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AsphaltProfessionalTHE JOURNAL OF THE INSTITUTE OF ASPHALT TECHNOLOGY No 53 • SEPT 2012

NATIONAL CONFERENCE REPORT ‘WINNING GOLD WITH NEW TECHNOLOGY’ 09

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Plus Technical Papers

Institute Update

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IN THIS ISSUEIN THIS ISSUE

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

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

NO 53 • SEPT 2012

Editorial

AsphaltProfessionalTHE JOURNAL OF THE INSTITUTE OF ASPHALT TECHNOLOGY

Contents

Designed by Sharon Levett • [email protected]

The Institute of Asphalt TechnologyPO BOX 17399 • Edinburgh • EH12 1FRTel 0131 629 5370email [email protected] www.instituteofasphalt.orgISSN 1479-6341

PRESIDENT Jukka Laitinen, FIAT

VICE PRESIDENT & EDITOR Arthur Hannah, FIAT

ASSISTANT EDITOR Pippa Birch, MIAT

BUSINESS & DEVELOPMENT MANAGER Russell HunterHON TREASURER Ray Wood, MIAT

3 President’s View

6 Obituaries

Eddie Maley & Derek Pearson

9 Institute News

Irish Branch News

10 Technical Papers

Attenuated Total Refl ection Fourier

Transform Infrared Spectroscopy of Polymer

Modifi ed Bitumen

15 Preamble to Technical Report on De-Icing

Fluids

16 Summary of Test Results: Resistance

of Asphalt to Konsin and Clearway

De-Icing Fluid

18 IAT National Conference

Winning Gold with New Technology Report

33 Publications

Narc

35 Institute News

Scottish Branch News

36 Institute Update

37 Publications

Review of Published Project Report PPR598

37 Diary

Branch Events

It has certainly been an exciting and up lifting summer in the UK this year.

I am writing this after watching the closing ceremony for the Paralympics

games which can only be classed as an outstanding success. This follows hot on

the heels of an outstanding Olympic games and for the Institute hot on the heels

of an exceptionally well received and successful National Conference. Our Industry

played a major role in getting the Olympic Park and other venues ready, before

time, for the games and we should rightly be proud of this achievement. The mood

around the country can only be one of well-being and optimism for the future,

let us hope we can build on this over the coming months. Our Industry certainly

deserves a return to the good times throughout the whole country.

The Institute is looking positively to the future and we are seeing a surge in the

number of applications for membership. We need to build on this optimism and

feeling of well-being and keep the membership numbers growing, which will be

of benefi t to all the members and increase the standing of the institute throughout

the Industry. We have recently had some new and younger blood joining the local

branch committees which should help to kick start a revival of all of these branches.

It is important that all of the branches put on a programme of meetings to help

spread and increase the membership’s knowledge of asphalt and business related

subjects. A well balanced programme of technical and social functions is essential

for the Institute and if done well raises our profi le and standing throughout the

Industry.

Long may it continue!

Arthur Hannah

Editor

4 Asphalt Professional • Sept 2012

FeaturesTE

CHN

ICA

L PA

PERS 10 Attenuated Total Reflection

Fourier Transform Infrared Spectroscopy of Polymer Modified Bitumen

Report on the demonstration of the use of

attenuated total reflection fourier transform infrared

spectroscopy with a diamond cell as a means of

quantitatively measuring the polymer content of

SBS modified bitumen.

16Summary of Test Results: Resistance of Asphalt to Konsin and Clearway De-Icing Fluid

Presenting a report showing that de-icing fluids

have a detrimental effect on the pavement and

that mix designs and binder choices can

be crucial.

A fond farewell to Eddie Maley and Derek Pearson

We remember the lives of two steadfast

members of our Institute

6

IAT National Conference 2012 ‘Winning Gold with New Technology’

A full report on the Conference proceedings by Cliff Nicholls

18

Eddie Maley Derek Pearson

Asphalt Professional • Sept 2012 5

PRESIDENT’S VIEW

President’s View

Jukka Laitinen President, IAT

Once again I commence my President’s

View for AsPro with great sadness by noting

the very sudden and untimely death of our

colleague Eddie Maley. I had the pleasure

and honour of knowing Eddie professionally

over many years and was proud to count

him as a friend. Eddie was a stalwart

member of the IAT and, during his long and

illustrious career, held virtually every office

at Branch level including Chairman of the

North East Branch.

Eddie was a great asphalt technologist and

possessed an extremely wide practical

knowledge of production and paving. This

he was able to use to good effect for his

employers and latterly in his consultancy role.

Eddie was our current IAT Secretary, providing

his meticulous support to Council and to the

institute as a whole. He ensured the Institute

was run in accordance with the strictures of

‘Mem & Arts’

Arthur Hannah and I visited his wife Myrah to

offer the condolences of the whole Institute

and whilst there we were given a peek at his

record keeping. They were second to none!

Because of this attention to detail he was

able to serve his clients so well. Eddie was

certainly someone you wanted on your side

in a dispute as his expert testimony helped

to clarify and resolve any contentious issue.

We offer Myrah, Marie and Karen, Eddie’s

two daughters, our heart-felt sympathy

during this difficult time. We want them

to know that Eddie will be remembered by

very many people in and out of our industry,

as witnessed at his funeral.

On a far less sad note, although tinged with

some regret, I have to report that Bob Cannon

is retiring from Council as he is moving

abroad. We will miss Bob’s invaluable input

into all matters related to Engineering Council

and his expert guidance to those wishing to

gain Tech. Eng. up to C Eng. Bob has been on

Council since 2009 and has also been a long

serving member of our education committee.

We wish Bob and his family well for the future

and on behalf of the Institute I would like to

congratulate him on achieving a Fellowship

of the Institute of Civil Engineers, well done!

I am very pleased to report that we have

appointed three new Council members,

Andrew Bird who works for Colas in Scotland,

Chris Hudson of Aggregate Industries based

in England but active nationally and Gearoid

Lohan of Atlantic Bitumen in Ireland. Not

only a great geographical spread but they

bring with them a wealth of knowledge and

expertise. This will serve the Council well and

will help drive the Institute over the coming

years. I look forward very much to working

with them in Council.

In the last issue I reported that the students

at the University of Derby were about to sit

their examinations. These have now been

completed and all 3 years undertaking

our courses achieved excellent marks. My

congratulations go to all those who have now

completed the Diploma in Asphalt Technology

and I wish continued good luck to those still

progressing through the course.

In this issue you will find a complete list

of the previous student prize winners who

received their award at the President’s dinner.

On behalf of the Institute I say a special well

done to these students.

Please note there is still time to enrol for

this year’s courses. The University of Derby

would be delighted to offer advice to

anyone who is currently considering one

of their asphalt related courses.

As reported in a recent President’s View,

the opportunities for professional progression

are under constant review. Brian Downes,

Chair of Education is working with his team to

develop the current course. Most importantly

the team are also working hard on a course

aimed at the ‘Client side’ of our industry. Brian

will provide further details on this in the near

future.

Well what a summer it’s been, rain, rain

and yet more rain!! I hope that this did

not dampen spirits in what has been an

otherwise great summer with the cycling;

the Olympics and Paralympics all providing

some welcome relief. From the IAT’s point

of view the highlight of our summer was

without doubt the National Conference

held in Chepstow.

The Conference was a fantastic success. This

year the Conference was superbly organised

by the Western Branch, chaired by Pippa

Birch. Pippa and her extremely hard working

and dedicated committee delivered a highly

professional event using the theme ‘Winning

Gold with New Technology’. Our thanks go

to Pippa and her team. I would also like

to give a very honourable mention to our

Business Manager Russell Hunter for helping

to coordinate the logistics. You will find a full

report of the Conference by Cliff Nicholls in

this issue, and I would like to say the range

and quality of the speakers was excellent.

The golf tournament and Presidents Dinner

was enjoyed by all, the latter particularly by

me. I am also proud to note that this year we

had a record turnout of delegates and this in

keeping with the Olympic theme has raised

the bar for future conferences.

A note for your diaries – Next year’s conference

will be organised by the South Eastern Branch

and will be held on 27-28 June 2013.

Jukka Laitinen

President

Born 1st September 1948 Blantyre Scotland - died 22nd June 2012

Eddie Maley was an original “Asphalt Junkie”

starting his 46 year involvement with the

Asphalt manufacture and Laying industry

in the Technical Departments of Colville,

Clugston and Shanks (1966 to 1968) and then

Harry Stanger, Testing Consultants (1968 to

1972).

Hard to believe but in those days the

Technical approach to Asphalt was in its

infancy with the bitumen content of Asphalt

Wearing Course at around 10%, the cure to

all ills was “more bitumen in the mix please”

Eddie was at the forefront of the Technical

revolution and the moniker “Asphalt Junkie”

was derived by Operatives amusedly

watching young guys with biscuit tins running

round Asphalt Plants and Surfacing sites

taking samples of aggregates, sand, filler,

bitumen and the completed mix, whilst

inhaling the fumes of bitumen, and in those

days, Coal Tar. Eddie often said that it cleared

the sinuses, added to the sole depth of his

shoes but had nothing else to offer other

than stick Asphalt constituents together.

Motorway and trunk road construction was

in full swing and it soon became clear to a

young Eddie that the opportunity to travel

the country, living the nomadic life was one

that greatly appealed to him. So moving to

W & C. French in 1972, (French Kier) probably

the largest of the Road builders of the time,

was a “no brainer” particularly as they were

one of the few Road Builders that could also

manufacture and lay Asphalt products, which

alongside their substantial Earthmoving fleet

made them a very formidable organisation.

Throughout this period Eddie was a hands on

Materials Engineer that loved the excitement

of being involved in Contracts Constructing

Motorways from green field ( incurring the

wrath of Swampy and his cohorts), bypassing

villages (whether they wanted to be bypassed

or not… fortunately most did), and many

other varied Roads related Projects.

Projects such as M23 Hooley to Pease Cottage,

M11 Redbridge to Loughton, A78 Irvine

Bypass, M8 Glasgow to Edinburgh and several

sections of the M25 were constructed with

Eddie prominently involved in the Technical

team, locating aggregates in previously

forgotten and defunct quarries to feed the Site

Asphalt Plants and provide fills and sub bases.

In 1980, while working on the M25 Eddie

married Myra and brought his bride, also from

Glasgow, in true Road Builder fashion, to his

on site luxury caravan where they spent an

idyllic 2 years viewing the Asphalt Plants and

Earthmoving machinery from the caravan

window, until Myra became pregnant with

their first child Marie. Eddie believed that

it was the view that made the earth move

inside and out of the caravan.

In 1985 and with Myra carrying their second

child Karen, Myra issued a “verbal site

instruction” for Eddie to end his nomadic

lifestyle. They decided to settle in the North

East, and in 1985 Eddie started his own

testing company, Pennine Technical Services,

working for all size of Companies carrying

out on site testing.

Eddie was one of the first to recognise that

whilst the door to building Motorways

and Trunk Roads had closed, there was

a new dawn, that due to unprecedented

and unforeseen increases in traffic volume,

and particularly increased wagon carrying

weights, that the network he had been

Constructing for over 15 years would not

cope, and Reconstruction would be required

well in advance of designed pavement life

predictions.

In 1991 he discussed the prospect with

Cumbrian Industrials of establishing a

Technical Department, arguably, a first for a

Contractor without Manufacturing capability,

and so started a 13 year relationship that

saw numerous Motorways and Trunk

Roads Contracts reconstructed throughout

the North of England and South Scotland.

Eddie, like many in Cumbrian, relished the

challenges of Lane Rental working bringing

many innovations, not just Technical, to the

table and bid team. The advantage of having

Eddie on your team was further proven

with the introduction of the NEC conditions

and associated Quality bidding, in which he

revelled.

Life was never dull when Eddie was around,

his infectious laugh, tears running down his

face, and unable to speak, brought many

smiles, and lightened some supposedly

serious occasions and meetings over the

years.

He had a natural ability to get others

laughing such as at a sportsmans dinner

with the guest speaker, scouse comedian

Stan Boardman, in full flow, Eddie, against

all advice ventured to the toilet, we were

waiting for the cutting remarks…nothing from

Stan… but on Eddie’s return Stan fired a salvo,

only to be greeted by Eddie’s response “you

weren’t funny when I saw you 20 years ago

and you’re no better now” …..there followed

quite an exchange which, I believe, Eddie

won.

