sample yearbook (2014 edition)
TRANSCRIPT
www.instituteofasphalt.org
The Institute of Asphalt Technology YEA
RBOO
K 2014
The Institute of Asphalt Technology
YEARBOOK 2014
For your toughest challenges
www.nynas.com
If you are challenged to design an asphalt solution that can handle the toughest
circumstances, bring that challenge to us. We will show you how we have applied our
toughest binder, Nynas Endura, to challenges all over Europe and fi nd the right design
for your needs. Want to know more? Visit nynas.com/endura
DOCKS AIRPORTS RACETRACKS ANY HEAVY TRAFFIC AREA
Talk to us about Nynas Endura
11-0008tg-NYN_Ad_Endura_Hamn_FINAL.indd 1 2012-06-11 15.49
Published by www.aladltd.co.uk
Designed by Sharon Levett • [email protected]
© 2014 Institute of Asphalt Technology
No material in this issue may be reproduced in any form except by permission in writing from the Institute Secretary.
Contributors express their personal and professional opinions in this publication and their views are not necessarily those of the Institute of Asphalt Technology.
The Institute of Asphalt TechnologyPO BOX 17399 • Edinburgh • EH12 1FRTel 01506 238 397email [email protected] www.instituteofasphalt.orgISSN 1479-6341
President Arthur Hannah, FIATVice President Geraldine Walsh, FIAT Editor Pippa Birch, MIAT Business & Development Manager Russell HunterSecretary Michael Atkinson, FIATHon Treasurer Ray Wood, MIAT
For your toughest challenges
www.nynas.com
If you are challenged to design an asphalt solution that can handle the toughest
circumstances, bring that challenge to us. We will show you how we have applied our
toughest binder, Nynas Endura, to challenges all over Europe and fi nd the right design
for your needs. Want to know more? Visit nynas.com/endura
DOCKS AIRPORTS RACETRACKS ANY HEAVY TRAFFIC AREA
Talk to us about Nynas Endura
11-0008tg-NYN_Ad_Endura_Hamn_FINAL.indd 1 2012-06-11 15.49
The Institute of Asphalt Technology
YEARBOOK 2014
4 President
10 The Institute of Asphalt Technology
11 Who’s Who in the IAT 2014/2015
12 IAT Council 2014/2015
14 Branch Committees 2013/2014
15 Branch Reports
24 Education Committee
25 Publications Committee
26 Technical Committee
26 Financial Statement 2013
27 Promotions Committee
28 Membership Committee
30 The Social Whirl
32 Russell Hunter’s Report
32 New Members
33 Routes to Membership
34 Trade Associations
TECHNICAL PAPERS43 AWARD WINNER – Warm Mix Asphalt reaches Dublin’s Fair City
48 The Crack, Seat and Overlay Method incorporating EME2
54 New Routes for Approval
58 A82 Crianlarich Bypass – Machine Control to improve Sub-Base
and Asphalt Surface Regularity
62 Surfacing Options - Bridge Decks
70 RAP Recycling in a Hot-Mix Asphalt Plant
72 Lining Landfill Cells using Dense Asphalt Concrete (DAC)
78 How CE Marking is working for Surface Treatments
ADVERTISERS INDEXAmmann 13, 29
Billian 81, 93
Colas 6, 8
Connor Construction 41, 89
Elm Surfacing 92
Eurovia 61, 84
FM Conway 31, 86
Grontmij 53, 91
Highways Magazine
Excellence Awards 23, 71
Instarmac 90
Irish Tar 92
JCB 69, 83
Jet Materials 30
Kilsaran 93
MPA/Newcastle University 57
Nynas IFC, 82
Scalestick 90
Seeing is Believing 23, 94
Total BC, 85
United Asphalt 35, 87
Velocity 49, 88
4 IAT YEARBOOK • 2014 www.instituteofasphalt.org
Where does time go? When Pippa asked
me to do the President’s review for the
2014 Yearbook I thought I had plenty
of time to do it as I could not believe I
have been in office for nearly a year. She
gave me a couple of weeks maximum.
What it has done is made me sit down
and think about how my term in office is
going. Becoming President towards the
end of June lulls you into a false sense of
security in that we are almost straight into
the summer holidays so nothing much is
happening. I did however make my first
outing a week after the conference at the
one day Engineers’ training seminar that
was organised at Derby University and
aimed at the client side of the business.
