effectiveness and performance

Lack of knowledge

small cost savings and lack of specifications

Experience cost and experience


130°c100°c

140°c120°c

110-120°c80-110°c

120-140°c120-140°c

120-160°c110-125°c


foaming agent zeolite foaming agent sasobit, rediset Many


no yes yes yes yes


good MonitoringMonitoring, initial rutting higher, possible reduced life of 2 to 5 years

good, quality requirements same as for conventional

good

14.Limitations of use none Experimental Experimental Experimental none


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taBLe 1 -. WaRm mIX asPHaLt ImPLementatIon (contInUeD)country/ Question Belgium sweden Portugal spain saudi

arabia slovenia

1. Use Wma yes. very limited yes. yes. yes. yes as a modifier yes.

2. Procedures used

sasobit and zeolite, foaming planned

soft binders or steam added

cecabase, zeolite, foamed and special Emulsions

sasobit, wax sasobitzeolite, sasobit, various wax alternatives


two experimental roads

Widely used, increased season All roadways Major highways Major highways All roadways

4. Quantity used few km Widely used <10,000 t few km > 250 km few km

5. experimental (e) or widely (W) used

Experimental production Experimental Experimental Experimental Experimental


high, expected to stimulate use high high high Low high, depends on

costs

7. Documentation available

Energy use and co2 savings calculated

technical papers available in swedish

Limited Limited Laboratory results several technical papers available

8. Reasons for use

Energy and co2 savings

reduce environmental impact

reduce environmental impact

co2 savings, reduce environmental impact

As a modifier for the asphalt

to reduce environmental impact, special uses – docks

9. Barriers to use

unsure of long-term performance, additional cost, contractor experience

none substantial.higher cost, lack of technical guidelines

higher cost higher cost higher cost


130°c110 to 90°ctemperature reduction of 40°c resulted in 8 x reduction in fumes

50 – 80°c60 – 80°c(emulsion)

Additives120 – 140°c100 – 120°cEmulsion80 – 110°c60 – 120°c

-35°c to conventional-35°c to conventional

120 – 140°c100 – 120°c

120 – 140°c120 – 140°c


sasobit, zeolite steam zeolite sasobit sasobit zeolite, waxes


yes yes no yes yes yes


unknown yet good good good good good

14.Limitations of use

specifications needed none subject to

monitoring none subject to availability specifications


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taBLe 1 - WaRm mIX asPHaLt ImPLementatIon (contInUeD)country/ Question Germany netherlands United Kingdom

1. Use Wma yes yes yes

2. Procedures usedMany including fischer-tropsch waxes, fatty acid amides and Montan waxes

Waxes, foaming techniquesfoam, sulphur, wax (sasobit), zeolite and other proprietary additives

3. Fields of application All road types and levels of traffic All road types All types, particularly short possession roads

4. Quantity used significant1 >10,000 t (2009) not known

5. experimental (e) or widely (W) used Widely used Experimental reasonable use for some products,

but mainly experimental

6. Potential for use (High, med, Low) high high high

7. Documentation available see note 1 some some including energy and co2 savings

8. Reasons for use reduce environmental impact Environmental and energy savings Environmental and energy savings and extending working window

9. Barriers to use higher cost performance information confidence in long term performance and cost

10.typical temperature (production and placement 130 – 150°c

90 – 120oc 90 – 120°c >20°c below conventional

11.How are temperatures achieved Additives foamed bitumen Additives

12.Plant or process of production modified yes foaming technology to be applied

in plantsdepends on additive and quantity used

13.Behaviour (Good, Fair, Poor) good Monitoring, but to date it is good some good results to date but being monitored

14.Limitations of use none has to perform similar to normal hot mix asphalt. no limitations small scale use

1 see german Warm Mix Asphalt reference for additional information [dAv 2009]


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taBLe 2 - Use oF RecLaImeD asPHaLt PaVementcountry/ Question canada canada-


1. Use RaP yes yes yes since 1980 yes yes yes

2. types of RaP and uses

All mixes, road base


All mixes, road base Asphalt mixes All mixes, road

basesecondary roads with low traffic

3. Where is RaP used

All mixes, some restriction on surface course for high volume roads

All mixes, some restriction on surface course for high volume roads

some restriction on surface course use, no traffic limits

used in asphalt surface up to 20%

can be used up to 50 % but typically it is 20 to 30%

in-place recycling both cold and hot

4. Quantity used Extensive Extensive Extensive Extensive Extensive 100 km/year

5. experimental or extensively used

Extensive Extensive Extensive Extensive Extensive Extensive

6. Future potential of RaP high high high high high high

7. technical information available

Extensive Extensive Extensive Available Extensive Available

8. main reason for using RaP

Environmental savings, recycling






9. Road authorities interested in using RaP and why/why not

yes, recycling yes, recycling yes, recycling, cost savings yes, required yes, mandated yes, cost savings

10.Barriers to more widespread use

nonesome quantity restriction at some asphalt plants

none nonecost to process, transport and analyze mix requirements

Lack of contractor capabilities

11.comments/issues

no major issues, stockpile segregation and processing higher

Many contractors prefer virgin materials and less complexity

restrictions in En 12108x series give contractors problem with type tests

no issues no major technical issues

some restriction on percent rAp due to traffic volume

12.standards yes, same as conventional

yes, same as conventional



nf En 13108-8nf En 12697-42

yes, through MAut roads

13.Performance Excellent Excellent Excellent Excellent Excellent Excellent

14.Restrictions on use

some agencies do not allow in surface course

not in surface course, experimenting with 10 percent

not in surface course none

Limitations based on the quality of the rAp

none other than some traffic levels


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taBLe 2 - Use oF RecLaImeD asPHaLt PaVement (contInUeD)country/ Question Japan Lithuania norway south


1. Use RaP yes yes yes yes yes yes








3. Where is RaP used

no limitation except porous asphalt

20% surface20% base35% aggregate base

5 to 11% for asphalt mixes63% for aggregate base

15% surface25% base35% aggregate base

sn 670 062sn 640 431-1b-nA percent depends on traffic

varies with agency but typically up to 35%

4. Quantity used 30 M t (2002) Extensive, all rAp recycled 720,000 t (2008) Extensive Extensive Extensive



6. Future potential of RaP high high high high high high


Extensive Extensive Extensive www.nra.co.za Extensive Extensive









yes, mandated yes yes yes yes yes


none none none none none none

11.comments/issues

rAp use monitored by kfA who promotes recycling

perception that rAp mixes are inferior to conventional asphalt

Availability of rAp and ability of plants to process

12.standards yesyes, European, german and swedish

yes yeswww.nra.co.za

sn 670 141-144sn 640 431-8a

yeswww.asphalt.org

13.Performance Excellent Excellent Excellent Excellent Excellent Excellent

14.Restrictions on use

not permitted in porous asphalt

Must meet mix requirements

depends on municipality, kfA promotes recycling, transport and stockpile sometimes an issue





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taBLe 2 - Use oF RecLaImeD asPHaLt PaVement (contInUeD)country/ Question Belgium sweden Portugal spain slovenia Germany

1. Use RaP yes yes yes yes yes yes


both warm and cold

both warm and cold

Many uses, percent limits

both warm and cold


All mixes except sMA and porous

3. Where is RaP used Everywhere Everywhere Everywhere Everywhere

some restrictions on surface course for high volume roads

Everywhere

4. Quantity used 4,500,000 t/yr 1,000,000 t/yr Extensively 1,000,000 t total 150,000 t/yr >12,000,000 t/yr


Extensively since 1990 Extensively Extensively Extensively Extensively Extensively

6. Future potential of RaP same as current same as current same as current high high high




cost savings, reduce waste

cost savings, reduce waste

cost savings, reduce waste reducing waste cost savings,

reduce wastecost savings, reduce waste


yes, cost savings, reduce waste yes, cost savings yes, cost savings reduce waste yes, cost savings,

reduce wastecost savings, reduce waste


Low penetration of recycled binder, quality

quality control, sometimes cost

characterize for performance

quality control procedure issues

quality control, sometimes cost

not enough high quality rAp available

11.comments/issues nothing major prefer separate

stockpilesnot for porous mixes none

it takes time and space to create separate stockpiles

none

12.standards En 13108-8En 13108-8vv publication 2000:93

yes, in portuguese yes, available En 12108-8En 12108-8. 12697-42, tL Ag-stb 09 and stb-42

13.Performance Excellent Excellent Excellent Excellent good Excellent

14.Restrictions on use none none none none Must meet mix

requirements none


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taBLe 2 - Use oF RecLaImeD asPHaLt PaVement (contInUeD)country/ Question netherlands United Kingdom

1. Use RaP yes yes

2. types of RaP and uses both warm and cold All mixes

3. Where is RaP used Everywhere Everywhere

4. Quantity used All old asphalt is recycled, > 4,500,000 t/yr Extensively

5. experimental or extensively used Extensively since 1970 Extensively

6. Future potential of RaP high high

7. technical information available Extensive Extensive

8. main reason for using RaP cost savings, reduce waste, reduce use of natural materials cost savings, reduce waste

9. Road authorities interested in using RaP and why/why not yes, but has been standardized for a long time separation at source, quality, availability

10.Barriers to more widespread use none none

11.comments/issues tar containing asphalt is separately removed and incinerated plant capability, increased testing