Eddie was delighted to win a cordless drill in

a raffle at a Charity Dinner, the next morning

he came to breakfast minus Dinner Jacket,

wallet and car keys, but clutching the drill


Edward Maley By Barry McMullen

OBITUARIES

fondly to his chest. Fortunately his wallet and

car keys had been recovered but the DJ was

never found. Myra says the drill has never

left its box!!

Eddie moved with the times extending his

department and Technicians to accommodate

the carrying out of NVQ assessments,

conducting on site Health, Safety and

Environment audits and ISO 9001 audits,

also playing a role in securing 14001/18001

and ultimately PAS 99. All of which were

done with his usual professionalism and

painstaking eye for detail.

It was very rare that you attended a meeting

with Government Bodies, Local Authorities

or Main Contractors that Eddie did not know

at least one person from his past round the

table, and all of them had nothing but praise

for his Technical excellence and experience.

Eddie conducted regular workshops for

customers and staff appraising them of

changing specifications and working methods.

He was always available to answer a query,

and provide advice to customers, colleagues

and in particular, never forgetting his roots,

loved it when there was interest and queries

from site operatives.

The Eddie Maley approach, attitude,

experience and knowledge was taken

onto the National stage by the purchase of

Cumbrian by Hanson in 2004 immediately

elevating Eddie to the role of National

Technical Manager for Contracting. Nothing

changed Eddie simply had a wider audience.

Eddie was always interested and active in

Professional and Trade Bodies, willing to

participate and contribute whenever needed,

and was delighted when he was able to fulfil

the criteria to become one of the first Fellows

of the IAT.

He was an IAT National Council member,

and member of the National Education

Committee. His proudest moment was

in 2001 being elected Chair of his home North

East Branch for whom he had been an active

member for over 25 years.

Eddie also represented Cumbrian and then

Hanson on the MPA Asphalt Technical Panel,

where he was a member of the National

Highways Sector Scheme 16 Advisory

Committee for the Laying of Asphalt.

Following retirement in 2010, but with

bitumen still in his veins, he became an

Advisor to UKAS for both Sector Schemes

14 and 16 and a Judge for the MPA Health

and Safety awards covering all aspects of

the blacktop award. Eddie was on his way

to a meeting of judges in London when he

suffered what resulted in a fatal heart attack.

Malcolm Simms MPA Director of Asphalt has

commented:

His expertise, credibility, practical thinking

and professionalism were a benefit to all.

His work with the Association will be sorely

missed, as will his friendship by all who

knew him.

Sadly, a few short weeks before his heart

attack Eddie had been accepted into The

Worshipful Company of Paviors, but had

not undergone his inauguration which was

scheduled for December this year. This

ceremony would have been the pinnacle

of achievement for the laddie from Blantyre.

Eddie was cremated on the 4th July 2012 at

Saltwell Crematorium, Gateshead in a service

attended by Family, friends and Colleagues

where the seats were filled and an expanse

of standing people gathered for Canon Ronald

Calderwood Black, Provincial Grand Chaplain,

Province of Durham who gave a moving and

fitting service supported by “An ode to Eddie”

written by close friend Stewart Bell, who

like Eddie belonged to Shipcote Lodge at

the Masonic Hall, Gateshead.

Extracts of “An Ode to Eddie”

In September of ’48 in Blantyre,

Bonnie Scotland

A lad was born, who touched our lives,

his friends, his family, his lovely wife,

A mix of braveheart and rob roy,

a cheery man so full of joy,

He was not famous, but very steady,

we all knew him as plain Scottish Eddie.

Now Eddie was on the Square and very

proud it’s known,

As a Past Master of Shipcote Lodge,

it was his second home, The Inner Guard,

the Almoner, and Charity Steward as well,

His boots will be hard to fill:

you’ll hear the brethren yell,

He’ll be a miss to the Gateshead

lads a friend was like no other,

A man who they had respect,

a fine fraternal brother.

For a Scotsman it could never

be said that Eddie was ever tight,

For if you’re willing he would drink

with you, all through the night,

A few John Smiths till he was slightly tipsy,

Then with the Shipcote lads he would hit

the whisky,

Till Karen came to drive him home,

you’re in trouble, mum will moan,

“I believe my petal I’ve drunk a load,

sit down awhile, we’ll have one for the road”.

Eddie leaves Myra his wife of 32 years

and daughters Karen 27 and Marie 30

along with her husband Simon.

Eddie Maley was a “mans man” who

was always willing to give advice and

assistance, taking great pride and

satisfaction when his knowledge and

experience were being put to good use. He

will be sadly missed by all that knew him.


OBITUARIES

Derek Pearson, a long-time member of the

Institute, died on 5 July 2012 after being struck

down with a stroke two weeks earlier. Born

in Lancashire but spending most of his life in

Yorkshire, he was a member of a now rapidly

decreasing group of engineers who received

their initial training under a scheme organised

by the old Institution of Municipal Engineers.

The trainees, who were usually articled pupils

like Derek, received sound “on the job” training

in the then many and varied aspects of the

Municipal Engineer’s duties whist at the same

time studying part-time at their local technical

colleges, so by the age of 21, they were

not only technically competent but had also

passed many of the exams required for their

professional qualifications.

Articled in 1959, Derek achieved his chartered

membership of the Institution of Civil

Engineers in 1968 and worked for several

large local authorities on a wide range of

design and construction projects for highways,

bridges, drainage, housing and industrial

estate infrastructure, sewage disposal and

waterworks. Whilst with the West Riding

County Council he was encouraged to study

for the diploma in management studies, largely

in his own time, and subsequently specialised

in highway maintenance. He held operational

appointments with Sheffield City Council and

South Yorkshire County Council before spending

5 years in the County’s headquarters. Returning

to Sheffield in 1986 as Chief Civil Engineer in the

Works Department, he was responsible amongst

other things for all highway maintenance on the

2000Km Sheffield road network.

He established his own consulting engineering

practice in 1993 specialising in pavement

evaluation investigations and strengthening

projects for roads, airfield runways and port

container storage areas, both in the UK and

overseas, and for some years was a consultant

to Dynatest UK. He also specialised in the

design and construction of in-situ concrete slabs

laid to extremely tight tolerances in sheds for

high-mast fork lift truck operations and worked

on a wide variety of other jobs including many

usually legally driven forensic investigations

determining not only “what had gone wrong”

but why. However, he eventually became so

disillusioned by the effort so frequently needed

to recover his fees that he refused to do any

more work for lawyers despite being urged

on one very large investigation to more than

double his fees by the legal practice involved

who feared their own fees might otherwise look

expensive! But he still had a problems getting

paid by them.

Whilst self-employed, he continued as a member

of the CSS Footway Research Group, carrying out

his own research on footways both in the UK

and in mainland Europe. He was also one of the

panel of authors of the “Highway Maintenance

Handbook” published by Thomas Telford some

years ago and much his original work was

subsequently used in preparing the “Manual for

Streets”. His vast experience formed the basis

of the MSc course he taught at Leeds University

where he became a Visiting Lecturer in 1995,

initially in the School of Civil Engineering and

latterly in the Institute for Transport Studies,

where a number of his students continued to

come from Civil Engineering. He drew on his

extensive experience to teach and examine

an MSc module on the Deterioration and

Maintenance of Pavements, and also supervised

several dissertations each year, especially of

overseas students.

A very enthusiastic and inspirational engineer,

he had a strong desire to pass on his knowledge

and experience and was a popular and respected

teacher who took considerable pains to

encourage and support his students. His course

notes were especially sought after and, in what

transpired to be the last two years of his life,

he achieved a long held ambition by editing

and enlarging them into the text book; “The

Deterioration and Maintenance of Pavements”,

published by ICE Publishing at the end of 2011.

He insisted the book be published in soft-back

format to minimise its cost and so increase its

availability to younger students. His wish “to put

something back into the profession” was also

reflected in the amount of time he gave

in reviewing and interviewing young engineers

seeking chartered status through the Chartered

Institution of Highways and Transportation.

In late 2004 The Worshipful Company of

Paviors* in recognition of Derek’s outstanding

contribution to pavement engineering and his

charitable Scouting activities, invited him to seek

admission to the Livery. Derek appeared before

the Admissions Committee and Upper Warden

on 1st February 2005 at Cutler’s Hall and as a

result of his interview he was admitted into

the Livery in the spring of that year. His wide

knowledge of the highway industry was much

appreciated by other members of the Livery.

Sadly, just before his death he was planning

to visit London again with Anne for one of the

autumn functions and was looking forward

to meeting many old friends.

Outside his asphalt related activities, he devoted

a great deal of time to the Scout movement. As

a former Scout himself, he was disappointed to

find there was no local Cub Scout pack for his

own two sons to join, so in typical Derek fashion,

he gained approval to start his own Cub pack.

This developed into a Scout Troop and from

Scout leader he progressed to being the District

Commissioner, a position he held for five years

before becoming the Secretary to the Silverwood

Scout Campsite. He had been involved there

ever since, most recently as one of a “Dads

Army” of volunteers who worked each Thursday

on the maintenance and development of the

site and was actively pursuing the construction

of the proposed Billingham Activity Centre when

he died. Derek received the Scout’s Medal of

Merit in 2007 for outstanding service to Scouting.

At his funeral; the way into church was lined by

a most impressive honour guard of more than

thirty Scouters, in uniform, a sign of respect in

which he was held. He had already arranged

for all the royalties from his book to be paid

into the Silverwood campsite building fund.

He leaves behind his Wife of almost fifty

years; Anne, his two sons, Adam and Marc,

and three grandchildren. A man of genuine

warmth and outstanding integrity, he will

be sadly missed by all who were fortunate

enough to know him.

Derek Ian Pearson, CEng MICE MCIHT MIAT, 1942 - 2012


OBITUARIES


Irish Branch Report by Tony Broderick

INSTITUTE NEWS

I have just completed my 1st year as

Chairman of the IAT, Irish Branch, a position I

have thoroughly enjoyed, and I am delighted

to report to you on the progress of the Branch

over the past 12 months.

Against the background of the difficult

economic climate in which we find ourselves,

and the attendant loss of experienced people

to the industry, be it through early retirement

or compulsory lay-off, the roles of the IAT

with respect to knowledge sharing and in

education and training, is becoming more

important than ever.

In this regard, I am glad to report that our

Branch of the IAT has enjoyed yet another

very successful year. This is largely due to the

hard work and commitment of the Committee

Members, who despite ever increasing

demands from within their own organizations,

continue to give of their time, selflessly, to

contribute to the Branch’s educational and

consultative roles within our Industry.

Accordingly, I wish to thank all of them

for their work and enthusiasm which has

ensured that the Irish Branch continues to be

one of the most active within the complete

Organization.

Membership I am happy to report that our membership

numbers are holding steady (at approx 115).

This is in no small part due to the efforts of

Seamus O’Leary, our membership Secretary,

and indeed to Chris Lycett who in his time

as President, did so much to promote the

Organization and I wish to thank them both

for that.

Technical Meetings and Seminars. This year we had a number of very successful

Seminars and Technical Meetings, all of which

were well attended. The highlights of these,

for me, were the Seminar held in September

2011 on Road Surfacing Techniques and also

John Whelan’s recent launch of the Software

for Design of Surface Dressing, based on the

IAT Guidelines. Included in the year’s activities

was a very enlightening educational trip to

a CRH Manufacturing plant in Warsaw and I

am grateful to Dermot McCarty for his part in

planning this visit.

Engineer’s Training Course

Three Road Engineering Courses have been

run by the IAT in the past 12 months. Two

were held in the Roscrea Training Centre, and

the third was held in Castlebar TC. The Courses

attracted a total of 92 delegates, the majority

of whom were Local Authority Engineers.

A fourth Course is scheduled, again for

Castlebar, in October, and it is also fully

booked. Indeed all the Courses run so far

have been oversubscribed and the feedback

from delegates has always been extremely

positive.

All Technical Meetings and Seminars, as well

as the Training Courses, are organized by a

Sub Group chaired by Gearoid Lohan and I like

to take this opportunity to compliment them

on their work in the past year. I also wish to

thank Bill Green who was the facilitator of

all the Training Courses and who, in his own

inimitable style, ensured they all ran without

a hitch.