I was originally attending to do the key
note speech but a few days before I was
persuaded to step in and present one
of the papers, so not the easiest start
to my Presidency. The day was a great
success with numbers close to 100, the
only complaint was the huge amount of
information given that day which made
it hard work for the delegates. Ideally
we would want to run this over two days
but it is difficult to get people out of the
business for that, so we crammed as much
as possible into one day.
Our collaboration with the University of
Derby and the courses we jointly run is
working well and I must pay tribute to Brian
Downes and his committee for the effort
they put in to making this work. The courses
are going from strength to strength and we
are now looking towards developing links
with other Universities to develop a stronger
base for feeding into these courses. Brian
is also looking at extending the one day
Engineers’ Seminar to other parts of the
country so that we can cast the net as wide
as possible and hopefully attract some new
members.
Your Council is determined to make the Institute relevant to the needs of you, the members, and to keep you all at the forefront of any developments throughout the industry
I have not managed to get around all of the
branches yet but have made a good start,
with the Western Branch annual dinner
dance, an Irish branch training day, the
Scottish and East Midland branch dinners,
(the latter three all in eight days) and I
will shortly be attending the Pennines
branch Summer Ball. I hope to get around
the remaining branches in my next year in
office. The support for the branch events
does vary around the country and some
branches are struggling to get numbers to
any sort of event; however, overall I think
that the Institute is in very good health. The
Irish, Western and Scottish branches seem
to have the knack of putting on exactly
want is wanted by their members and are
getting very good turn outs to both social
and technical evenings. We do need to look
hard at the other branches and see how this
can be extended throughout the country.
I have also represented the Institute at
the Institute of Quarrying annual dinner
and the IHE annual dinner. The invitation
I missed out was the CIHT Luncheon at the
Grosvenor House Hotel but my shoes were
ably filled by Geraldine, our Vice President,
who attended in my place. I will ensure my
holiday arrangements are better planned
this year.
We are developing closer links with the
Worshipful Company of Paviors. They are
keen to promote apprenticeships and hands
on training which is complementary to what
Derby University offers and we are currently
exploring ways we can work together. They
have for a number of years made awards
to successful students undertaking the
examinations in asphalt but we are
looking to expand on this and more
into the practical side of training.
On the financial front, 2013 was a successful
year, so much so that we have now put
Asphalt Professional back into print. This
is a good sign which now allows the
Council to put all its efforts into our core
values of training and the dissemination
of best practice and innovation in asphalt
technology rather than just survival.
The annual loss of members we have
experienced over recent years has now
stopped and we are attracting more new
members than leavers. Russell has worked
very hard on contacting any members who
have not paid their subscriptions in recent
years and has had some success in getting
these paid. He now has an accurate list
of all the members who have paid their
subscriptions and has written to those in
arrears informing them of their suspension.
This is probably the first time in many years
that we have an accurate and up to date
membership list. If you do know anyone
who has been suspended and wishes to be
reinstated, then please ask them to contact
President
Arthur Hannah FIAT President IAT
www.instituteofasphalt.org IAT YEARBOOK • 2014 5
PresidentRussell who will agree the necessary
arrangements with them. We need to grow
the membership over the forthcoming years
so please bear this in mind, especially with
new starters within your companies. We
have streamlined the membership process
to make it as easy as possible for people to
apply and to decide on the correct grade of
membership, so let us make good use of it.
Those of you who attended either the
Hillhead exhibition or our National
conference will have seen the new brochure
we have had published to promote the
Institute and the benefits of membership.
This is the result of much hard work by
our Promotions Committee under the
Chairmanship of Chris Lycett who has
been helped in this project by Geraldine
Walsh. This is a very professional piece of
work which will be available for use at all
the events we attend and where we can
attract new members. The strapline of
‘Paving the Way’ will be used in coming
publications and will be combined with
additional words depending on the audience
we are targeting. This is all part of making
the Institute more Professional and more
attractive to new members and helps to
portray our core values. Further work on
our website is currently being undertaken
by Russell Hunter to keep this up to
date and relevant, a further sign of our
professionalism.
Your Council is determined to provide an
institute relevant to the needs of you,
the members, and to keep you all at the
forefront of any developments throughout
the industry.
This is not easy and I must thank all of
the teams involved in this massive task.
We want this to be the ‘must join’
institute for everyone in the industry and
I an confident that we are moving in that
direction.
I am looking forward to my second year
as President and if it is half as enjoyable
as my first year I will be very happy.