12.standards En 13108-8 En 12108-8, 12697-42, MchW clause 902

13.Performance the same as virgin materials Excellent

12.Restrictions on use none<10%: none>10%-<25%:binder tests>25%: mix stiffness


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taBLe 3 - Use oF Waste anD BY-PRoDUcts FoR RoaD BUILDInG mateRIaLscountry/ Question canada canada-


1. Use of waste and by-products in road construction

yes yes yes unknown yes yes

2. types of waste and by-products used

shingles, glass, foundry sand, rubber, rAp

shingles, steel slag, rAp

rAp, steel slag, crushed tiles and bricks, bottom ash, fly ash

shingles, crushed concrete, rAp, bottom ash, fly ash

steel slag and fly-ash


Wide variety of specifications and use across canada

steel slag for surface courses, 3% shingles in surface, 5% in base asphalt

Asphalt mixes, aggregate base and embankments

Asphalt mixes, aggregate base and embankments

steel slag for surface and fly-ash in base course

4. Regulations yes yes yes yes yes

5. Future potential of by-product use

Moderate Moderate, fibres in asphalt high high depends on

quality

Moderate, some recent research from institute for transport sciences

country/ Question Japan Lithuania norway south



yes yes yes (limited) yes no yes


steel slag, rubber, porous elastic rubber

crushed concrete crushed concrete, glass, rubber

steel slag, rubber, mine waste, phosphor gypsum, fly and bottom ash, demolition waste, crushed concrete, lignosulfate

steel slag, rubber, shingles, crushed concrete, fly and bottom ash


not in expressways or national highways

road shoulders variesWide variety of construction and maintenance uses

varies

4. Regulations

Must provide same life as conventional, meet environmental requirements

En 13242 and 13285

Must provide similar performance to conventional

variety of technical guidelines and specifications

Must provide similar performance to conventional


Advancing Advancing Advancing Advancing Advancing


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taBLe 3 - Use oF Waste anD BY-PRoDUcts FoR RoaD BUILDInG mateRIaLs (contInUeD)

country/ Question Belgium sweden Portugal spain saudi

arabia slovenia


n/A yes yes yes yes yes


steel slag, asphalt and aggregate, bottom ash

rubber, fly ash, bottom ash, steel slag

rubber steel slag, crumb rubber steel slag


gravel roads, flexible roads All roads All roads Major roads All roads

4. Regulations vv publ 2009:160vv publ 2001:34 yes yes yes

the same requirements as usual


high, especially for environmental issues

Extensive Mandatory for asphalt rubber

Limited based on availability Advancing

taBLe 3 - Use oF Waste anD BY-PRoDUcts FoR RoaD BUILDInG mateRIaLs (contInUeD)

country/ Question netherlands United Kingdom1. Use of waste and by-products in road construction yes yes

2. types of waste and by-products usedsteel slag, blast furnace slag, bottom ash, fly ash, mine stone, contaminated soil, crushed concrete and masonry, rubble, rAp, sieve sand, copper slag, phosphorus slag, dredge soil

blast furnace slag, colliery spoil, china clay sand/ stent, fly ash, foundry sand, bottom ash, incinerator bottom ash, phosphoric slag, recycled aggregate/asphalt/ concrete/glass, slate, spent oil shale, steel slag

3. Fields of application All roads Wide variety of uses

4. Regulations yesEn 12620,13043,13242 and 13285, dMrb volume 7 hd 35/04; must comply with relevant specification

5. Future potential of by-product use high but consider issues described in section 3 high

5. InnoVatIon neeDs

A questionnaire on innovation needs was developed and circulated through the committee members to their respective countries. the purpose of the questionnaire was to develop an understanding of innovation needs that in the opinion of the country representatives were not being adequately addressed. the key questions asked in the survey were:

1. does your country have a particular policy on innovation?2. how are innovation needs defined and by whom?3. do you believe that it is necessary to foster innovation to address the following

issues:

a. reducing availability of raw road building materials.b. substitute products for bituminous binders.


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c. Adaptation to climate change.d. Environmental concerns and changing regulations.e. reduction of traffic disruption during road work.f. performance levels.g. innovation in calls for tender.h. technology transfer.

a summary of the information provided in the responses is as follows.

5.1. PoLIcY on InnoVatIon

Agency policies on innovation varied significantly from several that indicated that they had no formal policies to those that had well established multi-year programs. in some cases formal research and development strategies were in place including both annual requests for innovation proposals and full-scale experimental construction and evaluation. for example, in south Africa research and development policies include:

• dst 2002. south Africa’s national research and development strategy. department of science and technology, pretoria, south Africa.

• dst 2007. “Innovation towards a knowledge-based economy: Ten-Year Plan for South Africa (2008 – 2018)”. department of science and technology, pretoria, south Africa, june 2007.

general innovation needs are determined by the department of science and technology using tools such as foresight studies and strategic planning processes. roads-related research and development and innovation needs are determined in the following structures:

• the road pavements forum that is attended twice a year by more than 100 delegates from government and industry;

• the pavement research Advisory committee under the auspices of the national roads Agency; and

• the Council for Scientific and Industrial Research’s Research Advisory Panel for infrastructure.

in switzerland, the specialists of the swiss federal roads office, AstrA identify the specific innovation needs for national roads. they announce the research projects and supervise them. the results of these projects are used to update the guidelines for the construction of the national motorways. the “Swiss Association of Road and Transportation experts”, vss includes experts delegated from public administration and companies. All experts have a specific background and technical knowledge about road design and construction, planning and realization and road maintenance. the


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“VSS” is advancing and executing the Swiss-Standards for road design and road planning including agreement with European-Standards. Expert committees define innovation needs, supervise innovation projects, design new and adapt existing standards.

The Portuguese Institute for Road Infrastructure (InIR) has created an Innovation and Standardization Forum to identify and manage the issues of innovation needs. Currently, innovation needs for roads are defined by the road concessionaries with the material producers, the contractors, the universities, the laboratories, the service companies, etc. All stakeholders (principals, owner of infrastructure equipment, engineers, construction companies, test laboratories, producers of construction materials, research institutes, universities) who are involved in road planning, construction and realization are working together to find optimum solutions and define the standards based on the state of the technology (www.inir.pt).

The Dutch Rijkswaterstaat has an extensive policy on innovation which was described in detail in section 2.3.

Other countries allow private companies to propose their own innovation ideas on a wide variety of subjects of particular interest to the road agency.

5.2. Necessity to Foster iNNovatioN

Virtually all of the respondent countries indicated the need to foster innovation. There was unanimous agreement in the need to innovate to reduce the reliance on virgin building materials and to reduce the impact of climate change through the reduction in CO2 emissions. Several countries are looking at ways to improve pavement performance and be environmentally friendly by using cool and heat resistant pavement and water retention permeable pavements. It was also felt that innovation would be necessary to address future changes in regulations related to carbon taxes and stormwater management. In order to minimize the impact on traffic, there is a need for more durable products and for faster execution of maintenance and rehabilitation. It is also expected that climate change will be a driver for innovation in the transportation field. Several also commented that the current world-wide recession has reduced the ability for technology transfer through reduced attendance at technical conferences and other technical exchange forums.

6. coNcLUsioNs

Some of the key lessons learned and drivers of innovation identified during the development of this report include:


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• the success of the implementation of innovative procedures and technologies depends on the desire for change, experience of the agency, engineering and contracting experience;

• it is important to have the ability to modify financing and contracting mechanisms to successfully create an appropriate contracting model to implement innovation;

• it is important to understand and incorporate local social, environmental and economical drivers for innovation;

• a strong technical evaluation process must put in place to monitor and qualify the behaviour and the performance of the innovation in order to foster its development and continued use;

• innovation is essential to actively solve challenging problems and avoid industry stagnation;

• it is important to determine the conditions under which innovation is fostered;• the implementation of innovation depends on the strength of the agency and desire

for innovation and willingness to take risk;• successful innovation implementation depends on the ability of an agency to

understand the risks associated with the adoption of an innovation; • agencies and industry must be willing accept and share risk; and• it is important to consider the adoption of performance based specifications

including the ability to measure and predict performance to equitably share risk.


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7. ReFeRences

• croW. Integraal ketenbeheer: beleid zonder spijt Model voor een verantwoorde inzet van bouwstoffen in de gww-sector (Integral Chain Control Policy without Regret, Model for Responsible use of Building Materials. Ede, the netherlands: croW rapport d07-01, 2007.

• dAv. Warm Mix Asphalts. bonn, germany: german Asphalt paving Association, 2009.

• rijksWAtErstAAt. Rijkswaterstaat innovationos: The Gudielines, Description of the current procedures. netherlands: dutch Ministry of transport, rijkswaterstaat, december 2010.

• sAid, s. “Swedish Pavement Performance Specification.” cancun, Mexico: piArc international seminar on pavement Maintenance, 2009.

• WorLd roAd AssociAtion. Flexible Pavement, Evoluation of Specifications and Quality Systems to Deliver Performance. paris, france: piArc report 08.08.b, 2000.

• WorLd roAd AssociAtion. Review of the Growth and Development of Recycling in Pavement Construction. paris, france: piArc, 2008r05En, 2008.