The Surface Dressing Sub Committee

continues to meet regularly and the main

work being carried out presently is a review

of The Guidelines with a view to publishing

a revised, more user friendly, edition in the

near future. This group is being chaired by Jim

Campbell who has taken over from Edmund

Hegarty who was previously in the Chair for

more years than he cares to remember! I wish

to thank Edmund for all his hard work down

the years and to wish Jim well in the post.

The Material and Standards Sub Committee

Under the Chairmanship of Alan Lowe, this

committee has also been very active in the

past year and has had a number of meetings

with the NRA to discuss specifications and, in

particular,

the 900 Series.

This group

has also been

instrumental in

the IAT joining

forces with

IAPA to discuss

producing an ‘Asphalt Laying and Compaction’

Manual. This resulted in two, half-day, free

workshops in Athlone and Limerick, in April

2012, which were attended by 80 delegates.

The workshops were sponsored by the IAT

and IAPA and supported by VOGELE, for which

I am thankful to John Jordan.

Scholarship

A decision was made last year to sponsor

tuition fees for 2 candidates to attend

the University of Derby Course in Asphalt

Technology. Tom Nolan and Arthur Lambert

were the successful candidates and both were

chosen based on selection criteria agreed by

the overseeing Sub Committee. Special thanks

for driving this initiative to Colin Bridson.

In closing, I would like to thank the Executive

Officers of the Committee, i.e. Alan Lowe,

Alan Kavanagh, Seamus O’ Reilly and Tom

Walsh, for their endeavors and assistance in

the past year, and I wish to extend a special

note of thanks to Catherine Malone who

provides such a valuable and professional

service in the administration of the seminars.

Finally, I wish to thank you the membership

for continuing to support the IAT Irish Branch.

I am confident that even in these difficult

times, our Industry will continue to progress

and that we have the drive and ability to

ensure we can be positive about the future.

I look forward to my second year representing

you and wish you all a successful year.

Tony Broderick,

Chairman, Irish Branch

Ian M Lancaster

Hussain Al-Khalid


TECHNICAL PAPER

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compatibility is ‘‘compatibility is

Introduction

The use of polymer modifi ed bitumen to upgrade the

performance of an asphalt pavement and mitigate

distress from rutting and cracking is a routine aspect

of pavement design. A range of polymers are used

to produce modifi ed binders, with the majority

having only limited compatibility with the base

bitumen [1]. In practice this is of little concern to the

end user as most commercially available modifi ed

binders are manufactured to be storage stable using

proprietary processes. However, an understanding

of polymer / binder compatibility is of considerable

interest and in this paper Attenuated Total Refection

Fourier Transform Infrared (ATR-FTIR) spectroscopy is

used to quantify polymer content within the modifi ed

binder, and subsequently storage stability.

Materials and binder production

A wide range of modifi ers have been used in the

production of polymer modifi ed bitumen including

thermoplastic polymers (e.g., Ethylene-Vinyl

Acetate, Ethylene-Butyl Acetate, Polyethylene)

and elastomeric polymers (e.g., Styrene-Butadiene

Rubber, Styrene-Isoprene-Styrene, Ethylene-

Propylene-Diene Monomer rubber) with probably

the most common elastomeric modifi er being

Styrene-Butadiene-Styrene (SBS). In this study, a

commercially available linear SBS, Kraton 1101, was

used to modify 50/70 penetration grade bitumen

from Venezuelan, Middle Eastern, and Russian crudes.

Binders were prepared with polymer contents of

between 2.5% and 7.5% w/w as typically found

in paving applications. As one of the purposes of

this study was to assess the effect of crude origin

on storage stability, no additional stabilising package

was included.

The bitumen was heated to 180°C before adding

the SBS using a high shear mixer, as shown in fi gure

1, with high shear mixing continuing for 2 hours.

The completed binder was then removed from the

reaction vessel, partitioned into 500g containers

and allowed to cool to room temperature to avoid

repeatedly reheating one large bulk sample during

subsequent testing.

Attenuated Total Refl ection Fourier Transform Infrared Spectroscopy of Polymer Modifi ed Bitumen

IAN M LANCASTER AND HUSSAIN AL-KHALID, UNIVERSITY OF LIVERPOOL

AbstractCo-polymers of Styrene-Butadiene-Styrene (SBS) are one of the most common classes of bitumen modifi ers.

The ‘toothpaste tube test’ is used to empirically determine modifi ed binder storage stability via softening

point measurements. A quantitative method for the determination of the SBS content in the top and

bottom sections of the storage stability test was developed using Beer’s Law and Attenuated Total

Refl ection Fourier Transform Infrared spectroscopy with a diamond cell. This method was shown to be

applicable to polymer contents typically used in polymer modifi ed asphalts. The effect of crude source

on polymer compatibility was also assessed using this method.

Ian M Lancaster

Figure 1

Laboratory high shear mixer for the preparation of

polymer modifi ed binders


TECHNICAL PAPER

Classical empirical testing

The classical empirical tests of penetration and softening point were performed on the unmodified and polymer

modified binders, and these are reported in table 1.

The softening point (SP) increased with polymer

content producing a large rise in SP at higher polymer

contents. By producing additional SBS content binders

to those in the study, a more complete ‘S-curve’ was

generated for the 50/70 Venezuelan bitumen as

shown in figure 2. The polymer grade used and the

composition of the base binder both have an effect

on the detailed shape of this curve, hence SP alone

may only be used as a qualitative measure of the

binder’s polymer content.

Fourier Transform Infra Red (FTIR) Spectroscopy

Infra-red light in the region of 4000 – 400cm1 is

absorbed by molecules producing vibrations which

are characteristic of the molecule’s structure. Beer’s

Law (or sometimes Beer-Lambert’s Law) states that

there is linear relationship between absorbance and

concentration as given in equation 1.

Absorbance (A) = Molar absorbtivity (ε) X Path length

(l) x Concentration (c) Equation 1

SBS and bitumen are both complex hydrocarbons

and possess many of the same molecular bonds.

Figure 2

Softening Point versus polymer content in 50/70

Venezuelan bitumen

However, in the fingerprint region (1500 - 400cm1)

there are two strongly absorbing bands which are

found in SBS but not in bitumen. These are shown

in figure 3 and are the C-H out-of-plane bending

of trans-alkene (butadiene) at 966cm1 and the C-H

out-of-plane bending in monoalkylated aromatics

(styrene) at 699cm1.

In a transmission Infra-Red spectrometer the IR beam

passes through sample under analysis to a detector

as shown in figure 4.

Figure 3

FTIR Spectra of the fingerprint region of an unmodified, and

SBS modified Venezuelan Bitumen, with the styrene and

butadiene peaks highlighted

Figure 4

Schematic of transmission

spectrophotometer

Bitumen Origin Polymer Content Penetration at 25°C

(100g, 5s)

Softening Point

Venezuelan 0% 61 dmm 50.4°C

Venezuelan 2.5% 46 dmm 56.4°C

Venezuelan 5.0% 42 dmm 84°C

Venezuelan 7.5% 31 dmm 93°C

Middle East 0% 61 dmm 52.2°C

Middle East 5% 40 dmm 77.6°C

Russian 0% 56 dmm 50.8°C

Russian 5% 31 dmm 84.5°C


TECHNICAL PAPER

by measuring the absorbance at 699cm-1 and

966cm-1 of known polymer

content, the binder’s may be determined and

subsequently used in the analysis of

unknown polymer content binders

‘‘by measuring ‘‘by measuring the absorbance ‘‘the absorbance at 699cm-1 and ‘‘at 699cm-1 and

This arrangement is not suitable for direct analysis

of bitumen due to the opaque nature of the binder.

However, by dissolving the bitumen in an appropriate

solvent, previous studies [2,3,4,5] have been

able to assess the polymer content of bitumen in

transmission. Nevertheless, the sample preparation

is diffi cult and requires considerable time and great

care to produce consistent samples; the cleaning

process is time consuming and there are potential

problems with solvent disposal.

A more suitable method for direct testing of opaque

materials, such as bitumen, is the attenuated total

refl ection (ATR) method [6] shown schematically

in fi gure 5. The sample under analysis is placed in

intimate contact with the surface of the ATR crystal

and the incident IR beam passed into the ATR crystal

at an angle exceeding the critical angle. When the

beam reaches the surface of the crystal it penetrates

1 – 2 microns into the sample to excite the material

and is then refl ected back to a detector.

The chosen material for the ATR crystal depends

on the application and sample throughput required.

Zinc Selenide is the most common material used as

it has good IR transmission and is relatively low cost

but easily scratched and damaged during cleaning.

Germanium and Silicon are alternatives, but the

most robust material choice is diamond. Obviously

this is the most expensive option, but prices are now

affordable for most laboratories, especially when

the advantages of small sample size, physical and

chemical resilience and rapid sample turnaround

times are considered. The only practical disadvantage

of a diamond ATR cell is that the transmission is poor

in the 2300 to 1800 cm-1 range, but for bitumen

analysis this does not present a problem.

In order to establish the polymer content of an

unknown sample, a value for the molar absorbtivity,

must be found from Beer’s Law. Within the

spectrometer, the path length, l, is fi xed as the beam

travels the same distance for each sample under test.

Therefore, by measuring the absorbance at 699cm-1

and 966cm-1 of known polymer content, the binder’s

may be determined and subsequently used in the

analysis of unknown polymer content binders.

European standard for polymer modifi ed bitumen storage stability testEuropean standard EN13399 [7], commonly referred

to as the ‘toothpaste tube test’, is the method for

determining polymer modifi ed bitumen storage

stability. This method is included as a test in the

European framework specifi cation for polymer

modifi ed bitumens [8] and replaces previous

methods such as the ‘beer can test’.

Figure 5

Schematic of the single bounce diamond ATR and photograph demonstrating the small sample size required

In the EN13399 method, binder is poured into an

aluminium tube which is approximately 160mm high

by 25mm diameter until it is about three quarters

full. The foil end is folded over and sealed to reduce

oxidation, and the tube placed upright in a heated

oven for three days. After three days the tube is

removed from the oven and allowed to cool to room

temperature whilst remaining vertical. The tube is

then divided into three equal parts with top and

bottom portions retained for testing and the middle

portion discarded as shown in fi gure 6. The SP of

the top and bottom portions is then determined and

the difference between the two results taken as the

indicator of storage stability. In unstable SBS based

binders, the polymer will tend to migrate to the top

of the tube producing an increase in the SP compared

to the bottom.

the storage stability testing

reported in fi gure 7 found that all

the binders were indeed unstable

‘‘the storage ‘‘the storage stability testing ‘‘stability testing

reported in fi gure ‘‘reported in fi gure


TECHNICAL PAPER

None of the binders produced in this study

were stabilised during their production and, as a

consequence, the storage stability testing reported

in fi gure 7 found that all the binders were indeed

unstable. However, differences between the crude

sources were apparent, with the Russian bitumen

displaying the lowest difference in SP and the Middle

Eastern the highest.

Figure 6

Schematic of storage stability test

Figure 7

Softening Point storage stability results

the preparation, testing and

clean-up for a single SP test

could take up to an hour

‘‘the preparation, ‘‘the preparation, testing and ‘‘testing and

clean-up for a ‘‘clean-up for a


TECHNICAL PAPER

Methodology for FTIR analysis of polymer modifi ed bitumen storage stabilityWhilst the samples were heated in preparation for SP

testing, a small amount of the binder was transferred

to the diamond ATR cell and its spectrum recorded

using 16 scans at a resolution of 4cm-1 over the

range 400 – 4000 cm-1. Only a very small quantity

of binder was required for the test, typically less

than 0.1g, and was easily added using the end of a

warmed glass rod. As the quantity of binder used

was so small, this enabled the test to be completed

and the ATR cell cleaned ready for further testing

in less than fi ve minutes. In comparison, the

preparation, testing and clean-up for a single

SP test could take up to an hour.

Once all the binders had been tested, the polymer

concentration was determined using Beer’s Law and

the results are presented in fi gure 8. As observed in

the empirical SP testing earlier, the different bitumen

origins show clear differences in storage stability

results with the Russian bitumen again having the

best compatibility.

ConclusionsThis work has demonstrated the use of Attenuated

Total Refl ection Fourier Transform Infrared

spectroscopy with a diamond cell as a means of

quantitatively measuring the polymer content of SBS

modifi ed bitumen. A quantitative method has also

been proposed as a more rapid alternative to the

empirical softening point measurement in storage

stability testing.