AsphaltProfessionalTHE ONLY PROFESSIONAL MAGAZINE DEDICATED TO THE ASPHALT INDUSTRY
The Asphalt Professional has been changing for the better over the past 12 months and we want to keep momentum going – but we need YOU! If you can contribute in any way, through submission of technical papers for
review, items for discussion, advertisements or just a letter giving us your opinion - we want to hear from you!
September Issue: ASPHALT PRODUCTION AND PLANT
Copy Date - Wednesday 13th August 2014
November Issue: RECYCLING
Copy Date - Wednesday 8th October 2014
(Please note: technical papers need to be submitted one month prior to copy date to allow for technical committee review)
And what does 2015 hold in store? We will be starting to put together our forward plan for 2015 soon. Are there any topics you’d like us to cover next year?
Do you have products you’d like to advertise that would suit a particular focus?
Pop us an email at [email protected] or call Pippa on 07787 501652
There’s more to Colas than you realise
Over the years, Colas’ history of growth has been progressive and far reaching and we have built a long lasting reputation as a diverse service provider.
Our unique ability to provide intelligent and innovative solutions has contributed to our long term success and as a result we have continued to enhance and increase our offering to the highway infrastructure market.
For us it’s about looking into the future and in Scotland we have recently developed our service even further. By utilising our in-house expertise and resources, we have introduced a specialist contracting unit that is built and based on the needs, practises and preferences of our Scottish customers.
With greater emphasis being placed on integration and collaboration, for our customers this means access to a much wider range of skills, services and capabilities.
So by choosing Colas, our customers benefit from having access to first class products and services that are backed by the International Colas Group and an annual research and development investment of €70m.
www.colas.co.uk
65889_IAT_Yearbook_DPS_Ad.indd All Pages 20/05/2014 16:50
There’s more to Colas than you realise
Over the years, Colas’ history of growth has been progressive and far reaching and we have built a long lasting reputation as a diverse service provider.
Our unique ability to provide intelligent and innovative solutions has contributed to our long term success and as a result we have continued to enhance and increase our offering to the highway infrastructure market.
For us it’s about looking into the future and in Scotland we have recently developed our service even further. By utilising our in-house expertise and resources, we have introduced a specialist contracting unit that is built and based on the needs, practises and preferences of our Scottish customers.
With greater emphasis being placed on integration and collaboration, for our customers this means access to a much wider range of skills, services and capabilities.
So by choosing Colas, our customers benefit from having access to first class products and services that are backed by the International Colas Group and an annual research and development investment of €70m.
www.colas.co.uk
65889_IAT_Yearbook_DPS_Ad.indd All Pages 20/05/2014 16:50
8 IAT YEARBOOK • 2014 www.instituteofasphalt.org
Colas is a name known to many for a variety of different products and services in the
UK’s highways and transportation sector. In Scotland the reputation of the Colas brand
is strong mainly through its Products and Surface Treatment activities delivering high
performance materials and specialist surfacing techniques. Colas is now looking to
enhance its position following the launch of a new dedicated contracting team.
Colas’ successful Products business is
based out of Warrington in Cheshire. An
extensive portfolio of different and widely
used highway products are supplied in bulk
or packed form from Colas’ Warrington
manufacturing site throughout the UK.
Following a reorganisation it is under the
Products umbrella that the new Colas
contracting unit has been launched, with
the team based in East Kilbride, dedicated
to serving clients in Scotland.
“The depot is strategically placed. From
there we can cover most places in Scotland
with our mobile crew,” says Colas Associate
Director for Products Sommerville Wright.
“We have launched a contracting business
dedicated to Scotland because demand
for our high performance materials
and methods is growing. This opens
opportunities for us to deliver specialist
contracting capabilities, which are most
effective if they are located close to the
customer base.
“Furthermore, our operatives will be
fully trained in a number of product
applications and specific activities to
ensure that we have full control over the
quality of workmanship and consequently
responsibility for the performance,”
Wright adds.
There is great emphasis placed on
integration and collaboration in Colas’
new strategy. Across the UK, customers
deal with the same company: “There is
one Colas, offering a wide range of skills,
services and capabilities,” Wright says.
“We do recognise, however, that one size
does not fit all, and that Scotland and our
Scottish customers have specific needs,
preferences and ways of working. Our
contracting business in Scotland is being
built on close long term relationships with
our clients.”