8. teRmInoLoGY anD aBBReVIatIons

terminology (within the context of this document)

• Value engineering: value engineering (vE) is a systematic method to improve the “value” of goods or products and services by using an examination of function

• Warm mix asphalt: Hot mix asphalt that is modified in order for it to be produced and placed at lower temperatures


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aBBReVIatIonsastRa swiss federal roads officecFI canada foundation for innovationcQttt centre québécois de transfert des technologies des transportsDBm design-build-MaintainDBFm design-build-finance-MaintainDot department of transportationFaR u.s. federal Acquisition regulationsFDot florida department of transportationFHWa u.s. federal highway AgencyHfL highways for LifeIDRRIm french institute for roads, streets and infrastructure for MobilityInIR portuguese institute for road infrastructureIPQ portuguese standardization bodyLcPc Laboratoire central des ponts et chausséesmtQ transport québecncDot north carolina department of transportationnRc national research council of canadaPPP public/private/partnershipRaP recycled Asphalt pavementRWs dutch road Authority, rijkswaterstaats&RD scientific research and Experimental developmentsaBs south African bureau of standardssaFetea-LU united states national highway Authorization billsanRaL south African national roads AgencysePt-14 u.s. fhWA special Experimental project 14setRa service d’Etudes techniques des routes et Autoroutessma stone Mastic AsphaltsRa swedish road Administrationtac transportation Association of canadatekes finnish national technology AgencyU.s. united states of AmericaUtcRcP ultra thin continuously reinforced concrete pavementVe value EngineeringVecP value Engineering change proposalsVss swiss Association of road and transportation ExpertsWma Warm Mix AsphaltWFtao World federation of technical Assessment organizationzas slovenian Asphalt pavement Association


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aPPenDIX a – InnoVatIon Fact sHeets

asPHaLt RUBBeR In sWeDen

WhatAsphalt rubber, produced according to the Arizona wet process, was introduced to the swedish pavement industry in 2007 by the swedish road Administration (srA). the process has been used for more than 25 years in Arizona. in the process, asphalt binder and granulated crumb rubber from old tires are mixed together in special equipment. After a reaction time, the slurry-binder is added to the asphalt plant.

Whythe reason for sweden to adopt this technology is mainly to improve pavement performance. increased durability, reduced wear from studded tires and durable noise reduction has been goals of the project.

HowAfter a thorough investigation and several visits to production sites in other countries, srA decided to rent equipment for producing the asphalt rubber binder. several laboratory studies were conducted to clarify the environmental effect of using asphalt rubber. srA provided the equipment, crumb rubber and knowledge to the contractors in specific pavement projects. the risk of failures was shared between contractor (workmanship) and srA (design).

Plan, progress and successso far, the project has produced more than 50,000 tons of asphalt mix. Main mix design has been a gap graded gradation similar to the swedish sMA specification. several contractors and asphalt plants have used the equipment. the project was completed in 2010. srA has achieved a lot of good results that indicate improved performance. the project is considered to be a success.

Lessons learned• to have committed project managers and key personnel is important.• durable noise reduction has not been achieved so far (due to cold climate and

studded tires).• do not underestimate the odour for the workers. srA has had some complaints,

which need to be taken into consideration seriously. Although, our investigations show that the odour is not from any hazardous material and that information for the workers is necessary. several work sites have not had any complaints.

contact informationMats Wendel, [email protected]


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asPHaLt RUBBeR In sPaIn

Whatrubber asphalt is fabricated with the rubber of old vehicle tyres added to the bitumen which modifies the behaviour properties of the hot-mix asphalt.

Whythe rubber of old tyres modifies the behaviour properties of the bitumen after a digestive process made in the fabrication plant. this technique is known as the wet process.

Howin spain specifications have been established which must be satisfied by the rubber of the old tyres and three types of bitumen depending on the percentage of crumb rubber modifier (crM) and the behaviour properties which are obtained in the digestive process.

Plan and Progressin spain, significant research and development work in collaboration with universities, research centres and private companies resulted in the approval of a standard for asphalt rubber which defines the uses and specifications which must be performed by the bituminous binders and hot-mix asphalts with rubber from tyres.

the performance of several experimental sections is being studied along with production on a much larger scale.

success• re-use of old tyres.• environmental benefits.• what was a waste material is now being successfully used.

Lessons learned• the rubber asphalt improves the durability of a layer.• improves the elastic recovery and resilience.• we allow the use of this bitumen in intermediate and base layers.• the thickness of the layers is the same as the layers built with hot-mix asphalt.• reduces the risk of cracks appearing in the surface.• reduces maintenance.


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HIGH moDULUs asPHaLt In tHe UnIteD KInGDom

Whathigh modulus road base, known as “enrobé a module élevé” (EME), was introduced in france in the early 1980’s as a measure to reduce the usage of oil-derived products. the high stiffness of this material enabled the road base thickness to be reduced by up to 40 percent compared with conventional french materials. EME is designed using a suite of laboratory tests. it has excellent load-spreading properties due to its high elastic stiffness, which is mainly achieved by using low penetration grade binders in the range 10 to 35. the designed material is considered to be very stable and consequently very heavy pneumatic tire rollers, weighing up to 45 t, are regarded as essential for compaction.

Whysince the mid 1990’s, there had been a general trend in the uk to use progressively stiffer base materials, due to their expected “long life” performance. however, recent concern over the durability of these materials has led to the introduction of high modulus asphalt with higher binder content from france, EME2. Although the performance of EME had been documented in france, there was little uk experience of the material, in particular relating to its ‘constructability ‘ and durability; its initial introduction was therefore closely monitored.

Anticipated benefits included reduced pavement thickness and/or increased life for equivalent thickness. nationally, better value for money and more sustainable use of resources should result. Any extension of the life of asphalt roads will increase the time intervals between maintenance, with benefits to the road user in terms of reduced congestion, and improved safety.

Howsince 2005, the uk has been investigating the potential advantages of using high modulus asphalt materials (specifically EME2) by monitored trials on uk pavements. EME2 has been introduced into the uk on a site-by-site basis, and the early sites (seven in total) have been monitored in order to ensure that the anticipated benefits are actually being achieved. the key objective of this work was to provide an overview of workmanship, performance and potential serviceability of EME2 manufactured and laid on construction projects in the uk.

Plan, progress and successthe overall objective was to support the wider use of EME2 for base and binder course layers on the uk road network. A framework was established for monitoring the EME2 sites in order to store construction and performance data in a consistent manner, and information relating to the first seven sites (predominantly inlays) was recorded in this framework. the monitoring project ended in 2009 and is considered


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to be a success so far. A national specification document has been prepared for EME2 (clause 930 of the uk specification for highway Works) and continued use of the material is anticipated.

Lessons learnedthere are several key items that need to be considered when implementing/transferring new technology of this kind:

1. translation of the imported mixture design parameters from the existing country to the new, particularly where the test methods in the two countries are not directly comparable

2. the ability of local asphalt contractors to manufacture and lay the new material, including storage facilities for binder, maintenance of appropriate asphalt temperatures and appropriate compaction equipment

3. integration of the new material into the pavement design philosophy in the new country

4. the availability of suitable materials, in this case particularly the ability of local suppliers to provide the quality of hard grade binder required.

particularly where the new technology may be cost neutral or negative at construction but with improved whole life cost and sustainability, there may also be a need for marketing to ensure the technology is widely adopted. one particular lesson from the uk experience is the importance of ensuring any new technology is fully embedded before other changes are implemented. finally, the importance of continued monitoring of newly introduced materials cannot be overstated, since it is only by verification in the field that long term durability can be ensured.

contact informationrichard Elliott, [email protected]

HIGH moDULUs asPHaLt concRete, IntRoDUctIon In BeLGIUm

Whatif one refers to experiences beyond our borders, and especially in france, the cradle of this technology, and where it has since been widely applied, the high modulus asphalt concrete(hMAc) is a good compromise for the average duration of service life (rutting, cracking, etc.) of binder layers of heavily trafficked roads. however, its use in belgium has so far been limited, among other things due to a lack of experience and lack of provisions in our specifications.


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HowA research project was therefore established. the main objectives of this study were the viability of hMAc in belgium and to acquire the necessary know-how for the mix design, preparation and implementation of these new types of mixtures. it was also intended to establish requirements for performance based specifications. the project received financial support from the iWt-vlaanderen (institute for the promotion of innovation by science and technology in flanders) and was followed by the technical committee of bituminous materials of the belgian road research center (brrc) and by an ad-hoc group, consisting of representatives of the brrc and AWv (flemish roads and traffic Agency), and of an observer of the MEt (Ministry of Equipment and transport).

Plan and progressA large-scale laboratory study has established the choice of nine variants of hMAc to be tested on an experimental section of the motorway E19 at kontich. After almost two years of traffic, the experimental sections have an excellent performance.

successrequirements have been established based on the results that have been collected during the laboratory study and with the experimental test sections. these prescriptions were written in the form of performance specifications (instead of the usual formulation of recipes), which is a novelty in belgium. this is in the European context, which encourages this kind of specifications. they can now be included in the standard specifications. the knowledge gained has also served as a starting point for the development of recommendations to various parties wishing to use this technology: consulting firms, contractors, road managers, laboratories, etc.

source: bulletin crr 74 - 1/2008

ImPLementInG stone mastIc asPHaLt In HUnGaRY

Whatstone mastic asphalt (sMA) is a tough, stable, rut-resistant, gap-graded European technology mixture, originally known as split Mastic Asphalt (www.asphaltisbest.com). developed in germany in the 1990s it has been used in several European countries as well as in the united states, canada and japan. hungary has had traditional relationship with germany and Austria therefore the innovation has found its way easily and at an early stage. currently sMA is a widely used European standardised product (En 13108-5).