Figure 8

Quantitative polymer storage stability results by FTIR


TECHNICAL PAPER

References[1] Kraus G. 1982 “Modification of asphalt by block polymers of butadiene and styrene”, Rubber Chemistry and

Technology Vol. 55 pp. 1389–1402

[2] Lu X, Isacsson U, Ekblad J, 1999 “Phase Separation of SBS Polymer Modified Bitumens”, Journal of Materials

in Civil Engineering, Vol. 11, pp. 51-57

[3] Masson J-F, Pelletier L, Collins P, 2001 “Rapid FTIR method for quantification of styrene-butadiene type

copolymers in bitumen”, Journal of Applied Polymer Science, Vol 79, Issue 6, pp. 1034 – 1041

[4] Zhang F, Yu J, Han J, 2011 “Effects of thermal oxidative ageing on dynamic viscosity, TG/DTG, DTA and FTIR

of SBS- and SBS/sulfur-modified asphalts”, Construction and Building Materials, Vol 25(1), pp. 129-137

[5] Sun D, Zhang L, Zhang X, 2011 “Quantification of SBS content in SBS Polymer Modified Asphalt by FTIR”,

Advanced Materials Research Vols. 287-290, pp 953-960

[6] EN 14023, 2010 “Bitumen and bituminous binders - framework specification for polymer modified

bitumens”, British Standards Institute

[7] Yut I and Zofka A, 2011 “Attenuated Total Reflection Fourier Transform Infrared Spectroscopy of Oxidized

Polymer-Modified Bitumens” Applied Spectroscopy. Vol 65, pp. 765-770

[8] EN 13399, 2010 “Bitumen and bituminous binders – Determination of storage stability of modified

bitumen”, British Standards Institute

Recent experience in Scotland with de-icing fluids

on runways has led to new additional specification

requirements for runway surfacing materials. Very

little information has been published on the effect

of de-icing fluid on asphalt pavements. Some fretting

has occurred on a runway in Glasgow within the early

life of the pavement, which prompted a review of

the Specification to include testing in accordance

with BS EN 12697-41. BS EN 13108 – 5: 2006 Table

15 gives categories of minimum retained strength

for SMA.

Unfortunately the test specified in BS EN 12697 –

41 takes about 90 days to complete. This standard

gives various options of sample preparation from

laboratory compacted samples to cores taken from

the pavement.

If approval of a mix is dependent on meeting the

requirements of this test then mix designs including

laying trials should be approved before the test is

started. Samples for testing can then be taken from

the pavement which would be more representative

of site conditions when compared with laboratory

compacted specimens.

The test results reported were the results of tests

carried out on samples compacted in the laboratory

to a level of compaction which more closely relates

to densities achievable on site.

The series of tests carried out with results presented

in the following report demonstrates that de-icing

fluids have a detrimental effect on the pavement and

that mix designs and binder choices can be critical.

Preamble to Technical Report on De-Icing FluidsReport by Neil Anderson

16 Asphalt Professional May 2012

Neil Anderson

The purpose of carrying out this

series of tests was to determine that a mix with a certain blend and

type of aggregates and bitumen could

be used to meet the specification

requirements

‘‘The purpocarrying ou

ies o

Testing

�

�

The specimens manufactured for these tests

were prepared in the laboratory by blending

and combining aggregates and then dividing the

sample into specific sizes and recombining to the

required target grading. The target grading had been

determined from a laboratory mix design formulated

all the asphalt specification parameters.

The concentration of Konsin and Clearway used in

the test was 100%. The materials were supplied by

Univar the manufacturer and we have a record of the

product code and batch number. All of the bitumen

was supplied by Nynas with the exception of the

Cariphalte HP which was supplied by Shell.

The Marshall mixes were compacted to 50 blows

each side as required by Clause 7.2 of EN 12697-

41:2005. The Contract specification required that

the design method required 75 blows. The SMA

the compaction level required by the Contract

specification for the SMA was 50 blows. The

density and the maximum density of the laboratory

compacted specimens were determined and

voids contents were calculated. The density of

the specimens measured from this lower level of

compaction than that used in the design process are

more representative of the densities that would be

experienced in the pavement.

Results & Discussion

The results of the de-icing tests show quite

conclusively that a Marshall mix with straight run

bitumen does not perform well whereas the mixes

made with the Nynas Endura Z4 perform well. Some

of the mixes made with straight run bitumens fell

into category E.

All mixes performed well in the water sensitivity

tests carried out in accordance with BS EN 12697-12

and this was not a good predictor of performance in

the de-icing test.

Conclusion

be formulated as a Marshall or an SMA and when used

with a Nynas Endura Z4 binder the mix will be resistant

Konsin is a glycol based de-icing fluid and Clearway is

a potassium acetate based fluid. The tests carried out

demonstrate that Clearway is more aggressive than

Summary of Test Results:Resistance of Asphalt to Konsin and Clearway De-Icing Fluid

Introduction

TECHNICAL PAPER


Table 1. AC 14 Marshall Surface – Resistance to De-Icing Fluid (BS EN 12692-41:2005)

Table 2. SMA 14 surf. – Resistance to De-Icing Fluid (BS EN 12692-41:2005)

Test Ref

Sample No.

Mix Source Course Agg

Source Fine Agg

Binder No. of Blows per side of Specimens

Density (Leiths) Mg/m3

Max Density Mg/m3

Voids De-Icing Agent

TS (Dry)

TS (Wet)

Retained Strength

M1 P14348 AC 14 Marshall surf

Edston Cove Dust/ Temple Sand (74:26)

70/100 5.6%

50 2.377 2.462 3.5 Konsin 0.976 0.428 44



70/100 5.6%

50 2.383 2.462 3.2 Clear way

1.014 0.273 27



Nynas Endura Z4 5.6%

50 2.375 2.467 3.7 Konsin 1.643 1.364 83




50 2.372 2.467 3.8 Clear way

1.552 0.881 58


Edston Edston Dust/ Temple Sand (75:25)

70/100 5.5%

50 2.371 2.470 4.0 Konsin 1.631 0.694 43



70/100 5.5%

50 2.366 2.470 4.2 Clear way

1.590 0.855 54




50 2.374 2.469 3.9 Konsin 1.894 1.578 84




50 2.373 2.469 3.9 Clear way

1.873 1.586 85

Test Ref

Sample No.

Mix Source Course

Source Fine



Max Density Mg/m3

Voids De-Icing Agent

TS (Dry)

TS (Wet)

Retained Strength

S2 P14345 SMA 14 surf

Edston Edston Nynas endura Z4 6.0%

35 2.400 2.453 2.2 Konsin 1.704 1.637 96

Table 3. AC 14 Marshall Surf – Water Sensitivity (BS EN 12697-12)

Test Ref

Sample No.

Mix Source Course

Source Fine



Max Density Mg/m3

Voids TS (Dry) at 15ºC

TS (Wet) at 15ºC

ITSR (%)



70/100 5.6%

50 2.377 2.462 3.5 0.976 0.428 44



70/100 5.6%

50 2.383 2.462 3.2 1.014 0.273 27




50 2.375 2.467 3.7 1.643 1.364 83




50 2.372 2.467 3.8 1.552 0.881 58

Table 3. AC 14 Marshall Surf – Water Sensitivity (BS EN 12697-12)

Test Ref

Sample No.

Mix Source Course

Source Fine



Max Density Mg/m3

Voids TS (Dry) at 15ºC

TS (Wet) at 15ºC

ITSR (%)


Edston Edston 40/60 6.0%

35 2.386 2.453 2.7 2.02 2.00 99


Edston Edston Nynas Endura Z4 6.0%

35 2.397 2.453 2.3 2.16 2.32 108


Edston Edston Cariphalte HP 6.0%

35 2.397 2.453 2.3 1.84 1.89 102


Edston Edston Nynas S89 6.0%

35 2.398 2.453 2.2 1.42 1.55 109

IAT National Conference 2012 ‘Winning Gold with New Technology’Report by Cliff Nicholls

JULY 2012This year’s IAT National Conference was organised by the Western Branch at St Pierre Hotel and Country

Club, Chepstow on 5 July 2012. As the name suggests, the establishment does have (two) golf courses,

the premier one being used for the now traditional golf tournament the previous day. The 46 golfi sts (being

of the Clarkson persuasion as to this pastime!) were remarkably lucky and enjoyed their wanderings from

fairway to rough with their bats in remarkably good weather for this summer – weather that was repeated

on the day of the conference itself, allowing good viewing of the external exhibits.


CONFERENCE REPORT

Jukka Laitinen

The conference was well attended

with over 160 delegates‘‘The conference ‘‘The conference

was well attended ‘‘was well attended with over 160 ‘‘with over 160

The President, Jukka Laitinen, hosted around 150 for

his dinner in the evening. After some excellent food

(including “Olympic” chocolates from the principal

sponsor, Ammann), the assembled multitude was

entertained and inspired by a moving talk from

Danny Crates, a Paralympics gold medallist and

positive thinker. During the meal, there was raffl e

for Danny’s chosen charity of a children’s hospice in

Essex. After the meal, the bar was fi lled with (a large

number of) the usual suspects, some of whom were

reluctant to return to their rooms!

The conference was well attended with over

160 delegates. It was designed be upbeat in this

Olympic year under the title Winning Gold with New

Technology. However, it started on a sombre note

with Jukka commemorating the untimely death of Chris Hudson

Colin Loveday, a giant of the industry and Honorary

Fellow of the Institute, earlier this year and of Eddie

Maley, Secretary of the Institute and another major

fi gure in the industry, the previous week (see his

obituary). Eddie’s funeral had been the previous

day, and a book of remembrance was available

for delegates to sign.

Chris Hudson of Aggregate Industries then took

over as chairman of the morning session. The fi rst

speaker he introduced was Dr Susan Sharland of

TRL who gave the keynote address entitled Winning

Performance. Sue spoke about the improvements

that have come about from research, with references

to how Olympic sportsmen and women have

achieved greater things over the same period.


CONFERENCE REPORT

Sue started with the development of the routine

measurement of skidding resistance, starting with

a photograph of the 1948 motorbike and sidecar in

which the sidecar wheel was angled – requiring a

certain amount of heroism to drive it! After several

iterations, a recognisable SCRIM arrived in the mid

1960s that are now a regular measurement tool

before considering the high-speed pavement friction

tester and current developments to try to produce

equipment that can measure the friction using non-

contact technology.

Sue then went on to profi le measurement, showing

a very Heath Robinson machine from the 1940s,

moving through some slightly more robust ideas

from the 1970s and ‘80s before coming to the

development of HARRIS, TRACS and SCANNER for

more complete surface conditioning monitoring.

These are sophisticated pieces of equipment, but

there is still more equipment that is planned to be

added to monitor such things as barrier position and

height, bridge clearance and lighting, making them

cover almost aspects of the highway. She also talked

of laser profi le measurement replacing the “yellow

submarine”.

Sue continued with equipment talking about the

defl ectograph which is being superseded by the

traffi c speed defl ectometer (TSD), which will allow

more monitoring without much disruption of the

traffi c. Results from the TSD show good correlation

with those from the defl ectograph, so now

development is underway of scheme level surveys

to replace the need for defl ectograph for the HA

network and, presumably, later for local authority

networks.

Sue then moved on to asphalt materials, design

and performance. Developments in this area have

been encouraged by the joint research undertaken

Dr Susan Sharland

on behalf of the Highways Agency, Mineral Products

Association and Refi ned Bitumen Association, the

results of which can be implemented very quickly

because of the close involvement of the different

“sides” of the industry. Successes have included

the design concept of long-life surfacings; the

introduction of stone mastic asphalt and EME2 into

the UK; and the production of Road Note 42 and the

asPECT carbon calculator. Separately, she mentioned

the new surface course specifi cation for Scotland

(TS2010), which was to be covered by Alan Ferguson

in a subsequent talk. With regard to the future, she

suggested tighter controls on asphalt thickness and

profi le; greater consistency in the temperature of

materials supplied and compacted; and greater use

of warm and half-warm mixtures.

Sue summed up having shown that long-term

research has brought the industry many benefi ts

including improved rapid-assessment methods,

new material specifi cations and improved pavement

designs. However, sometimes it is a matter of

revising old ideas with advances in technology

that makes new things possible. The road is long

but we have come a very long way.