Colas’ capabilities include application of its
in-house produced materials, such as the
company’s joint sealant range, decorative
surfacing and footpath treatments, as
well as other activities including traffic
management (TM) and ironwork.
The company’s TM business has grown out
of Colas’ involvement in the trunk road term
maintenance market. Its TM operation now
includes a fully accredited training centre as
well as all of the equipment necessary for
providing TM services across all categories
of the highways network.
The Colas contracting team in Scotland is
fully trained to work as an autonomous
unit on public highways and private sites.
Its operatives have the skills needed for
setting out and maintaining the TM that
is appropriate to a particular project or
site says Wright.
This attitude extends to quality of
workmanship, Wright says. The aim is to
build up a specialist contracting business
in Scotland. “Some may not see the sort of
work we’re doing as particularly specialist,
but these teams are specifically trained to
lay these products to a high standard, so
they are specialists in the service they are
providing.”
The surfacing products include Colas Grip,
a premium clear and resin-based binder
material, which a Colas contracting team
of three operatives recently applied for
Dumfries & Galloway Council.
Colas’ contract involved the resurfacing
of a car park as part of the regeneration
of Dock Park in Dumfries. The park, on
the bank of the River Nith, is an important
public space and heritage area for the town.
ADVERTORIAL
New contracting team carving out a niche
For more information: www.colas.co.uk
www.instituteofasphalt.org IAT YEARBOOK • 2014 9
For its restoration, supported by the
Heritage Lottery Fund, the council wanted
a car park surfacing material that offered an
aesthetic finish and a durable one, capable
of withstanding high forces exerted by
turning vehicles.
Colas supplied and applied a slurry seal
surfacing in the car park bays, with a stone-
finish surfacing based on Colas Grip on the
car park roads and turning areas, over an
area of about 2,000 square metres.
“We have received excellent feedback
on the success of this contract, particularly
on the quality of the workmanship on site,
which was the most critical aspect for the
council,” Wright says.
“This contract has built on the good
relationship we had already built up with
Dumfries & Galloway over a number of
years through supply of our products to the
council’s in house contracting operation.
We hope to do similar for other customers
as well, where a high quality end product
is required.”
The work of Colas’ contracting team in
Scotland has focused on application of Colas’
surfacing materials so far, but the plan is
to promote the company’s other specialist
services such as joint sealing, ironwork and
traffic management. “We also intend to
add other specialist materials and surfacing
applications to our portfolio, depending on
demand. We will listen to our customers
and respond accordingly,” says Wright.
ADVERTORIAL
“Customers in Scotland will be well aware
of other Colas contracting teams – those
that apply specific surfacing methods, such
as microasphalt and Colas Fibredec as well
as deep and shallow in situ road recycling.
This new Colas contracting business will
work collaboratively with these teams
where opportunities arise, creating a
platform for Colas to develop and enhance
its profile in Scotland.
“Application of our own and others’
specialist surfacing materials is a natural
fit for us. It’s a niche market and a platform
for the rest of the Colas business. We can
identify opportunities in Scotland for other
Colas teams and vice versa.”
For more information: www.colas.co.uk
Scotland is a very important market for
Colas’ Products business, with specialist
materials of bitumen emulsion and
other highway products manufactured
and distributed from the company’s
Warrington site.
One of Colas’ most successful products
over recent years is its BBA HAPAS
approved Colpatch pothole filler
material. Colpatch has become a
recognised by many local authorities
and term contractors as a sustainable
method for pothole and patch repairs is
now being supplied annually in bulk or
in bagged or bucket form.
The majority of these sales are
to highway authorities and their
contractors in Scotland and England’s
northern counties, partly due to
the material’s ‘tenacious’ bond and
durability in all weather. Colpatch also
has the significant advantage of being
able to be stored for up to two years
and still function effectively.
“A great number of pothole repairs are
still being carried out following this
year’s very wet winter,” says Colas
Products Associate Director Sommerville
Wright. “Some customers like to take
delivery of Colpatch in 20t bulk loads
to be used over several months, while
others buy smaller quantities weekly.
The versatility is key.”
10 IAT YEARBOOK • 2014 www.instituteofasphalt.org
The Institute of Asphalt Technology
Thanks to some hard work by all concerned,
we have been able to offer the enhanced
Diploma course since September 2007,
with the recent upgrade of the course to
Foundation Degree level – see Education
Review on page 20.