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brief chronology of innovation, implementation and standardisation process of sMA:

• 1994 - German technical specification ZTV Asphalt-StB-94 defining Split mastic asphalt,

• 1997 - Hungarian technical specification for SMA (ZMA in Hungarian),• 1998 - German modification of SMA requirements in a stricter way for better

quality,• 1999 - test sections constructed on hungarian motorways applying sMA,• 2000 - research at the budapest technical university to compare properties of and

requirements for german and hungarian sMA and french bbM,• 2002 - Hungarian modification of SMA requirements based on research results,• 2003 - test sections constructed in hungary for comparison of asphalt (with sMA

wearing course), concrete and composite pavement structures,• 2005 - preliminary European standard on asphalt products including sMA

(cEn tc 227),• 2006 - Hungarian modification of SMA requirements in technical specification,• 2007 - European standard En 13108-5 and its hungarian equivalent

Msz En 13108-5,• 2008 - Hungarian technical specification for SMA based on European standard.

Plan, progress and successsMA wearing courses have been constructed in hungary since 1990’s. before 2000 only some test sections were constructed. between 2000 and 2005 almost 600 km and since 2005 about 1100 km have been constructed mainly on motorways and high-speed roads.

stone mastIc asPHaLt In sLoVenIa

WhatAsphalt mix called stone Mastic Asphalt (sMA) was conceived in the 1960’s as a wearing course resistant to wear because of the use of studded tires (spikes) during winter time. in the beginning it was made in kettles and laid by hand or with a use of a spreading frame and then scattered with chippings and compacted. because of the hand-work it was a costly procedure and the production at asphalt plants started. sMA combines the advantages of mastic asphalt and of bituminous concrete – in terms of durability it has similar characteristics as mastic asphalt but is produced, transported and laid down with the same equipment and machinery as bituminous concrete.

WhysMA has become a popular asphalt for the surfacing of heavily trafficked roads, airfields and harbour areas in Europe and its use is spreading across the world. the even surface that can be obtained using sMA provides comfortable riding characteristics whilst its texture gives good skid resistance with relatively low traffic


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noise. the strong aggregate structure provided by the coarse aggregate particles gives excellent resistance to permanent deformation and the rich mastic, which fills the voids between those particles, makes sMA highly durable. due to the high binder content a drainage inhibitor is needed to prevent binder drainage. Modified bitumen can be used to further enhance the mechanical properties of sMA and also to reduce the use of a drainage inhibitor. the specific mixture composition allows thin layer application, which means that less of this high quality asphalt needs to be used in the surface course of pavement construction. As a result sMA has proved to be cost effective even though it requires a high binder content and the use of high quality aggregates. A well designed sMA requires extremely low maintenance when applied in a properly designed construction. the additional advantages of quick application, and ease of use in maintenance operations can contribute to lower pavement whole-life costs.

Howin slovenia the experts started evaluating the use of sMA in the end of 1970’s and the last doubts about it were blown away by the german standardisation in 1984 with the ztv Asphalt - stb 84. the first sMA (sMA 0-11 mm) was applied in April of 1990 on a section of the state road in the town of vrhnika. next important section came only in 1995 with the reconstruction work on motorway A 10 (length of 4 km) and the first sMA on a new motorway section on the 7 km stretch of northern motorway bypass of the capital city Ljubljana – in both cases sMA 0-8 mm was used. the use of sMA came in full swing by tendering the works for all new motorways by dArs (Motorway company in the republic of slovenia) since 1997 and for reconstruction works on existing motorways.

simultaneously to the effort of producing the sMA the activities for implementation of technical specifications were led by newly established slovenian Asphalt pavement Association (zAs) and in 1997 the ‘Annex for SMA of Special Technical Conditions PTP SCS 1989’ (similar to german ztv Asphalt) was prepared by zAs and in 2000 it was issued by drsc (slovenian roads Agency). next step was the adoption of technical specifications ‘TSC 06.412:2001 Bituminous wearing courses: Stone Mastic Asphalt’ (technical specification for roads) in 2001. According to this specification the majority of all sMA in slovenia was built till nowadays, that means approximately 500 km of motorways and expressways.

Plan, progress and successthe use of sMA in slovenia can generally be considered as successful – with good durability and high deformation resistance achieved - with some recommendations and remarks arising from problems in some cases of cracks due to excessive hardening and also too low content of bitumen and some early skid resistance problems that were dealt with chipping the surface in the process of compaction (chip spreaders on rollers). for dealing with that problems the ‘recommendations for


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production and laydown of sMA were issued in 2005 by zAs (slovenian Asphalt pavement Association).

recently an asphalt mix, where natural aggregate was partially substituted with black steel aggregate for asphalt wearing courses, was installed by group of primorje (primorje d.d.) for the first time in slovenia history. Altogether there were around 11.000 t of sMA 11 pmb 45/80-65 A2 s with steel slag aggregate (in the depth of 4 cm) installed on three major highway sections (A1 vrhnika – Logatec, hc h4 Šempeter – Vrtojba and A1 Divača – Kozina) by now. These reconstruction sections are relatively young, but already show great results regarding resistance to wheel tracking, low temperature, skid resistance and texture measurement. considering both, highway and g+r network (main and regional roads) there was over 20.000 t of black steel aggregate as a substitution for natural aggregate used for asphalt wearing courses (mainly sMA). http://www.primorje.si/index.php?vie=cnt&id=2008022807463306&lng=enghttp://spens.fehrl.org/?m=42&a=content&id=267

Lessons learnedseveral individual countries now have a national standard for sMA, and cEn has issued a European product standard En 13108-5:2006. in the usA, where sMA is called stone Matrix Asphalt, and elsewhere in the world, its use is increasing in popularity amongst road authorities and the asphalt industry.

References• Posebni tehnični pogoji – spremembe in dopolnitve (Vezane obrabne in zaporne

plasti-drobir z bitumenskim mastiksom) – iii. knjiga; Ljubljana, 2000• TSC 06.300/06.400:2009 Smernice in technični pogoji az graditev asfaltnih plasti• SIST 1038-5 – Bituminizirane zmesi – Spedifikacje materialov – 5.del: Drobir z

bitumenskim mastikson – zahtev – pravila za uporabo (bituminous mixtures – Material specifications – Part 5: Stone Mastic Asphalt – Requirements – Rules for implementation of sist En 13108-5)

• ztv Asphalt – stb 84: splittmastixasphalt, fgsv, 1984• heavy duty surfaces, the arguments for sMA; EApA 1998• Priporočila za proizvodnjo in vgrajevanje asfaltne zmesi DBM, ZAS 2005

FoameD BItUmen emULsIon In soUtH aFRIca

Whatin May 2009 the Asphalt Academy (a sabita - csir joint venture) published a revised document on bitumen stabilized materials entitled technical guideline: bitumen stabilized Materials (bsM) – A guideline for the design and construction of bitumen emulsion and foamed bitumen stabilized materials – tg2. this document superseded the previous edition of tg2 and was based on extensive research into the behaviour


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and performance of bsMs over the last five years. Much of this work has focused on mix design, classifying materials for design and structural design. observations of the performance of in-service pavements also contributed to the knowledge base of bsM pavements. All this research has been incorporated into this new guideline.

particularly noteworthy are the following features of the guideline document:

• the introduction of a simple triaxial shear test (stt) (at level 3 design) to rate the bsM materials in term of cohesion and angle of friction;

• the application of fuzzy logic, and certainty theory to all available material information to provide a rational, albeit less exact means of material classification for the purpose of structural design;

• the introduction of a pavement number (pn) structural design method for bsM pavements carrying up to 30 MEsA. the method relies on basic rules of thumb which reflect well established principles of pavement behaviour and benefits from the performance history of in-service pavements;

• an extensive section on the construction of bsM covering the requirements to be complied with to ensure that the performance of resulting layer is not compromised.

Whycold recycling using bitumen stabilized Materials (bsM) with either bitumen emulsion or foamed bitumen is now an accepted method of rehabilitating roads, the need for which now far exceeds the demand for new roads. this situation has driven the adoption of in situ recycling as the preferred procedure for addressing the enormous backlog of rehabilitation. some important benefits of recycling using bsMs in support of sustainable practice are:

• significant advantages in terms of environmental considerations through conservation of natural aggregates and energy savings arising from reduced heating requirements.

• reduced traffic disruption and time delays through in-place milling, stabilisation and placement.

• lower quality aggregates can often be successfully used.• the potential for significant cost and time savings under favourable circumstances.

Howgiven the many similarities in the behaviour of bsM-emulsion and bsM-foam, it was felt that it would be appropriate to publish a single guideline document on bitumen stabilisation that incorporates both modes of stabilisation. Apart from an introduction, the guideline consists of four parts:


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• the mix design process for bsMs;• a method for material classification of granular, cemented and bitumen stabilised

materials;• a structural design method and design catalogues; and• the construction of bsMs.

Where there are differences in the design or construction of bsM-foam and bsM-emulsion, these are clearly highlighted in the text.