Susan was followed by Robert Noakes of Norfolk

County Council with a talk entitled The Spirit of

Sportsmanship about how local authorities can

encourage new developments. Bob started by

looking at past eminent engineers, in particular John

Louden Macadam, Edgar Purnell Hooley, W B Fuller

and Clifford Richardson, and their contribution to

the development of asphalt. From the development

of the proprietary asphalt and macadam mixtures

developed by such pioneers, the generic mixtures

were standardised in BS 594 and BS 4987. He

speculated as to whether there had been innovations

in asphalt technology since then and what the recent

development were from the client’s perspective. In

particular, he introduced how clients can help move

ideas from innovation to standard practice.

long-term research has

bought the industry many

benefi ts including improved rapid-

assessment methods,

new material specifi cations

and improved pavement

designs

‘‘long-term ‘‘long-term research has ‘‘research has

bought the ‘‘bought the

Neil Levett


CONFERENCE REPORT

Robert Noakes

Bob introduced how clients can

help move ideas from innovation to

standard practice‘‘Bob introduced ‘‘Bob introduced

how clients can ‘‘how clients can help move ideas ‘‘help move ideas

Bob then talked about a management system

introduced by Norfolk CC to take a measured

approach to client risk, Integrated Management

Systems, which covers the sharing of risk and

rewards for initiatives and innovations. His

department at Norfolk is continually looking to

improve the way in which it works and to identify

effi ciencies, which is achieved through employee

participation across the partnership. This new process

is designed to encourage and capture initiatives /

effi ciencies and innovations from staff. The process

prioritises development of ideas that may contribute

to target savings and service improvements as

identifi ed against business drivers and service

objectives. Priority is given to the initiatives most

likely to succeed and contribute to strategic priorities.

Bob explained the fi ve aspects of the system,

Planning, Resources, Implementation & delivery,

Monitoring and Annual process review. Planning

started with a review of government and corporate

requirements for establishing a partnership with

annual effi ciency targets. The idea is to ensure a

suitable process is in place to encourage and manage

initiatives / effi ciencies to achieve target savings that

will be shared by both client and contractors. The

terms of reference for the partnership needed to be

clarifi ed in order to ensure that the level of offi cer

was correct for the representatives chosen to be in

the partnership.

On resources, Bob explained that staffi ng

requirements and composition need to be regularly

reviewed in order to enable an effective operation

of system, the implementation of ideas and the

communication of outcomes. Members of the

partnership are responsible for championing this

process within their own service areas and to sponsor

the delivery of signifi cant ideas within them. The idea

is to develop and maintain a suggestion database

within each partner that will capture all ideas

from for future initiatives and/or effi ciencies.

For implementation and delivery, Bob said that

arrangements were made for suggestions received

were investigated and elevated to initiatives if

appropriate. The regular review process encourages

the generation of suggestions. Business cases for

successful ideas will be approved by the partnership

at monthly meetings, which also review reports on

all adopted ideas detailing their progress against

targets. Regular initiative information is publicised

to ensure that the whole department is aware of the

bigger picture and to encourage further contributions.

Bob stressed that the partnership regularly review

the progress of existing initiatives and identifi cation

of new effi ciencies on a periodic basis, including

the regular review of the ideas against a Value

Engineering Tracker. An Annual Process Review is

used to publicise progress and showing the savings

made through initiatives annually. The effi ciency

targets have to be reviewed annually and the

effectiveness of the processes reviewed annually.

Bob fi nished by showing a fl ow chart to show the

whole process. The system is working, with the

savings initially having been given to the contractor

but being moved more towards the client now that

the contractor has learned to accept the idea.

Alan Ferguson


CONFERENCE REPORT

The next speaker of the morning was Alan Ferguson

of Breedon and his talk, Getting through the heats

and making the final, on the key characteristics of

durable surfaces. Alan started with the durability

challenge, in which durability is easy (dense

asphaltic concrete compacted to 1% to 4% air

voids and a richness modulus of 3.6 = EME2) but high

surface texture requires a gap-graded material that

historically was hot rolled asphalt (HRA). However,

the disadvantages of HRA are that, because it is a

mortar mix of sand, bitumen and filler, it has poor

resistance to rutting and that, because it requires

pre-coated chippings to provide texture, the coarse

aggregate content is limited to about 35%. The

solution is to use heavily modify bitumen that is

expensive to produce, expensive to lay on major

roads and produces a very noisy running surface.

Alan suggested that alternative solution of stone

mastic (or matrix) asphalt (SMA). The new gap-

graded material came from Europe in 1994 with

an interlocking coarse aggregate stone matrix to

resist deformation. However, the high air voids

and low surface area give little to hold the binder

in place. There are two types of SMA to overcome

this problem: polymer-modified bitumen with

good affinity to aggregate together with a thick

polymer bond coat; and filling the voids filled

with bitumen mastic consisting of paving grade or

modified bitumen, limestone filler, fibres and other

components.

Alan explained that, initially, the requirement for

1.5 mm texture depth meant that only 14 mm

materials could confidently comply. As a result, 14

mm aggregate mixtures were used as a “cure all”

for everything from straight new build road on a

firm foundation to roundabouts, for which a smaller

aggregate size would be preferable. However, the

reduction in the texture re` %) minimum content

of highly SBS-modified bitumen with a minimum

softening point of 75°C. The mixtures also have

to go through a three-stage Approval Procedure:

laboratory design submission; off-site laying trial;

and trunk road trial. The qualifying requirements

include operator competence and product

functionality – the laying squad must demonstrate

the ability to form joints and use a gritting roller

and the material must be in specification and be

compacted to the appropriate level of voids. The

air voids in the compacted material has to be 2%

to 5% for 10 mm mixtures and the wheel-tracking

criteria are a mean rate of <0.7 µm/s and maximum

rut depth of <35%. However, there is no specified

texture depth, although it must be recorded.

Alan proudly reported on an approval trials on the

A985 at Crombie that was laid in April 2011. The

measured texture was consistently 1.2 mm before

gritting and 1.1 mm afterwards. The skid resistance

was measures as 0.8 GripNumber six months after

laying compared to the highest required level of

performance of 0.7. The reward was Interim Approval

prior to full approval, which is granted after 2 years

trafficking if a specified SCRIM value is met.

Alan then discussed an alternative recycling solution

that is more user, economically and environmentally

friendly. This solution involved the use of a polymer/

rubber modifier called Genan Road+. The product

consists of a recycled rubber ground to c.0.8 mm

and dry blended with a double bond polymer which

reacts with the sulphur on the surface of the rubber

and the maltenes and asphaltenes in the bitumen to

achieve cross-linked binding. The binder moves from

a thermoplastic to thermoset compound. An off-site

trial was laid in Clatchard Quarry during April 2012

as part of a TAIT process and a trunk road trial on

the A90 between Perth and Dundee. A long life

is forecast

Alan finished by concluding that the key

characteristics of durable surfaces vary with mixture

type. For denser SMA mixtures, sufficient binding

mastic and air voids of around 4% are a winning

formula.


CONFERENCE REPORT

Dr Ian Lancaster

looking at how the industry

can be faster, stronger, more fl exible, higher performance,

colder and greener – the

last two added from outside the Olympic theme

‘‘looking at how ‘‘looking at how the industry ‘‘the industry

can be faster, ‘‘can be faster,

The next speaker was Dr Ian Lancaster of Nynas with

a talk on binder developments entitled Liquid Gold.

Ian started by talking about what Google came up

with for “liquid gold”, ranging from the 1980s English

pop group to the hot metal that all the athletes were

to aspire to. They would be trying to go “Citius, Altius,

Fortius” (or “Faster, Higher, Stronger”) than the rest

by more skill, greater speed, increased strength and

enhanced stamina. Therefore, he would be looking

at how the industry can be faster, stronger, more

fl exible, higher performance, colder and greener –

the last two added from outside the Olympic theme.

With regard to faster and with allusion to Usain Bolt,

Ian listed paving and opening to traffi c with the

binder properties of low mixing viscosity and a rapid

gain in stiffness as the mixture cools. The reduced

working temperatures for binders, and hence

mixtures, should result in energy savings, reduced

fumes and other emissions and enhanced physical

properties, if only from reduced ageing of the

bitumen. These properties can be applied positively

for mastic asphalt, industrial fl ooring and the early

opening to traffi c of paving mixtures. There are

several binders that are faster, including the Nypave

PX range from Nynas that is modifi ed for reduced

viscosity. Ian then talked about examples of how

much faster construction can be now.

Ian moved on to strength with reference to Vassili

Alexeiev, where stiffer binders lead to stiffer asphalt

with greater rut-resistance, greater resistance to

point loads, more crack-resistance from the binder

properties of higher complex modulus (G*) and

phase angle. Modifi cation can produce signifi cant

enhancement in these properties across a range of

temperatures. Then Ian moved on to fl exibility and

that of Nadia Commaneci. More fl exible binders

lead to more crack resistant asphalt that can

accommodate substrate movement and thermal

stress more easily. Ian showed how fl exible

binders, such as Nypol 103, have improved tensile

performance that allows greater extensibility and

better cohesion at all temperatures, particularly

higher temperatures. He gave examples of improved

fl exibility.

Ian then moved onto ultimate performance with

allusion to the mighty Daley Thompson. Here, there

needs to be strength, fl exibility, speed and, possibly,

economics. Ian showed examples of where such

binders are needed: areas with 100 mm ruts; with

extensive cracking and patches; for which only

limited possession was possible; and where rapid

opening is required. Ultimate performance involves

several aspects including site issues (such as turning,

channelized and slow moving, high-volume traffi c;

extremely limited possession time) and asphalt

requirements (such as rut- and shear-resistance,

workability, rapid strength gain and, on occasions, oil

resistance) that lead to binder requirements of high

cohesiveness, high modulus, great fl exibility, rapid

strength gain on cooling and storage stability. For

this, Ian suggested a binder such as Nynas’ Endura

Z2, whilst admitting that there were others.

Dr Richard Taylor

The fi nal speaker of the morning was Dr Richard

Taylor of Shell, talking about developments in asphalt

proprietary products under the title Faster, Higher,

Stronger. Richard noted that Ian had already covered

faster, higher, stronger, but he was going to develop

them in a different way. On proprietary asphalt

products, he wondered whether there was anything

new because, despite there being many patents

over the last 150 years, the developments of asphalt

is an evolving story of patents, freedom of use of

those products, standardisation of the main aspects

followed by more patents on specifi c variations


CONFERENCE REPORT

before going round the circle again. Many proprietary

products have been around for decades, and there

seem to be at least one proprietary product or system

for almost every paving scenario, such as sports

surfacings, coloured asphalts and thin surfacings.

Some products have been branded in the UK with

formal IP and some with just basic knowhow.

Richard fi rst looked at an example for overlaying

concrete pavements called Strata that had been

developed in China by Koch which became a Shell

product with the acquisition of Koch. Strata is a

crack-relief interlay that is laid with conventional

paving equipment that signifi cantly delays refl ective

cracking and protects the lower pavement from

moisture damage. Furthermore, the product is

recyclable. The reduced cracking is achieved by the

asphalt being highly fl exible. The typical construction

with it in China is a tack coat, 25 mm of the fl exible

interlayer and a minimum of 70 mm asphalt overlay

(the actual thicknesses being dependent on traffi c).

This construction has been used for over 1500 lane

kilometres, including on some very demanding sites

that he showed.

Richard’s second example of a proprietary product

was another crack inhibiting asphalt membrane,

Lafarge Axoshield™, that Shell had developed with

Lafarge and has been on the market since 2007. In

2008 it was used on the Great Yarmouth South Quay

contract for Norfolk County Council where 5000 t of

polymer-modifi ed asphalt were laid across all layers.

Other sites have been laid on Highways Agency

network and are being monitored for performance

by TRL.

Richard then moved on to high reclaimed asphalt

(RA) addition in warm mixtures by Heijmans in the

Netherlands in which large levels of RA are generally

used; the target is up to 30% in the surface course

and up to 60% in other layers. He claimed that the

key to success is homogeneity and the treatment of

warm RA before mixing. He then went through the

batching process for hot-mix asphalt, for WAM foam

process and for WAM RA process and then the binder

fl ow for WAM RA with FluxShell 1000 (FS1000) binder

being added in the RA only. However, the concept

had to be proved in the laboratory, where some

creativity was used to mimic the injection of the

FS1000 into the parallel drum. The test results from

April 2010 showed comparability with traditional hot-

mix asphalt but with almost no binder ageing during

production rather than the traditional one grade

drop. When the concept was fi nalised, Heijmans

had to make investment at their mixing plants to

incorporate the system. Plant production started in

September 2010, with the produced asphalt allowing

quick opening to traffi c.