Publications Committee
The Publications Committee is responsible for
the highly acclaimed Asphalt Professional and
this yearbook. Our in-house journal continues
to win plaudits for its high quality output. To
collate this publication takes many hours of
hard work and dedication from all concerned
and the polish of the finished Journal proves
it is worth the effort.
it is, of course, your Institute, an organisation of which we can all be proud
Finance Committee
The Finance Committee looks after our
(your) cash. Balancing the income against the
outgoings is no easy task and some difficult
decisions have to be made. Our finances are
now healthy after a few years’ drain on our
resources. No organisation can rest on its
laurels and the Committee, along with the
support of Council, will continue to look to
improve the financial management of your
Institute.
Business Development Manager
So, as well as the committees, what else
happens? The IAT could not function without
the administrative backup from our Business
Membership Committee
The Membership Review Panel is responsible
for vetting all prospective members of the
IAT. Applications for membership are judged
against the criteria laid down in the “Routes
to Membership”. However, the Committee
recognises that the Industry has changed
radically since the Institute’s inception and
today’s aspiring IAT member will often
possess a different variety of qualifications
and experiences than was originally
envisaged. Hence the Committee has had
to acknowledge and adapt to this while
protecting the status and integrity of the
membership.
Technical Committee
The Technical Committee has continued to
diligently and professionally undertake peer
reviews of technical papers for publication
in Asphalt Professional. Clearly, our highly
acclaimed publication would not work
without such a high quality peer group
review. It is to the Technical Committee’s
credit that so many excellent papers have
been reviewed for the magazine. The
Technical Committee is also responsible
for IAT representation on BSI and similar
committees, by giving feedback as
appropriate (by JBB & JCN, at least)
Education Committee
The Education Committee is the link with
the University of Derby and is constantly
reviewing the content of the coursework.
No one should underestimate the magnitude
of such an undertaking.
AN OVERVIEWThe Institute of Asphalt Technology (IAT) exists to serve all its members. To that end it constantly reviews its performance and operations
to bring you the service you require. We have to recognise that the IAT would not exist without the patronage of its members. We are
therefore grateful for the feedback we receive, both positive and negative. In these days where recognised qualifications are becoming
a prerequisite for professional employment, being a member of a recognised and respected Institute is becoming more important. The
IAT aims to meet this challenge by reviewing its operation in order to remain at the forefront of technology, while remaining true to its
traditions and values. To demonstrate this, it may be worthwhile looking at the breadth of the work undertaken by the IAT Council and
its Council Committees.
Development Manager, Russell Hunter,
who is the link between Member, Council
and the Branches. It is his function to ensure
that all aspects of the Institute run smoothly
and as he reaches the end of his second year,
we are pleased to report how successful he
continues to be.
Branch Committees
But the heroes in all this are, of course, the
Branch Committees; without their tireless
support the IAT would struggle to work. Not
only do they cater for the membership at
local level by organising technical evenings,
conferences, training days and social events,
but they also continue to support the Institute
financially. It’s also the Branches and their
Committees who primarily seek out and
recruit new members. We believe that in the
IAT we have a strong, vibrant Institute that
punches well above its weight. In the end it
is, of course, your Institute – an organisation
of which we can all be proud.
www.instituteofasphalt.org IAT YEARBOOK • 2014 11
Who’s Who in the IAT 2014/2015
Activities of the Institute The objectives of the Institute are:-
n To promote generally the knowledge
of asphalt technology and to make it
available to all members of the Institute.
n To encourage and promote improvements
in the practice and standards of the
technology.
n To promote the consideration and
discussion of all questions affecting
asphalt technology.
n Generally to watch over, support and
protect the status of members of the
Institute.
National activities include publication of
a Asphalt Professional and organisation
of conferences. Asphalt Professional
also contains papers concerned with the
manufacture and use of asphalt in highway
engineering, civil engineering and building
construction. Seminars and technical and
social meetings are arranged by nine
branches that cover the United Kingdom and
the Republic of Ireland.