Plan progress and successthe new edition of tg2 was launched through regional seminars during 2009 and can be deemed to have been entrenched in practice. i would also be advantageous if the pn method of structural design could be incorporated in the review of the national pavement design method currently underway and lead by the south African national roads Agency Ltd (sAnrAL).

Lessons learnedthe advantage of the combined guideline is that attention can be drawn to the similarities and dissimilarities of bsM-emulsion and bsM-foam, thereby promoting the proper application of the technologies for a given set of conditions and encouraging equitable competition. Also the project was a model for public and private sector cooperation to innovate, develop and implement new technology that will be advantageous to all.

contact informationsaied solomons, [email protected]

LoW temPeRatURe asPHaLt PaVInG In sLoVenIa

WhatLow temperature Asphalt (LtA) or Warm Mix Asphalt (WMA) represents asphalt mixes produced and laid down at lower temperatures than usual – En standards for hot mix asphalts define that temperature range between 140°c and 190°c. Warm Mix Asphalt is usually described as asphalt mix produced at the temperature range between 100°c and 140°c and Low temperature Asphalt being produced at temperatures below 100°c.

WhyLow temperature Asphalt (LtA) or Warm Mix Asphalt (WMA) was at first meant as the answer of asphalt industry around the world to protect our environment. reduction of the so-called ‘greenhouse effect’ producing emissions represents a significant contribution to preserve the environment and the temperature reduction resulting in reduced emissions also provides better working conditions on site. reducing the production temperatures should also lead to potential energy savings.


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HowLow temperature Asphalt (LtA) or Warm Mix Asphalt (WMA) asphalt mixes can be produced in various different ways. in principle, there are three methods for the production of low temperature asphalt. in detail, these are based on:

1. process engineering,2. aerogenous agents and3. special bitumen and additives.

All methods have in common that the mixing temperature of the asphalt can be reduced by at least 20°c to 30°c. here, process engineering uses different effects in order to reduce the mixing temperature of the asphalt. the method with the aerogenous agents is based on chemically bound water that is released during asphalt mixing. the additives added to the asphalt mixture during mixing or to the basic bitumen for the production of special bitumen generally concern paraffins.

Plan, progress and successso far, in slovenia there were several tests with WMA on laboratory scale and in the field. the first tests were done in 2004 with several different types of additives in the laboratory and more tests in an asphalt plant have been tried out with both organic and mineral additives. the experiences have been positive but the projects are considered to be commercially not so successful because of the overall higher costs involved from the producer’s viewpoint.

the need for some specifications for WMA and LtA still exists, probably the path taken in germany for example with issuing of “Merkblatt für Temperaturabsenkung von Asphalt: FGSV, 2006’’ will be followed but it is not decided yet.

until the government or the public investors don’t recognize the broader benefits of environmentally friendlier solution with WMA which needs to be quantified, there is little chance of successful implementation on a large scale.

Lessons learnedit is important to differentiate between Low temperature Asphalt (or even cold Mixes) and Warm Mix Asphalt. there are a lot of possibilities to achieve the desired effect of producing asphalt at lower temperatures than usual, but there are also different effects we achieve by doing that. All this should be considered together and also separately for some special cases or applications. We should not underestimate the cost –benefit question, it has not been answered completely yet.

contact informationAleksander Ljubič, [email protected]


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WaRm mIX asPHaLt In soUtH aFRIca

Whatthe first trial section of Warm Mix Asphalt was constructed in south Africa in november 2008. the aim of this trial was to verify the results obtained by other countries in producing, paving and compacting asphalt mixes at temperatures at least 20°c below those of conventional hot-mixed asphalt. the trials, in which a specialized WMA technology enabled the mixes to meet this goal, included “warm” mixes containing 10 percent reclaimed asphalt (rA). A second trial, in which two WMA technologies and 10 percent rA were used, confirmed the findings of the original trial.

Whythe main reasons for the trials were to prove the benefits of “warm” asphalt mixes being produced in other countries. these benefits include environmental issues such as lower emissions at the mixing plant and better working conditions at the paving site, as well as reduced consumption of burner fuel. the addition of rA goes hand-in-hand with WMA in improvements to sustainability.

Howthe trials each used a quantity of approximately 2,000 tons of mix, the mix for the first trial being produced using a continuous drum type mixing plant and the second using a batch-type mixing plant. A template was developed after the first trials incorporating all the lessons learnt. the template was strictly applied through the second trial, from initial laboratory mix design, through full-scale plant and paving designs, to the trials themselves.

temperature limits of maximum 140°c, minimum 120°c after manufacture at the mixing plant and on arrival at the paving site were implemented. useful information was obtained from the extensive use of thermal imagery. compaction versus temperature as well as number of roller passes required to achieve density was monitored along the full extent of the trials.

both trials include control sections where asphalt with similar gradations and using unmodified bitumen was manufactured and paved at conventional temperatures. Plan, progress and successthe trials show that “warm” asphalt mixes can be successfully produced using the local aggregates and reclaimed asphalt, as well as bitumen modified with either sAsobit or rEdisEt WMA technologies. the full array of tests undertaken in these trials shows the quality of the WMA to be at least as good as that of the conventional asphalt mixes, while monitoring of compaction shows that WMA requires similar or even slightly less energy to compaction to the required density


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compared to the conventional asphalt mix. the trials also give indications of significant reductions in burner fuel consumption.

With the success for these trials, further trials using other WMA technologies are being planned. in the meantime draft specifications have been prepared and it is planned to utilise WMA in projects within the durban Metro to gain more experience before rolling it out on a national basis in 2010.

Lessons learned• the template especially developed for the manufacture, paving and compaction of

WMA proved invaluable, and is used as a yardstick in drawing up specifications for the full implementation of this process;

• with a number of different WMA technologies available, careful evaluation is necessary to gain experience with their individual characteristics before they can be used in wide-scale production.

contact informationtony Lewis, [email protected]

WaRm mIX asPHaLt In sPaIn

WhatWarm mix is manufactured and placed with a lower temperature (35ºc lower) than other hot asphalt mixes.

WhyWarm mix asphalt is used to reduce the energy consumption in its fabrication and also reduce the gas emissions with greenhouse effect. Also it is possible to enhance the work conditions due to the reduction of fumes, odour and temperature compared to hot mix asphalt.

Howbitumen is used with additives to modify its viscosity. this bitumen allows the manufacture and application of the warm mix asphalt with a lower temperature than other asphalt mixes.

Plan and Progressseveral test sections have been constructed to study the behaviour of this bitumen with different mixes.


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success• reduction of temperature in the manufacture of the warm mix asphalt;• reduction of gas emissions with greenhouse effect;• enhancement of the work conditions.

Lessons learned• the binder used for warm mix asphalt can improve the resistance to strain and

fatigue at low temperatures;• warm mix asphalt can be used in all types of asphalt bitumen grades either in

wearing, base or intermediate layers;• the thickness of the layers are the same as the layers built with hot-mix asphalt

mIcRo-sURFacInG In GReece

WhatMicro-surfacing (Ms) is a 10 mm approx. thick course constructed by slurry seal cold-laid asphalt mixture with very good surface characteristics. Micro-surfacing is a mixture of polymer-modified asphalt emulsion, aggregates for anti-skid courses, filler, and water and chemical additives, properly proportioned. in certain cases, a small quantity of fibres is also added to the cold asphalt mixture. in greece micro-surfacing was introduced approximately in 1985 as slurry-seal and as micro-surfacing later years.

Whyinitially in greece micro-surfacing was applied to improve skid resistance for road sections with low skid resistance. More recently, micro-surfacing is used as a pavement preservation treatment to extend the life of existing pavements.

Howthe start of slurry surfacing and micro-surfacing in greece was based on the availability of the technology and equipment from private companies. these companies wanted to introduce this innovation to greece and public road agencies.

Plan, progress and successinitially, test sections were constructed by the greek road agencies to investigate the behaviour with traffic and climate. recently, micro-surfacing is more widely used in road sections with low skid resistance and for airport runways. Micro-surfacing is desirable because of the limited quantities of good quality aggregates (slag has been used in recent years), their rapid application and cost-effectiveness and finally because their low thickness does not require other shoulder and drainage improvements.


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Lessons learned• a good choice for road agencies, if there are limited budgets to preserve the

pavements;• agencies must carefully examine the road surface before the application of

micro-surfacing because the presence of structural defects may require other more extensive rehabilitation.

contact informationdimitris Evangelidis, [email protected]

Hot on Hot asPHaLt PaVInG In GeRmanY (comPact asPHaLt)

Whatcompact asphalt pavements are pavements consisting of surface and binder courses laid in one operation one after another and compacted together. the development of the compact asphalt (“hot on hot”) pavement technology started in germany back in 1996. hot on hot paving results in better interlocking of the courses, a saving on the thickness of the wearing course, and a reduction of the paving time. the heat of binder course ensures better compactability of the thin surface course. in this case well-bonded package of two courses is produced, without using bituminous binders for a tack coat.

there are two variations of that paving method. one method is the simultaneously laying of both upper asphalt layers (surface and binder course or surface and base course) in a single pass, with both layers being laid hot on hot without driving the paver on the binder course. this can only be done with a special paver. this method is now part of the german standards. the second method is the laying with two pavers driving in line. here the paver for the surface course drives on the highly pre-compacted binder course. compaction is completed for both layers simultaneously.