Richard reviewed the advantages of the system in

terms of the technology, the binder properties, the

asphalt properties, the production, the laying and

the environmental, where he suggested there would

be a 25% decrease in CO2 from less heating of the

aggregates.

Richard concluded by suggesting the proprietary

asphalts and intellectual property will continue to

evolve as the asphalt market evolves. However,

he believed that the focus will be on warm asphalt

technologies, rehabilitation and resource use and

colour for demarcation in addition to traditional

high performing products for particularly demanding

pavements. As such, asphalt will continue to provide

innovating solutions to today’s paving challenges.

Many proprietary products have been around for decades,

and there seem to be at least

one proprietary product or

system for almost every paving

scenario, such as sports surfacings,

coloured asphalts and thin

surfacings

‘‘Many proprietary ‘‘Many proprietary products have ‘‘products have been around ‘‘been around

Panel discussion


CONFERENCE REPORT

Dr Ian Davis

Andreas compared the

Olympics, which is sustainable and fi lled with events with a successful

asphalt plant, sustainable and

fi lled with orders

‘‘Andreas ‘‘Andreas compared the ‘‘compared the

Olympics, which ‘‘Olympics, which

The morning ended with a second panel discussion,

the fi rst one having been before the morning coffee

break.

The lunchtime break, as with all the other, shorter,

breaks, allowed delegates to explore the trade

stands, of which there were 22, most inside but

some outside with some big bits of kit. The full list, in

alphabetic order, was Aggregate Industries, Ammann,

Asphalt Reinforcement Services, Bardon Contracting,

British Board of Agrément, Celtest, Cooper

Technology, Dynapac, Francis Flower, Highways

Magazine/Seeing is Believing, iBind, Jet Materials,

JR Technical Services UK, KOREC Group, Nynas, RMS,

Shell Bitumen, Stabilised Pavements, Tarmac, Volvo

Construction Equipment, WDM and Wirtgen.

For the afternoon, Ian Davies of the Welsh

Government took over as Chairman, most

appropriately as the event was being held (just) in

the Principality. The fi rst speaker that he introduced

was Dr Andreas Biedermann of Ammann, the

principal sponsor of the day, whose talk, The Stadium

Where It All Comes Together, was on asphalt plant

developments. Andreas compared the Olympics,

which is sustainable and fi lled with events with a

successful asphalt plant, sustainable and fi lled with

orders. The sustainability is supported by recycling

reclaimed asphalt (RA), which can produce £1.5x1012

less material costs per year. There are different

techniques to keep the asphalt in the road, including:

cold addition in a continuous plant via a middle ring

that can incorporate up to 50% RA; cold addition in

a continuous plant via a hot elevator with up to 15%

RA; cold addition by batches via pug mill with up

to 25% RA; conventional warm addition concurrent

with direct heating with up to 60% RA; and the new

counterfl ow warm addition with indirect heating

and up to 100% RA. Andreas explained that warm

addition of up to 60% RA with a parallel drum should

Dr Andreas Biedermann

Varying the addition of RA by dynamic RA addition

makes optimal use of recycling. The RA ratio is

adjusted continuously by adjusting the mixing curve

to the laboratory results, in particular for the optimal

use of RA during start-up. Andreas used a swimming

analogy to show how knowing the process with

online analyse that is now available to understand

how economically and ecologically a plant is

operating. The EcoView system shows the operator

energy effi ciency online.

Andreas then discussed the technology trend for

lower temperature mixtures whilst maintaining the

highest quality but minimising the energy. The low

temperature is both on plant and on construction site.

One of the means to achieve lower temperature is

foam. The Ammann Foam Generator sends foaming

water at 2% to 4% of the bitumen or 0.1% to 0.2%

of asphalt and the hot bitumen through a static mixer

to produced foamed bitumen from the foam outlet

into the mixer with an adapted cycle.

1 litre of hot bitumen at 160°C (5% of asphalt) plus

0.03 litres of cold water (0.15% of asphalt) plus a

fi ne distribution produces 20 litres of bitumen foam

in which the water represents <0.05% of the asphalt.

Andreas gave an example in Switzerland where

both hot mix asphalt and foam asphalt at 115°C

involve a combination of cold and warm addition

for maximum fl exibility. This is a well-proven system

with >300 parallel drums and >800 cold additions.

The Ammann RAH 50 unit will gently heat the RA,

merging the RA with the virgin aggregates. He

showed an example of combined asphalt recycling

from north-east Italy where a RAH 50 unit was

retrofi t on a CB210 mixing plant in May 2010 while

CB150 plants were retrofi tted with RAH50 units in

both Cyprus and Israel.


CONFERENCE REPORT

were laid by the same crew using the same plant

and other equipment with about 50% RA (cold and

warm addition) and an equal number of roller passes.

He suggested the reasons for using foam asphalt

include low running costs (from energy savings, no

license fees and the use of ordinary bitumen, no

additives required), low investment (from using

existing bitumen pipes) and greater fl exibility (can

be used in either continuous or batch mixing plants

and any additives can be introduced via the binder

scale). Andreas summed up about where it all comes

together to improve: keeping asphalt in the road;

gently adjusting the RA addition; knowing the process

online; and using low temperature asphalt for the

highest quality and lowest energy.

The second speaker of the afternoon was Alistair

Brown of MOBA, who talked about paver technology

under the title Taking all the Triathlon Points. Alistair

started by suggesting that the equivalents to the

triathlon events were evenness and thickness for

swimming; temperature and segregation for cycling;

and compaction for running. To help win these

events, research was needed. In 2010, a European

FP7 research project entitled ASPHALT (Advanced

Galileo Navigation System for Asphalt Fleet Machines)

started that was lead by MOBA. The aim was to

develop high precision positioning applications in

road construction, fl eet management and logistics

in the construction just-in-time process chain. The

potential is that considerable money can be saved by

optimising the construction process. The initial spur

was an improvement in road construction was the

initial spur for the project, but the longer term aim is

to improve the whole road construction process by

optimising the supply chain and workfl ow and

by automating the paving process.

Alistair listed the key factors that were crucial

during process as mass fl ow, temperature, thickness,

evenness, segregation and compaction. Improving

these points will result in massive cost savings, a

reduction in traffi c jams, longer lasting roads, fewer

repairs and better infrastructure. Based on 2008

data, the potential worldwide cost savings are

c.£3,600x106 when the quality (longevity) of

road is improved by 10% (an additional year based

on a previous expectation of 10 years) which, for the

UK with c.320,000 km of trunk roads, is £36 x106.

The benefi ts of using intelligent and supporting

automation systems include an increase in the quality

of the road; a decrease in maintenance costs, repairs

or possible re-builds; greater quality assurance

with temperature profi le and location tracking; an

improved and documented jobsite process chain;

a bonus to administrations/agencies for using

assurance tools to prove the quality of the road;

and multiple ways to improve workfl ow and

decrease on-site working time.

Alistair explained that the project prototypes and

systems were tested on several special prepared

machines on real jobsites. He believed that the

current state of real-world solutions resulting from

the “ASPHALT” project for the three key disciplines

of evenness and thickness (MOBA-Matic II with live

control and measurement of both factors during the

construction process); temperature and segregation

(thermal process characteristics and process

improvements with 48 systems sold in the USA and

Germany and a unique system, Bar-Tec, under creation

in the UK for Bardon Contracting); and compaction

(MCA-2000 Compaction Assistant supports the operator

in achieving a homogeneous surface).

considerable money can

be saved by optimising the

construction process

‘‘considerable ‘‘considerable money can ‘‘money can

be saved by ‘‘be saved by

Alistair Brown

Principle Conference Sponsors - Ammann


CONFERENCE REPORT

The objectives of the Weymouth

Relief Road were to improve

reliability between Dorchester and Weymouth and provide a safe

transport corridor by removing

accident black spots and closing

unsatisfactory junctions

‘‘The objectives of ‘‘The objectives of the Weymouth ‘‘the Weymouth

Relief Road ‘‘Relief Road

Alistair fi nished by listing the expected

implementation and future developments in the

three key disciplines with the dates that they were

expected to be available. Currently, there are not

many medals being won in the UK for this type

of triathlon but, with adoption of systems such as

described, medals are clearly possible. The overall

investment for each paver/rollers team if fi tted

with every system available in the next 3 years is

c.£42.5k, which is only c.0.0061% of the cost of just

the asphalt saved by extending the life of the road

from 10 to 11 years, never mind the costs saved

from such things as reduced fuel, other materials

and labour; and removal of traffi c holdups and

delays.

Next the programme moved onto subjects directly

related to the Olympics with a double act (a coxless

pair in rowing parlance) of Dave Walker and Dick

Smeeth of Hanson talking about Weymouth roads

to speed Olympians under the title Fast Track. The

duo started by explaining the features that set

Dorset apart from most other counties in the UK,

these being the coastline which is a listed World

Heritage site, the lack of any motorways and that

it hosts the Olympic 2012 sailing events. The fi nal

aspect is that the county operates an established

HTSC strategic partnership, now in its second

term, between the public and private sectors, in

this case between Dorset Highways and Hanson

Contracting, which is based on open exchanges, trust,

innovation, collaborative working and the continual

measurement of business improvements and

effi ciencies through monthly KPI reports.

The pair showed a graphic of Weymouth Bay where

four of the fi ve race courses were to be sited, the

other one being in Portland Harbour. To allow the

competitors, offi cials and spectators to get to the

facilities without too much delay as well as to

provide a lasting legacy, a series of infrastructure

improvements with a total value of £144M have

been completed. The components were the

Weymouth Relief Road for £89M, the Weymouth

Transport Package for £20M, the Weymouth

Portland National Sailing Academy for £15M

and other minor schemes and infrastructure

improvements for £20M. Dorset put a lot of effort

into providing public information about the works

with public exhibitions, press releases and a

dedicated website.

Dave Walker & Dick Smeeth

The objectives of the Weymouth Relief Road were

to improve reliability between Dorchester and

Weymouth and provide a safe transport corridor

by removing accident black spots and closing

unsatisfactory junctions. It was also intended to

encourage economic growth with the improved

infrastructure and to improve the public transport

links so as to encourage a modal shift. The

construction consisted of 7 km of new carriageway,

eight new bridges, fi ve new roundabouts, a new

1000 space Park-and-Ride facility, 12 km of new

footways and cycle-ways and a 3 m-wide cycle

route between the towns; the cycle route already

proving to be very popular and in constant use. The

construction used 326,000 t of aggregates, 87,000

t of asphalt and 16,400 m³ of concrete and there

were no reportable accidents despite 122 near-

miss reports. The work scored 36/40 under the

Considerate Constructors Scheme.

The pair explained the timetable for the road with

planning permission being granted in April 2007,

the construction starting in January 2009 after the

funding had been confi rmed the month before

and the road being open to traffi c in October 2010.

The work started with some archaeological fi nds

of Scandinavian Vikings whilst an amazing array of

fi nely preserved fossils was also found. During the

works, the earthworks haul routes remained on site

to minimise disruption on the local network while top

soil was replaced on the main cuttings throughout

the contract. The earthworks at the southern end

of the route was undertaken to haul material taken

from Southdown Ridge to the site of the Park-and-

Ride roundabout junction. The work to remediate

the disused landfi ll site was completed on target,

including recycling 100% of site materials and

minimising the environmental impact of the scheme.


CONFERENCE REPORT

The two Ds then ran through the Weymouth

Transport Package, with the bid submitted to DfT

in October 2009, full approval given in March 2010

and construction running from April 2010 to July

2011, being fi nished on time and to cost. Again there

were no reportable accidents with 141 near-miss

reports and a score of 35/40 under the Considerate

Constructors Scheme. As to the materials, 3400 t

of aggregates, 17200 t of asphalt and 1200 m³ of

concrete were used. The scheme was a “once in a

lifetime” opportunity for Weymouth and Portland

to get a combination of physical improvements and

intelligent transport systems as part of the wider

transport strategy for the area. The aims of the

scheme were to ease the impact of congestion,

particularly along busy bus routes within the town;

to improve the quality of public transport by having

newer buses and improved bus stops; and to

modernise the bus network by introducing real time

passenger information (RTPI) on buses and at bus stops.