PRESIDENT
A Hannah, FIAT
VICE-PRESIDENT
G P Walsh, FIAT
MEMBERS OF COUNCIL
W L Andrew, MIAT
M Atkinson, FIAT (Company Secretary)
P Birch, MIAT
A Bird, MIAT
J Booth MIAT
B Downes, MIAT
A L C Ferguson, MIAT
C Hudson, FIAT
J T Laitinen, FIAT
I Lancaster MIAT
G Lohan, FIAT
C Lycett, MIAT
J C Nicholls, FIAT
A J Sewell MIAT
R G Wood, MIAT (Hon Treasurer)
A Woodside FIAT
MEMBERS OF SENATE
R C Bolden, FIAT
J M Bradshaw-Bullock, FIAT
S M Child, FIAT
A W Christie, FIAT
I J Dussek OBE, Hon FIAT
V Moore, FIAT
W B Nickson, FIAT
H R Perkins, FIAT
G J Rayner, FIAT
K A Riley, Hon FIAT
I D Walsh MBE, FIAT
PAST PRESIDENTS
2011 J T Laitinen, FIAT
2009 C Lycett, MIAT
2007 R C Bolden, FIAT
2005 I D Walsh, FIAT
2003 S M Child, FIAT
2001 J M Bradshaw-Bullock, FIAT
1999 H R Perkins, FIAT
1997 A W Christie, FIAT
1996 V Moore, FIAT
1994 C Rose, FIAT
1993 A T Pakenham, FIAT
1992 I J Dussek, OBE, Hon FIAT
1990 K A Riley, Hon FIAT
1988 W B Nickson, FIAT
1986 F M L Akeroyd, Hon FIAT
1983 AW M Burman, FIAT
1980 G F Brantingham, DFC
1979 G J Rayner, Hon FIAT
1974 R G Martin
1966 Sir H Manzoni, CBE
HON FELLOWS (HON FIAT)
F S Baxter
S F Brown OBE
S A van der Byl
D M Colwill OBE
A F Constantine
I J Dussek OBE
I L Jamieson
G J Rayner
K A Riley
B W Larter
ACCOUNTANTS
TMA Chartered Accountants
BANKERS
Lloyds TSB Bank Plc
The Institute supports managerial and
technical staff training schemes in asphalt
technology and moderates qualifying
examinations. Courses are available at:-
University of Derby Corporate Enterprise Centre,
Bridge Street, Derby, DE1 3LD
tel: 0800 678 3311
fax: 01332 597736
Email: [email protected]
12 IAT YEARBOOK • 2014 www.instituteofasphalt.org
IAT Council 2014/2015
Certificate of Merit
Alan Ferguson Chris Hudson
Ian Lancaster
Andrew Bird
Geraldine Walsh
Vice-president
Gearoid Lohan
Michael Atkinson
Company Secretary
Lyle Andrew Pippa Birch
Cliff Nicholls
Ray Wood
Hon. Treasurer
Chris Lycett
John Booth Brian Downes
Tony Sewell
Jukka Laitinen
Alan Woodside
Since its inception in 1992, the Certificate of Merit ‘in recognition and appreciation
of exceptional services in support of the Institute’ has been awarded to the following:
1992 William C Moulton W.Midlands Branch
A J (Doc) Foster Pennines Branch
1993 Eric R M Boyd Scottish Branch
Ken J Powell W.Midlands Branch
1994 F S (Derek) Baxter N. Ireland Branch
Terry W S Hoban South East Branch
Basil W Larter North East Branch
John L Sullivan W.Midlands Branch
1995 Roy E Pyke E.Midlands Branch
1998 Peter Heron Western Branch
Alan Lowes North East Branch
John Norman E.Midlands Branch
2000 Dr Bryan Hayton E.Midlands Branch
2001 Peter Wheedon North East Branch
2004 Ray Wood E.Midlands Branch
2006 Mike D Haswell Western Branch
2007 John Halfpenny West Midlands
Arthur Hannah
President
Ammann UK Ltd.Bearley, Stratford-upon-Avon
CV37 OTY WarwickshireTel. + 44 1789 292 210
UniBatch
The new UniBatch sets new standards for asphalt mix production in the 80–340 t/h output classes. It delivers cutting-edge technology and includes all the features of current and future plant concepts. This batch mixing plant is optimised to reduce wear and maintenance, and is easily accessible. Slimline dimensions and core components designed to max-imise performance make it top of our mixing plant range.
For more information on compaction machines, mixing plants and pavers go to www.ammann-group.com
UniBatch 260 t/h.
Ammann UK Ltd.Bearley, Stratford-upon-Avon
CV37 OTY WarwickshireTel. + 44 1789 292 210
UniBatch
The new UniBatch sets new standards for asphalt mix production in the 80–340 t/h output classes. It delivers cutting-edge technology and includes all the features of current and future plant concepts. This batch mixing plant is optimised to reduce wear and maintenance, and is easily accessible. Slimline dimensions and core components designed to max-imise performance make it top of our mixing plant range.