Whyby using compact asphalt pavements the following objectives are achieved:

• better compaction conditions;• high bonding and interlocking of two courses, which also guarantees the resistance

of surface course to shear stresses and deformations; • reduced thickness of surface course saves the high quality and expensive aggregates,

which have a high polished stone value (psv).

Howcompact asphalt is used in germany and there are many examples where this technology is used.


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Lessons learnedit has shown that the use of hot on hot asphalt paving required more:

• preliminary work,• planning,• logistics and• well trained workers at the construction site• due to the high amount of asphalt mix per hour (mixing capacity, transport, paving)

and more technical equipment at the machines (paver and feeder).

Plan, progress and successModify the method and develop german standards to permit a second paver to drive on the binder course.

contact Informationrudi bull-WasserbAst federal highway research instituteE-mail: [email protected]

Hot on Hot asPHaLt PaVInG In LItHUanIa

Whatthe development of “hot on hot” (compact asphalt) pavement technology was started in germany back in 1996. compact asphalt pavements are pavements consisting of surface and binder courses laid in one operation one after another and compacted together. the heat of binder course ensures better compactability of the surface course. in this case well-bonded package of two courses is produced, without using bituminous binders for a tack coat.

Whyby using compact asphalt pavements the following objectives are achieved:

• better compaction conditions;• high bonding and interlocking of two courses, which also guarantees the resistance

of surface course to shear stresses and deformations; • reduced thickness of surface course saves the high quality and expensive

aggregates, which have high polished stone value (PSV) and high retro-reflection characteristics.

to implement this technology, specially modified equipment, qualified staff, specially designed asphalt mixes are needed.


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Howtwo pilot sections were planned and constructed in 2008. contractors were responsible for the design and were allowed to use “hot on hot” technology.

Lessons learnedthe economical advantages of technology are as follows:

• direct cost reduction

– due to a thinner surface course layer, which is substituted by a less expensive binder course with better resistance to deformation;

– due to less compaction efforts and equipment; – due to elimination of a bituminous tack coat; – due to much shorter paving time, in many cases it can be halved.

• higher durability of the pavement which is guaranteed by:

– optimal interlocking between surface and binder courses; high compaction degree and low but sufficient air voids resulting in a long life span;

– high resistance to permanent and shear deformations, which brings compact asphalt pavements close to concrete pavements, with less expensive maintenance.

• Much easier paving works at low temperatures:

– due to high heat energy of all courses, temperature goes down much slower and there is a longer time span for compaction.

Plan, progress and success• the pilot section projects were successful due to perfectly developed paving

equipment and highly skilled staff of contactors; • paving time was halved, which resulted in the reduction of user costs caused by the

interruption of traffic and direct contractor’s and client’s savings; • very good properties of the pavement were achieved; however, more attention

should be paid to the compaction of a surface course as well as to testing the amount of compaction;

• to facilitate the measuring of course thickness, the non-destructive electromagnetic method should be applied.

contact Informationzigmantas perveneckas Lithuanian road Administration E-mail: [email protected]


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seLF-comPactInG cementItIoUs mateRIaL FoR WIDenInG oF LoW tRaFFIc RoaDs In FRance

Whatthe material was developed in france since 1999. it is a generic self compacting cementitious material which belongs to the family of products known as controlled Low strength Material in usA (Aci 229r-99) or trench filling cementitious materials in france. but unlike these products, its mechanical properties in the hardened state are the same as a classical cement-treated well graded aggregate (as described in En 14227-1). it can then have a structural role in road construction. that is why this new family of material was entitled “MACeS” (acronym of structural self compacting material for road structure, in french). it is used to build edge beam for widening of low traffic roads.

Whyin france, an important part of the low traffic interurban roads network needs to be widened at least up to 6 meters, to ensure safe crossing conditions for vehicles. the traditional method to do so generally consists in the construction of a 0.5 to 1 m large edge beam made of a well graded aggregate covered by a bituminous wearing course. yet, this method generally gives disappointing results in terms of durability. in fact, compaction in such narrow conditions is not easy and often leads to under-compaction and then to rapid degradation of the road side. the maintenance cost of such structures is then increased.

the use of a self compacting cementitious material (MAcEs) the self compacting cementitious material “MACeS” has the following advantages when used for road widening with the edge-beam technique:

• it is not necessary to provide for extra width to ensure a good compaction as it is the case with untreated well graded aggregate. this limits the need for land acquisition along the road;

• rapidity of casting and low noise nuisance;• the relative important tolerance towards water content, the insurance of a good

compaction and of the in-place quality of the product makes the technique safe, durable and economically interesting

Howthe development of this generic material was first made within the scope of a partnership involving a public laboratory and a cement supplier. once the feasibility of the material was proven, publicity on the research was made during a technical day where road constructor scientific directors were invited and a call was made to involve a road constructor in the previous partnership. once this done, a value engineering proposal was made by the contractor to a departmental road owner


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before contract bid to use it for road widening with the technical support of the public laboratory and the cement supplier. different experimental sections were then made in that context (300 m in 2003 and 4 km in 2005 in the north west of france)

Plan, progress and successthe results of these experimental sections were presented through papers in technical professional reviews, a film relating the second experimental test and through different presentation to owners and constructors by the three partners.

since 2003, several tens of kilometres of widening were completed with this technique (in the vienne and Mayenne french regions for example) and they perform well (no longitudinal cracks visible on the wearing course between the old structure and the edge beam, no settlement).

Lessons learnedthe public-private partnership was here very interesting. the cement supplier and the contractor have facilitated the experimentation of the concept due to their production capacity, their knowledge of construction sites and departmental owners, while the public laboratory offered its knowledge on the material and acted as an expert to give confidence to the public owners to try the technique.

technically speaking the lessons are the following:

• the material can be produced using conventional concrete ready mix plants;• two types of placement can be used: directly from truck mixers but also with

tipping lorry followed by an in-situ water addition using a road widening machine equipped with a mixer. these two methods can be adapted for small works sites as well as for large ones;

• the self compacting material MAcEs should be at least of class t3 according to En 14227-1;

• thickness of the edge beam should be greater than 35 cm; and• the traffic must be low (<50 heavy vehicle/day).

contact informationthierry sedranifsttAr, france [email protected]


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RemoVaBLe URBan PaVements In FRance

WhatA new concept of removable urban pavement (rup) was developed in france by the technical network of road ministry since 2003. the concept consists in precast hexagonal concrete slabs placed on a thin gravel bed laid on an easy-to-excavate base material:

• an hexagonal shape is selected since the risk of angle failure is greatly reduced compared to a rectangular shape. the size of the slabs is limited to permit easy removal of the slabs with light equipment;

• a gravel bed is used to level the concrete slabs and also facilitate water drainage; • a specific compacted cement-treated material was developed as a base material

and called structural Excavatable cement treated Material (sEctM). treatment is used to give a good cohesion to the material and ensure vertical borders during excavation. the binder is pure portland cement because quick strength development is desirable, to allow a rapid opening to traffic and to avoid long term strength gain which would make future excavation difficult. The cement content (generally around 25 kg/m3) is adapted to reach a compressive strength at 28 days lower than 2.5 Mpa to ensure excavation and a tensile splitting strength at 28 days higher than 0.16 Mpa to ensure the bearing capacity of the base.

Whyurban pavements have many functions, and incorporate many different types of utility networks (telecommunications, water, power electricity, etc.). As coordination between all operators is very difficult to achieve, these pavements are subject to frequent works, sometimes soon after construction or maintenance. these works are disruptive, causing noise, air pollution and traffic jams and also degradation of the aesthetical aspect of the urban roads.

preliminary to the project, about 40 city authorities were interviewed to identify the potential advantages of a rup technology, according to the average customer opinion. the result of this investigation confirmed the interest of developing a rup concept. the three most significant were:

• reduction of user and neighbour annoyance caused by maintenance work operations thanks to the reduction of construction time;

• easy access to underground networks; and• sustainable management of the pavement (possibility to repair or to change the

functions of the pavement, with an easy recycling of the modular elements).


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HowA preliminary concept was first developed within the technical network of the french road ministry. several cities authorities were contacted to test such a concept. two finally accepted: saint Aubin-lès-Elbeuf near rouen and nantes, both in the West region of france. then a technical group, composed of laboratories of the technical network of french road ministry, the city authority and utilities representatives, was formed for each project. this group was in charge to define a set of requirements for such rup which was used by the city authority in a classical call for construction contract. A particular survey of the two experimental rup allows to write a technical guide which gives tables elements to prescript rup and to design such pavements on the basis of the traffic and the size of the slabs. Plan, progress and successthe saint Aubin project was completed in summer 2007. it consisted in a 90m long street in an industrial area. in order to facilitate their removal, independent slabs were selected as well as 70cm border length for the slabs, which gives a weight less than 800kg for each slab. this weight was low enough for easy handling but high enough to avoid unauthorized removing and slab faulting under trucks wheels.

the nantes project was completed in summer 2008. it consisted of a 12 x 7 m, corresponding to approximately 155 slabs, in an industrial zone near a material stocking area, submitted to significant lorry traffic. because the owner had a vacuum tool with a limited capacity, a maximum weight of 250kg per slab was needed in this project. it leads to select slabs with a border length of 46cm. With smaller slabs, the effect of stress distribution from the truck wheels to the base course is minimized and risk of slab faulting is increased. that is why the slabs were equipped with keys to connect them to each others. to avoid failure of these keys, steel fibers were added to slab concrete.

since their construction both section are performing well. results were published through technical papers, web site (http://heberge.lcpc.fr/cud/), a technical guide and various presentations. new projects are under study in different cities based on the published guide.