Overall, Dave Walker and Dick were proud of

improvements that they were involved with and

which would allow the required access to the region

for the Olympics as well as providing a real legacy

for the area.

The fi nal talk of the conference was by Rachel

Krzeminski of Aggregate Industries under the

title Field of Dreams talking about her part in the

construction of the Olympic Park. Rachel explained

that the construction for the Olympics involved a

£9.3bn programme that was largely public-funded.

It involved the building of the Olympic Park and

athletes’ village on a 500 acre site in Stratford,

East London. Construction started in 2006 and the

site had to be handed over in 2011 for the Olympic

test events. The site is only 5 miles from central

London, with all the associated advantages and

disadvantages.

Rachel then reviewed the main structures. The

Olympic Stadium, which was to host the athletics

as well as the Opening and Closing Ceremonies, has

a capacity of 80,000 that can be reduced after the

Games if required. The Aquatics Centre was designed

for the legacy, when its capacity will be reduced to

2,500. The Velodrome, which was handed over in

February 2012, was to host the track cycling events

and has a permanent capacity of 6,000 while the

adjacent BMX venue has an additional 6,000 capacity.

Finally, the IBC / MPC for the press, which was

handed over in January 2012, was described

by Rachel as large enough to accommodate fi ve

jumbo jets wing-to-wing! It has a fl oor area of more

than 90,000 m² and was designed to host more

than 20,000 broadcasters during the Games.

Rachel explained that 75p in every £1 that the

Olympic Delivery Organisation (ODA) is spending

is going toward the long term regeneration of the

area. Of their spending, aggregates and ready mixed

concrete (but not asphalt) were both identifi ed

as areas of ‘major spend’ by the ODA. Framework

agreements were put out to tender to deliver those

materials to the seven main venue contractors.

However, securing those contracts essentially only

gave the “licence to supply” those contractors and,

because the venues were still in the design stage,

only indicative volumes were given at that time.

Procurement was on a “two envelope” system with

quality giving 60% of the marks and price giving

40%. KPI’s were also included in the contractual

targets.

Rachel proudly explained that the tenders were

awarded in December 2007 to Aggregate Industries.

The tender including many replacement materials,

including china clay waste, Cornish granite, glass

sand, ground granulated blast furnace slag (GGBS)

and pulverised fuel ash (PFA). Over 400,000 m³ of

material was to be supplied to the Olympic Park

contractors. The key drivers for ODA and CLM were

for the materials to be supplied “on time, in budget

and to a high standard”. However, Rachel noted that

the ODA / CLM objectives could confl ict with those

of the venue contractors, their actual clients.

The key drivers for ODA and CLM

were for the materials to be

supplied ‘on time, in budget and to a high standard’

‘‘The key drivers ‘‘The key drivers for ODA and CLM ‘‘for ODA and CLM

were for the ‘‘were for the

Rachel Krzeminski


CONFERENCE REPORT

lasting legacy will be what they have learnt from

this interesting and demanding

project

‘‘lasting legacy ‘‘lasting legacy will be what they ‘‘will be what they have learnt from ‘‘have learnt from

The headline achievements from the ODA

Sustainability Report 2010 included that over 90%

of the total aggregate volume were delivered to

the Olympic Park by rail; 95% of the raw materials

for concrete production had been imported to the

site by rail; and the average cement substitution

was 32% (which supported the ODA target of saving

over 85,000 tonnes of embodied carbon). Rachel

explained recycled and secondary aggregates

were supplied as alternatives to primary products

whenever possible, with concrete having a secondary

aggregate content of more than 50% being supplied

to several venues, including the Olympic Stadium

and Aquatics Centre. Even many of the ‘fair faced’

concrete structures incorporated 30% secondary

content.

Rachel believed that the success of the project

was demonstrated by having a broad portfolio of

products and the logistical means to deliver them.

Jukka Laitinen & Pippa Birch

It takes time to understand the drivers of a complex

Client and develop sustainable solutions to achieve

their objectives, which she believed had been done.

Rachael fi nished by saying that the lasting legacy

will be what they have learnt from this interesting

and demanding project.

At the end, Jukka Laitinen thanked Pippa Birch,

Chairman of the organising Western Branch, with

a bouquet of fl owers. Pippa, in return, thanked the

members of her committee who had helped and

the sponsors, Ammann, Highways Magazine, Bardon

Asphalt, Bardon Contracting, Nynas, Francis Flower

and the University of Derby, without whom the event

would not have been the success that it had turned

out to be.

Following the conference there was the Annual

General Meeting, which got through the business

with the usual effi ciency despite the loss of Eddie.

It was a sad reminder of the loss to the Institute.

Next year’s conference is to be organised by the

South East Branch, to whom the baton has now

been passed. It is up to their team to keep up

the gold standard.


CONFERENCE REPORT

It would not have been possible for the branch to host such a

successful event without the input

and decisions from the branch committee and the dedication

and sheer hard work of the few

‘‘It would not have ‘‘It would not have been possible ‘‘been possible for the branch ‘‘for the branch

Cliff’s comprehensive report sums up what have been a challenging, yet hugely satisfying, couple of days.

It would not have been possible for the branch to host such a successful event without the input and decisions

from the branch committee and the dedication and sheer hard work of the few:

� Liz Halliwell for putting in the ground work and fi nding the fantastic venue

� John Bradshaw Bullock for organising the AV and providing his all round superstar organising skills

� Russell Hunter for the website and all the electronic bookings - it worked brilliantly

� John Richards for organising the Golf Day

� Frank Midwinter for the organising the trade exhibition

� Cliff Nicholls and Ian Carswell for organising and looking after the fantastic array of presenters

� Chris Wingrove and John Booth for physically helping at the actual event - never under estimate

the importance of your help!

� As well as our wonderful sponsors and all our supporters.

I’d like to extend my own huge gratitude to you all - YOU made the 2012 conference and you are marvellous!

On behalf of the Western Branch, I wish the South East Branch all the best in organising next year’s conference which

will be on the 27th/28th June 2013 at the Radisson Blu in Stansted - look forward to seeing everyone there!

A fi nal word from the Chairman of the Western Branch

From left to right: Russell Hunter, Cliff Nicholls, Ian Carswell, PIppa Birch, John Bradshaw-Bullock & Frank Midwinter


The 2012 President’s Dinner

CONFERENCE REPORT

The happy buzz around the room

was audible as the guests got to know each other

and the wine fl owed

‘‘The happy buzz ‘‘The happy buzz around the room ‘‘around the room

was audible as ‘‘was audible as

The 2012 President’s Dinner was an unmitigated

success - the St Pierre did us proud with both the

setting and the food. We attracted 148 guests to the

Pre-Dinner drinks, served in the hotel foyer, before

moving through the the dining area. The space was

such that we were able to set up the staging for the

conference the next day, giving everyone a sneak

peek at what was to come. The food was extremely

tasty, with a Welsh theme (naturally) - Leek and

Potato Soup, Welsh Beef and Welsh Orange pudding

(yes, we know they don’t grow oranges in Wales, but

not one person picked up on that fact!!). Pippa Birch

gave a welcome speech on behalf of the Western

Branch organising committee, and thanked the

sponsors for their valuable input. This was followed

by Jukka Laitinen providing the formal President’s

Welcome. The happy buzz around the room was

audible as the guest got to know each other and

the wine fl owed - we had a good mix of company

sponsored tables and “mix and match” tables this year.

Following the dinner, Jukka and Brian Downes

presented the Derby students with their awards.

They also presented Glenn Ford with his IAT Honorary

Fellow award.

Prizes Awarded

Shell

1st Place Dominic Hodgson

2nd Place David Orton

3rd Place Lucy Robinson

Cooper

Cooper and Test International Award for Asphalt Engineering Dominic Hodgson

Paviors

Asphalt Technology David Orton

Contracts David Orton

Business & Admin Lucy Robinson

Engineering Mark De Carteret

Pavement Design Peter Cullen

Construction Materials Y2 Liam Potts

Aggregate Industries

Best Coursework David Orton

Best 1st Year Alex Rankin

Cemex

Best Intermediate year Manuel Casanueva

IAT Award

Hon. Fellow Glenn Ford


CONFERENCE REPORT

Pippa then presented the raffle prizes. We have

managed to donate £500 from the proceeds to Danny

Crates’ nominated charity “Little Haven’s Children’s

Hospice” in Rayleigh and thank all for their generous

ticket buying.

After the formalities were finished, Danny Crates (Gold

Medal Paralympian) was finally able to get up on the

stage and deliver his speech. And what a speech it

was. Not only did he have grown men crying with

laughter at his one armed window cleaner in a shark

tank story but the whole thing was truly inspirational

- what a story. Danny joined us in the bar afterwards,

chatting to people, signing his book and generally

joining in. Several people mentioned afterwards that

in the light of his talk they were seriously reviewing

some of their own major life decisions and that is

the sign of a great inspirational speaker!

This was followed by the very serious business of presenting the golf prizes by John Richards and Pippa Birch.

Thanks to all those who sponsored/provided prizes. Pippa gamely even managed to present the booby prize

to the fairly jocular Irish contingent without losing her dignity!

Golf IAT Prize List

IAT President’s Cup for best MEMBER Golfer Miles Williamson

Nearest the Pin Vivian Moore

Longest Drive Richard Lloyd

1st Place Team BARDON CONTRACTING Ray Mullet John Jacob Sam Gamma

2nd Place Team BARDON ASPHALT John Richards Simon Jones Matt Gosling

3rd Place Team BARDON CONTRACTING Shaun Hillier Pat Weathill Neil Levett

1st Place Individual John Jacob

2nd Place Individual Lee Dursley

3rd Place Individual Paul Cross

Booby Prize for losing team IAT IRISH BRANCH

Danny Crates & Pippa Birch

Booby prize winners

32 Asphalt Professional • May 2012

REPORTS


HELD ON MONDAY 18 APRIL 2012

Report by Tony Stock

Background

The Nottingham Asphalt Research Consortium is a

research-led collaboration between the Universities

of Nottingham and Cambridge and businesses in

the asphalt and related industries. The Consortium

meets at regular intervals and provides the forum

for a co-operative dialogue between academia

and industry with a view to developing innovative

solutions to pavement engineering problems.

Members pay a subscription which is used to

fund research on topics that are defined

collectively by the members of the consortium.

The IAT, as the learned society concerned with

disseminating technical knowledge through the

Asphalt Industry, has been granted “observer”

status by the Consortium.

A special benefi t of NARC membership is the right

to attend meetings which brief members on the

latest developments in relevant research often well

before it appears via electronic media, conferences

and journals. This is a very cost effective way of

ensuring that members are kept abreast of the

latest developments in technology.

In addition to the update meetings, NARC runs

courses during the year on topics that are of interest

to the Asphalt Industry, and members are entitled

to preferential rates.

Report on meeting – 18 April

Membership is currently 21 companies, with a target

of 30. In addition to funding the regular up-dating

meetings, the membership fee provides a research

fund for industry relevant research, the project brief

being developed by NARC members in conjunction

with the two Universities. The fee is £1000/year,

which is excellent value for money.

Future activities

NARC Courses:

The following short (one day) courses are planned:

� Low textured asphalt surfacing: – implications

and benefi ts.

Wednesday 27 June, at Nottingham University.

� Low Carbon Asphalt. A meeting to be held jointly

with the SCI (Society for Chemical Industries).

Provisionally 25 October.

PresentationsThe theme for the presentations was “Futuristic

Pavements”.

Using smart phones for collecting data on pavement condition.Dr. Matt Byrne. University of Nottingham

The presentation started with a reiteration of the

need for reliable data on pavement condition,

the effectiveness of treatments, and rates of

deterioration to enable cost-effective and effi cient

pavement asset management. The specialist vehicles

that are currently used employ instrumentation

capable of making very precise measurements,

but their cost limits them to infrequent use. Various

unavoidable factors, such as wander within lanes

and the need to “stretch” data to fi t the network

also reduces the accuracy of the condition output.

Dr Byrne demonstrated that multiple measurements

with a device which does not provide high precision

can produce data which is at least as accurate as

that obtained from infrequent precise measurement.