Lessons learneddifferent technical specifications have been established and summarized in a guide. they concern the precast concrete slabs (geometry, concrete performance, etc.), the gravel bed (curve grading), the structural excavatable cement treated material properties, the thickness of the different layers on the basis of the traffic and the size of the slabs, etc.

the removability of the proposed pavement was tested and should enables opening/ closing operation within a half day compared to two and a half days for classical urban pavement.


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contact informationthierry sedranifsttAr, france [email protected]

ULtRa-tHIn ReInFoRceD concRete PaVements (UtRcP) In soUtH aFRIca

Whatultra-thin reinforced concrete pavements (utrcp) were introduced into south Africa by the csir in 2002. this technology was developed as a result of attendance of a low volume roads conference in iowa in the usA in 1979, where attendees were shown a thin concrete road (4”/100 mm thick), un-reinforced and lightly reinforced. the performance of the mesh reinforced pavement after 15 years of traffic (1,100 v.p.d with 4% - 5% heavy vehicles) was impressive. Whythe csir considered this kind of construction to be ideal for urban streets, especially in areas where the streets have been neglected and where surfaced streets received very little maintenance. streets with a concrete surface would have a number of advantages, including the use of local materials and therefore less reliance on imported bitumen. they are also ideal for construction using local labour with light plant and equipment, thus creating employment opportunities (a priority of the south African government). such roads require minimal maintenance when compared to other surfacing types.

Howthe csir was afforded the opportunity to test three sections of continuously reinforced concrete pavements - 100 mm, 75 mm and 50 mm thick - all reinforced with a reference 193 mesh. the performance of the 50 mm thick section resulted in the 50 mm utrcp being constructed by the Eastern cape provincial government on an access road to a quarry in Mthatha as a demonstration project. the gauteng provincial government and tshwane Metropolitan Municipality have also undertaken a number of demonstration projects. the performance of these pavements will be monitored in the future. A draft guideline document and construction specifications were written based on experiences gained during these projects.

Plan, progress and successApart from the pavements mentioned earlier, the utrcp technology is also incorporated in the tender documents for the upgrading of streets in gauteng and is being considered in other areas of the country.


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projects incorporating the utrcp technology have been awarded the south African institute of civil Engineers (sAicE) award for “The most outstanding civil engineering achievement in the community-based category - 2008” and been commended in the 2009 fulton Awards of the concrete society of south Africa for “excellence and innovation in the use of concrete”.

Lessons learned• it is important to conduct comprehensive research and testing to confirm the findings

of the performance of the pavement to date. As a result testing is being undertaken by the university of pretoria and the heavy vehicle simulator to better understand the performance of the pavement and prepare design data prior to extending the technology to higher volume roads;

• it is critical to have a champion with standing within the industry and the resources to drive the implementation of innovative technology until it is accepted by the industry.

contact informationrafeek Louw, [email protected]

ULtRa-tHIn contInUoUsLY ReInFoRceD concRete PaVements (UtcRcP) In soUtH aFRIca

Whatultra thin continuously reinforced concrete pavement (utcrcp) was introduced into south Africa by the south African national roads Agency (sAnrAL) in 2005. this was a technology developed in scandinavia for concrete industrial pavements and subsequently used for strengthening of steel bridge decks. the product is a high-strength, heavily-reinforced, very thin (50 mm) concrete pavement containing both steel and polypropylene fibres.

Whythe network in south Africa is ageing and there was a need for strengthening existing pavements in a cost effective manner in a short time. there is also environmental legislation in place which restricts natural sources of construction material. sAnrAL saw this material as a solution to the above challenges particularly with the speed of construction and early trafficking.

HowAfter an investigation sAnrAL decided to experiment with the material as a pavement layer and set about assessing its performance. two trial sections were constructed and extensively tested using the heavy vehicle simulator. the results from the hvs testing, along with further testing using local materials at the university of pretoria, and three-dimensional finite element modelling were used to


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optimize the utcrcp design. the optimized utcrcp design was used to construct new trial sections that were subjected to further hvs testing. the outcomes of the above process allowed for this pavement type to be incorporated in south Africa’s mechanistic design program for concrete pavements. A specification was written and included in projects for rehabilitation of heavily trafficked freeways around johannesburg, pretoria and cape town.

Plan, progress and successthe utcrcp is currently being constructed on a number of projects in south Africa on high volume roads. the pavement is constructed using labour-intensive methods and only requires rudimentary paving equipment. the performance of these pavements will be monitored in the future.

Lessons learned• it is important to carry out adequate research and testing prior to implementation

of new technologies; • contractors should be included in such research as they will ultimately have to

construct the pavements using this product; • it is critical to have a champion to drive the implementation.

contact informationbryan perrie, [email protected]

manaGInG HIGHWaY noIse In QUéBec

Whathighway agencies around the world are facing an increase in noise from automobile traffic. noise pollution takes different forms (pavement/tire noise, motor noise, speed, etc.) and has negative impacts on those living near highways. it can even cause mental illness and cardiac disorders, and therefore has social costs. highway agencies and governments must deal with this problem, which pits economic development against people’s quality of life.

Whythe level of noise pollution is influenced by several factors, such as traffic density, vehicle speed, and the presence of heavy vehicles, as well as highway quality and configuration. other factors influence the perception of noise by those living near highways, such as atmospheric conditions, the proximity of highways to houses, topography or the type of environment (wooded area, industrial park, etc.) that the highway goes through. sound propagation is not the same along a body of water or around a large parking lot compared with an environment with tall buildings or a very heavily wooded area. the level of noise pollution also varies at different times of the day and depending on traffic levels.


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Howthere are two distinct approaches for reducing the problems caused by noise pollution. first, governments can adopt an approach called “integrated planning”, which consists in preventing noise pollution problems by an integrated planning approach to transportation and land use. this approach requires concerted action at all levels of government so that the measures taken meet community needs.

second, a corrective approach can be used to correct the main problems through abatement measures (anti-noise paving, anti-noise screens, berms, reconfiguration, traffic management, etc.). this approach is well adapted to noise pollution problems caused by an existing highway network. in the case of new developments near existing highways, the corrective approach can also be relevant if all the interested parties take steps to control noise sensitive areas.

in order to monitor the management of highway noise, transportation agencies must adopt indicators and set limits that take into account community needs. some highway agencies limit themselves to corrective measures while many others adopt noise management policies and regulations.

in the u.s., two laws cover highway noise management. the national Environmental policy Act (nEpA) empowers authorities to evaluate and mitigate negative environmental effects, including highway noise. procedure 23cfr772, “Procedure for Abatement of Highway Traffic Noise and Construction Noise”, defines a procedure for noise analysis and mitigation measures for the purpose of protecting public health. it also sets criteria that authorities must respect in the planning and development of highways.

in canada (with the exception of québec), few provinces regulate highway noise. Most provinces limit themselves to corrective measures for existing highways and the use of anti-noise paving or anti-noise screens in situations where highway planners think such steps are needed. some cities (e.g., Edmonton, Alberta) have developed a policy aimed at reducing the effects of highway noise.

Plan, progress and successin québec, there are some rules that cover actions to be taken in the field of highway noise management. in 1990, the québec government published its politique sur le bruit routier (policy on highway noise). in that policy, the government commits to working with cities to reduce the level of noise pollution associated with highway traffic. the policy refers to both the corrective and the integrated planning approaches mentioned above. it also specifies that noise abatement measures (corrective measures) will be implemented in noise sensitive areas throughout the highway network under the purview of the Ministère des transports where outdoor noise levels have reached a threshold of b 5 dbA Leq (24h).


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in terms of integrated planning, the policy sets out the responsibilities of municipal organizations and provides for a review of land-use plans in order to reduce the impact of noise pollution.

in Europe, the European union (E.u.) is greatly concerned about noise control. in 2002, it adopted a directive aimed at reducing and managing environmental noise (DRMeN: Directive Relating to the Assessment and Management of environmental Noise). the directive refers to the corrective and integrated planning approaches.

A survey of the literature indicates that a similar trend can be observed in Asian countries.

According to the World health organization (Who), steps must be taken to reduce noise at its source whenever possible. furthermore, a legal framework and national standards are required to reduce the impact of noise on communities. the Who recommends the following steps to improve noise management:

• monitor human exposure to noise;• obtain reductions in noise emissions and not just in the number of noise sources;• take into account the consequences of noise in the planning of transportation

networks and land use;• introduce systems to monitor the harmful effects of noise;• evaluate the effectiveness of noise policies in reducing harmful effects and exposure

as well as in improving soundscapes;• adapt Who directives on noise in individual communities to create intermediate

objectives for the improvement of human health;• adapt precautionary measures to favour the sustainable development of soundscapes.

in summary, noise has harmful effects on human health, and governments must be concerned about that. they must implement well-defined policies, regulations and standards with short-, medium- and long-term objectives that will make it possible to reduce noise levels and their impact on communities.

LonG LIFe sURFaces FoR BUsY RoaDs

WhatLong Life surfaces are road surfacing materials with a service life in excess of 30 years. in principle, there are considerable economic benefits to be gained from such developments, and two families of candidate materials were identified in oEcd research (initiated in 2001) that were potentially capable of offering the performance required: (i) high performance cementitious material, and, (ii) epoxy asphalt.


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the epoxy asphalt (EA) material is based on a conventional stone mastic asphalt product where the bituminous binder is replaced with an epoxy asphalt binder. the resultant material displays similar workability to conventional material, with good adhesion to an asphalt substrate and superior mechanical properties in index tests and under accelerated loading. the innovative high performance cementitious Material (hpcM) solution comprises an 8mm layer of ultra-high performance, fibre reinforced fine mortar, in which hard, polish resistant aggregate particles are embedded. Like epoxy asphalt, the hpcM material has superior mechanical properties compared with conventional surfacing.

Whynational road networks are amongst the largest community assets and are predominately government-owned in most countries. road administrations are increasingly adopting life cycle / asset management approaches and long service life of road pavements on high traffic roads has long been a key goal for road professionals. however, the surface layer or wearing course is the Achilles’ heel of the long life pavement concept. A survey of member countries showed that pavements in use on high-traffic roads are typically resurfaced every ten years, depending on local conditions (oEcd, 2005). trends in traffic growth will lead to increasing proportions of highly trafficked roads, where long service life is particularly desirable; prime candidates for more durable pavements at higher construction costs.

Howsince 2001, an oEcd/EcMt/itf (organisation for Economic co-operation and development/European conference of Ministers of transport/international transport forum) joint research project has been ongoing, focused on the surface or wearing course of road pavements, in 3 distinct phases:

• phase I, Economic Evaluation, carried out between 2001-2003, identified that there were likely to be economic benefits from development of road surfacing materials with a service life in excess of 30 years (Long Life surfacing). this would involve higher initial expense, but would aim to avoid major maintenance costs over the lifetime of the pavement and thus generate overall savings and be environmentally more sustainable;

• phase ii, carried out between 2004 and 2007, comprised laboratory and accelerated load testing of the two materials (EA and HPCM) identified as having the potential to fulfill the requirement of Phase I;

• phase iii, involving planning, executing and monitoring full scale trials by utilising the optimum mix design formulations developed, to demonstrate that the performance envisaged on the basis of the laboratory tests and the accelerated testing will hold within the period of the trial under real traffic and environmental conditions, has been underway since 2008 and is due for completion in 2012.


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Plan, progress and successfollowing demonstration of the economic justification, the overall objective was to support the development and ultimate introduction of long life surfaces for busy roads with a target service life at least twice as long as that typically expected from surfacings generally used in road pavements. phases i and ii, involving an expert Working group with representatives from over 18 countries, including testing undertaken in 8 national laboratories, can be considered a success in demonstrating that the concept is both economically and technically feasible at laboratory and pilot scale. it is too early to comment on the outcome of phase iii, but EA and hpcM field trials have already been carried out in new zealand and france, respectively, and trials are planned in other member countries in the future.

Lessons learnedthe collaborative nature of this project to support the development and introduction of long life surfaces for busy roads enabled technological advancements to be shared and thus reduce development costs and time. the timing of phase iii has coincided with a global economic crisis with obvious implications for uptake by member countries. the key lesson learnt from the progression to field trials is that, apart from the obvious technical problems that need to be solved, political and procurement issues also need to be resolved if trials are to be carried out on today’s heavily trafficked road network. With increasing focus on meeting the road user’s needs (for example, maintaining traffic flow at all costs), such trials require commitment from all sides if they are to be successfully carried out

contact informationrichard Elliott, [email protected]


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aPPenDIX B – QUestIonnaIRe on tHe Use oF WaRm mIX asPHaLt, RecYcLeD asPHaLt concRete anD BY-PRoDUcts

piArc d-2 innovation group questionnaire

use of Warm Mix Asphalt, recycled Asphalt concrete and by-products

Background: the piArc d-2 “Road Pavements” committee has established a subgroup on innovation in road design and construction. the group is developing a technical report outlining how innovation is being integrated into pavement design and construction practices, summarizing case studies describing existing innovations, describing more details on specific innovations that are currently being implemented (the focus of this questionnaire on warm mix and recycled asphalt), and innovation needs (subject of a complimentary questionnaire).

Purpose: this questionnaire has been established to develop overview of warm mix asphalt, recycled asphalt concrete and by-product uses, and to summarize and enhance the technical trends followed to develop good performance from theses techniques.

one answer from each country is expected.

in order for the group to meet the report schedule, it is requested that this questionnaire must be completed before the end of october 2009 and send back to françois chaignon (email : [email protected]) and Marie-thérèse goux (email: [email protected]). A synthesis of the answers will be provide in the report of the piArc committee d2 “Road pavements” for the piArc World congress in 2012.

if you are unable to provide answers to all of the questions, we request that you consult others within your organization to provide answers or information that is representative for your county. Many thanks for your participation and assistance.

name: ____________________________________

country: __________________________________

E-Mail: ___________________________________


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Warm mix asphalt (Wma)

Warm mix asphalt typically refers to procedures and additives that permit the production and placement of asphalt concrete at lower temperatures that have traditionally been used.

Use of Wma

1. in my country we use WMA: yes / no2. if no, why not:

– no demand for it – not ready to produce it – too expensive – other reasons: ____________________________________________________

if WMA is used:

3. please provide a short description of the types of WMA procedures used.4. fields of application of (types of roads, traffic, courses, climate ...)5. the quantity of WMA used per year (if available) or the frequency in the different

fields of application6. is it considered experimental or widely used? 7. What is the future potential of WMA? do you see it being widely used in your

country? 8. do you have any documentation on the advantages or experience of using WMA?

– cost savings ? – Environmental savings – reduction in energy use? – others ?

if so, please attach any documents or provide website addresses where this information can be found.

9. What are the means reasons for using WMA in your country? 10. Are road authorities interested in using WMA? yes / no.11. Why are they (not) interested ? 12. What are the barriers to the more widespread use of WMA? 13. other comments/issues that you would like to mention.


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technical Data

1. What are the typical WMA temperatures for: – WMA production? – placement?

2. how are lower temperatures for production and placement achieved? – Additives, which kind? – binder (foamed bitumen)? – different aggregates? – Wet sand?

3. Are the plant or process of production modified, if so, how?4. behavior• is there any information on the performance of WMA in your country? if so, please

describe or attach additional documentation.• could you indicate the trends of WMA performance compared to traditional

techniques: – structural behavior? – surface behavior?

5. please indicate if there are any limits on the use of WMA techniques (traffic, thickness, climate, etc.)

Recycled asphalt Pavement (RaP)

Use of RaP

1. in my country we use rAp: yes / no2. if no, why not:

– no demand for it – not ready to produce it – too expensive – other reasons: .....

if it is used,

3. please provide a short description of the types of rAp and how it is used (for example percentage used in surface course, base courses, mixed with aggregate base, etc.)?

4. Where is rAp used (types of roads, traffic, courses, climate, etc.)5. quantity of rAp used per year (if available) or the frequency of use.6. is the use of rAp experimental or well used?


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7. What is the future potential of rAp? Will it be widely used in the future? 8. do you have some information on the advantages of using rAp?

– cost savings? – Environmental savings? – reduction in energy use? – others ?

9. What are the main reasons for using rAp in your country? 10. Are road authorities interested in using rAp? yes / no.11. Why are they (not) interested? 12. What are the barriers to the more widespread use of rAp? 13. other comments/issues that you would like to mention.

technical Data

1. please indicate the main practices that are used to manage rAp? – combine together ? – Mill each layer by layer and separate the material stockpiles? – other?

2. Are there standards or recommendations to measure the different technical characteristics of rAp ? if yes please describe or provide references?

3. if no, which measurements or tests are currently practiced – bitumen content? – others?

4. does your agency, country, or owners provide some technical rules on the use of rAp? – % of RAP depending on the course, traffic? – use of different grade of bitumen for different rAp percentages? – others?

5. behavior• is there a special survey of the behavior of the performance of rAp in your country?• could you indicate the trends of rAp performance compared to traditional

techniques: – structural behavior? – surface behavior?

please indicate if there are any limits on the use of rAp techniques (traffic, thickness, climate, etc.)


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By-Products

Use of By-Products

1. in my country we use by-products for road building materials: yes / no2. if no, why not:

– no demand for it – not ready to produce it – too expensive – other reason: .....

if yes:

3. provide a short description of the different kinds of by-products used and in what materials in the pavement structure

4. indicate the main reasons for their use – improve performance? – reduce the use of non-renewable natural materials? – use of waste? – cost savings, environmental savings, energy use reduction?

5. the fields of application (types of roads, traffic, courses, climate, etc.)6. regulations:

– is their use compulsory? – Are the contractors free to use them? – Are there standards, technical recommendations? references? if so, please provide.

7. What is the future potential for the use of by-products in roads, will they be developed further?

monitorin of innovationg in pavement techniques

Documents

road transport

technical subcommittee

subcommittee d2b flexible

french version

semirigid pavements

francois chaignon canada

member national governments

piarc strategic plan