(This does require the measurements taken have

suffi cient precision to be meaningful.) The minimum

instrumentation required for measurement of some

pavement condition indicators is an accelerometer

and a GPS system and smart phones are equipped

with both. Dr Byrne then reported an investigation

to evaluate the quality of data captured via an app

on a mid range smart phone to see if it could be

used reliably for pavement condition measurements.

The conclusion was positive with respect to potholes

and roughness as measured by the International

Roughness Index (IRI), and it was shown that

REPORT ON THE MEETING OF THE NOTTINGHAM ASPHALT RESEARCH CONSORTIUM (NARC)

‘‘multiple measurements

with a device which does not

provide high precision can produce data

which is at least as accurate as that

obtained from infrequent precise

measuement


REPORTS

relatively few measurements are needed to provide

a clear indication that there is a “defect”. It was

shown that the measurement and analysis system

is suffi ciently sophisticated to detect defects even

when drivers deviate to avoid running over them.

Many businesses based on the use of road transport,

such as haulage and deliveries, fi t the vehicles they

use with tracking devices, that is GPS. Also many

employees provide staff with smart phones, so the

potential for data collection is very large. Therefore

with appropriate measures to protect individual

privacy there is a very exciting prospect of up-to-date

pavement condition data being collected at minimal

cost.

Using advanced techniques based on process

automation and telecommunication to

signifi cantly improve the hot mix asphalt

road construction process.

Alistair Brown. MOBA Mobile Automation Ltd.

This was a presentation on a pan European project

involving a number of companies under the PAST

(process driven automated road construction –

secure and effi cient) program with which Mr Brown’s

company, Mobile Automation, along with a number

of others are engaged.

The specifi c process areas being investigated are;

� truck fi lling to eliminate segregation

� truck insulation to minimise heat loss

� truck docking with paper to eliminate shock

loading thereby improving surface profi le

� measuring asphalt layer temperature from

the paver to inform rolling

� develop a layer core temperature model

to inform rolling

� to develop a data transfer system between

all the units, from asphalt plant to roller

engaged in the process of paving to optimise

overall effi ciency by ensuring that the process

is continuous and can respond to changing

conditions such as whether or traffi c delays

without compromise to the fi nal product,

the road surface.

As most of the components of the system exist cost

analysis has been possible which showed that over

a fi ve year period the investment cost estimated at

£42,500 is 0.006% of the saving which will accrue

as a result of the improved pavement performance.

Given that the benefi t will accrue to the authorities

and road user there was some debate about how

contractors can be encouraged to invest in this

technology.

Pavements as a source of heating and cooling.Mr. Pejman Keikha.

This report described a study to assess how

to optimise pavement materials and structures

for the collection of solar energy and to store

energy. The work included the developments of

a mathematical model for the system. The specifi c

system investigated was one in which pipe loops

are installed in a pavement near its surface for

energy extraction and at depth for energy storage.

A key parameter in relation to collecting and storing

energy is the thermal conductivity of the paving

materials and this is very closely related to the

thermal properties of the aggregates used in them.

Hence the number of aggregate sources, some of

which would not normally be used in asphalt, were

tested for both thermal and mechanical properties.

This data was used in the mathematical model which

was tested experimentally in a pavement constructed

in the laboratory. Excellent correlation was obtained

between prediction and measurement for a concrete

pavement. The initial correlation with data from the

asphalt pavement was not good, but investigation

showed that there were voids around the pipes in

the asphalt layer and when this was incorporated

in the model excellent correlation was obtained.

The benefi ts for pavements were identifi ed by the

research. The surface temperature of the asphalt

was reduced when heat was being extracted which

will reduce the potential for rutting in an asphalt

pavement. The temperature gradient was reduced

in the concrete pavement which reduces the curling

stresses.

The project has demonstrated the technical feasibility

of using pavements as a source of energy and has

provided information on selection of aggregates to

optimise thermal performance. The most likely sites

for this type of system would appear to be large

areas of pavement such as car parks and airfi elds.

For further information on NARC and its activities

visit the Website at www.nottingham.ac.uk/narc

Tony Stock: University of Derby

‘‘there was some debate

about how contractors can be encouraged to invest in this

technology


INSTITUTE NEWS

‘‘In diffi cult times for the industry,

Angus noted that it was good to see

so many people turning out for the

annual outing

Scottish Branch Report by Neil Anderson

IAT Scottish Branch Golf Outing

On Tuesday 12 June the Scottish Branch was once again delighted to hold its annual golf outing at the Alloa

Golf Club, Schawpark. The event attracted 24 players made up of members and guests. Despite an awful

summer all participants were rewarded with a very pleasant afternoon on a course presented in excellent

condition. After the round the golfers enjoyed a high tea in the clubhouse and had the chance to bask in

their glory or mainly refl ect on what might have been.

The competition was an individual stableford with additional prizes for nearest the pin at all the par three holes

and longest drive at the seventeenth. All the prizes were presented by the Scottish Branch Chairman Angus

Bowman who was able to join us in the clubhouse at the end of the competition.

The overall winner was Graeme Chapman of Express Asphalt who with 38 points narrowly beat Robert

McNaughton of Hillhouse Quarry Co Ltd, also 38 points, by recording a better inward half. Third place went to

David Rennie of Leiths (Scotland) Ltd with a score of 34 points. There was also the keenly contested competition

for the Eric Boyd Trophy awarded to the Scottish Branch Member with the best stableford score. After some

initial miscalculation and checking of membership lists the Trophy was presented to Alex Moffat who returned

a score of 31 points. This is the second time that Alex has managed to get his name on the cup.

Angus was keen to thank all of the individuals and companies who supported the Branch event through their

participation or by donating prizes. In diffi cult times for the industry Angus noted that it was good to see so

many people turning out for our annual outing. In addition Angus thanked Graham Wright for dealing with

bookings and Eric Boyd for his invaluable assistance in marking and checking all the scores in his customary

meticulous manner.

Russell Hunter MarriesOn the 5 June 2012 a lovely sunny day Russell

married his fi ancé Vanessa at a beautiful location –

‘The Vu’, high in the hills above Bathgate amongst

their family and friends. My wife Jean and I were

honoured to have been invited to share in Russell

and Vanessa’s special day and were made especially

welcome by their parents. The marriage ceremony

was conducted by a very humorous minister which

made it unusual and highly entertaining! The meal

was delicious and was followed by superb speeches

from Russell and his elder brother, who had fl own

in from Australia for the big day. He gave us all

an insight to a side of Russell we never knew!

The evening continued with music and laughter.

It was a pleasure to attend this special day and

to meet the families of a lovely couple.

On behalf of the IAT Scottish Branch I wish

Russell and Vanessa well for the years to come.

Angus Bowman

CHAIR Mr & Mrs Hunter

INSTITUTE UPDATE


As already noted elsewhere in this issue, the

Institute suffered the sad death of our Secretary,

Eddie Maley. Working with Eddie on a regular basis,

speaking to him on the phone a few times per week,

it was a real shock when I heard the news about

his passing. He helped me a lot in the last year and

when that support is taken away you really feel it.

I will always be grateful for the help he gave me.

It is testament to the amount of work that Eddie did

for the Institute by looking at the amount of tasks

that we need to have undertaken by someone else.

He had involvement in the North East branch and

on Council will be impossible to replace, given

Eddie’s total dedication to the Institute.

Eddie’s funeral was overfl owing with people wishing

to pay their respects, a testament to how popular he

was. When it was mentioned during the service that

Eddie was proud of his role as IAT Secretary this made

me smile as I knew how good he was in this role.

I found out since his death that Eddie kept each copy

of Asphalt Professional, Yearbooks and even Asphalt

Newsletter neatly fi led in his offi ce. I recall when there

was an issue relating to some ancient IAT event, it

was Eddie that was able to recall from memory the

existence of the article in question which he produced

within a couple of days. I will miss working with him

and am sure the Council meetings won’t be the same

without him.

Monthly Email from Head Offi ceI am going to start a monthly newsletter, which should

provide regular means of contact from the Institute. It

will allow you to keep up to date with the latest news,

events (both national and local) and any job adverts

that are currently being offered. You can opt out of

this if you wish by sending me an email, or using the

option at the foot of the email.

This underlines the importance of ensuring that we are

kept informed of any changes to your email address.

We now also have the option of offering a back-up

email address and you can choose which contact

method we use, either business or personal.

Check your addressI sent every member and email asking them to

check their address, I’d like to thank all of those who

responded. I am sorry, there were literally 100’s of

replies and as a result too many to contact, although

I did make the relevant changes. I should be able

to announce soon the facility to update your details

via the IAT website, I am currently testing it.

Advertising

I am delighted to announce that we have a new lady

looking after the advertising in Asphalt Professional,

her name is Deborah and she has worked wonders in

generating adverts for the recent Yearbook. So if you

have a commercial interest and would like to advertise

to the readers of Asphalt Professional, or recruit online,

please contact Deborah Simpson on 01277 353611.

There will also be the opportunity to advertise on

the IAT website, so please register your interest.

Institute Update - September 2012

Russell Hunter Business and Development Manager

‘‘I am going to start a monthly

newsletter, which should

provide regular means of

contact from the Institute.

Review of Iterlene ACF 1000 as a bitumen regenerator for hot asphalt mixture

J C Nicholls, J M PrimePages: 34, ISBN: 978-1-908855-00-8Iterlene ACF 1000 is a product marketed by Coldlay

Products. It is marketed as a bitumen rejuvenator and

is added to Reclaimed Asphalt (road planings or plant

clean outs) to bring age hardened bitumen back to its

original softening point and penetration. This report

details work commissioned by the parent company of

Coldlay products, Berkshire Engineering Supplies, to

evaluate Interlene ACF1000.

Where RA is added to an asphalt plant there is a

requirement that bitumen be recovered from the

RA and tested to allow checking the compliance

to the specifi ed softening point and penetration

of the fi nal bitumen in the mix. Where more than

25% RA is added, coring and stiffness testing of the

mixed and compacted material is also required in

Review of Published Project Report PPR598

designed materials. Therefore it is important that

asphalt producers using RA have a tight QA process

to ensure bitumen in the mix meets these specifi ed

requirements. This can be achieved using blended soft

bitumen or alternatively by the use of a rejuvenator

such as Interlene ACF1000 to compensate for the

hardened bitumen in the RA.

This TRL report evaluates the effect using different

types of RA and Interlene ACF100 rejuvinator has

on the fi nal asphalt product behaviour in terms

of compatibility of mix and residual softening

point of the reclaimed bitumen. It also details the

methodology that should be used to calculate blended

binder properties and gives a draft specifi cation for

regenerators.

This report is useful reading for asphalt producers

considering the use of regenerators in their production

process. The Institute is grateful to Alan Ferguson for

undertaking a review of this document.

Joint IAT North/South Irish Branches Conference 2013 - a date for your diaries

“Securing The Road Ahead”

Venue: Europa Hotel, Belfast

7th March 2013

(Golf and Dinner

6th March 2013)

REPORT & DIARY


Branch Events www.instofasphalt.org/index.php?id=events

Tuesday 2 October 2012 Scottish Branch HA/MPA/RBA Collaborative Programme. Skid Resistance Behaviour of Thin Surface Course Systems Alan Dunford Inchyra Grange Hotel, Grange Road, Polmont, Falkirk

Thursday 11 October 2012 Western Branch The Evolution of the Skid Resistance of Proprietary Asphalt Surfacings Ignacio Artamendi Fox & Hounds, Tytherington, Frome, Somerset

Tuesday 30 October 2012 Scottish Branch Resurfacing of Mount Pleasant Military Airfi eld on the Falkland Islands John Cook Inchyra Grange Hotel, Grange Road, Polmont, Falkirk

Thursday 1 November 2012 Western Branch Compaction-free Technology: Mastic Asphalt Steve Shaw The Major’s Retreat (Portcullis Inn), High Street, Tormarton

Tuesday 13 November 2012 Scottish Branch Joint Meeting with Institute of Quarrying, TS2010 Production and TAIT Approvals Dougie Millar Inchyra Grange Hotel, Grange Road, Polmont, Falkirk

Saturday 17 November 2012 Western Branch 31st Annual Dinner Dinner The Bristol Hotel, Prince Street, Bristol

‘‘it is important that asphalt producers using RA have a tight QA process

to ensure bitumen in the mix meets (these) specifi ed

requirements

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