For more information on compaction machines, mixing plants and pavers go to www.ammann-group.com
UniBatch 260 t/h.
14 IAT YEARBOOK • 2014 www.instituteofasphalt.org
Branch Committees 2013/2014SCOTTISH
Andrew Bird (Chairman)
Malcolm Durie (Vice Chairman)
Angus Bowman (Treasurer)
Craig McQueen (Secretary)
PENNINES
Ian Lancaster (Chairman)
Tony Sewell (Treasurer)
Phil Reynolds (Secretary)
IRISH
Alan Lowe (Chairman)
John Jordan (Vice Chairman)
Alan Kavanagh (Treasurer)
Seamus O’Leary (Secretary)
WEST MIDLANDS
Rob Buchanan (Chairman)
George Novakovic (Vice Chairman)
John Halfpenny (Treasurer)
Andrew Wint (Secretary)
EAST MIDLANDS
Helen Bailey (Chairman)
Alex Rankin (Vice Chairman)
Andy Simms (Treasurer)
Ray Wood (Secretary)
SOUTH EASTERN
Zito Fonseca (Chairman)
Hamad Safavi (Vice Chairman)
Mike Gibb (Treasurer)
Toby Pyper (Secretary)
NORTH EASTERN
David Jones (Chairman)
Jim Beecham (Vice Chairman)
Charles Ford (Treasurer)
Roger Rivers (Membership and Press Officer)
WESTERN
Dave Walker (Chairman)
Ian Carswell (Vice Chairman)
Liz Halliwell (Treasurer)
John Booth (Secretary)
NORTHERN IRELAND
Ken Hood (Chairman)
Kevin Michie (Vice Chairman)
Lyle Andrew (Treasurer)
Hugh McFall (Secretary)
www.instituteofasphalt.org IAT YEARBOOK • 2014 15
Scottish Branch Report by Andrew Bird
Chairman: Andrew Birdandrew.bird@
colas.co.uk
Vice Chairman: Malcolm Duriemalcolm.durie@
grontmij.co.uk
Treasurer: Angus Bowmanangus.bowman@
ch2m.com
Secretary: Craig [email protected]
CURRENT COMMITTEE COMMITTEE MEMBERSNeil Anderson, Eric Boyd
Gardner Brownlie, Scott Buchanan
Alan Ferguson, Kimberly Finnie
Stuart Guthrie, Nigel Hardy
Gordon Hogg, Dr Robert Hunter
Dougie Millar, Caroline Rodrigues
Gordon Steel
The Scottish Branch has had a busy year,
back in September 2013 we had our
first paper of the year in our new venue,
the Westerwood Hotel in Cumbernauld,
which was about the “Surfacing of the
Kessock Bridge” a joint presentation given
by Adrian Pollett of Stirling Lloyd and
Kurt Andres of Aeschlimann, describing
the continuous Gusasphalt railed paving
technique used on the Kessock Bridge.
Other papers presented to our branch
members throughout the year were as
follows:
October 1st: Lawrence Shackman from
Transport Scotland gave a highly detailed
and informative presentation on the
construction of “The New Forth Crossing”
October 29th: Scottish Branch member
Forbes Macgregor presented “Road
Pavements since the Blue Book – A
client specifier’s view” with his personal
retrospective on the development of road
pavements over the last 30 years.
November 12th: We had our joint meeting
with the IOQ, when Alan Ferguson from
Breedon Aggregates presented “When
the Rubber Meets the Road”.
January 21st: Michael McHale from
TRL presented “EME2: A Scottish View”
February 11th: Brandi Davey of Colas
Airfields presented “Falklands Runway
Resurfacing: The Contractors View”
Finally on March 11th our final paper
presented jointly to ICE and IHT in Inverness
was “The Military Road” presented by Stuart
Guthrie and Michael Gordon from Mouchel.
We welcome any comments on how we can make the branch better for our membership
Our Westerwood technical papers are
preceded by an excellent two course meal
provided by the Scottish Branch to all of
our members and their guests who register
their attendance in advance. The meal
is served promptly at 5.45pm, with the
technical paper commencing at 6.45pm;
further details can be found at www.
iatscottishbranch.org where you will be
able to find the 2014 – 2015 diary of events
for the Scottish Branch.
This year the Scottish Branch is proud to
be the host for the IAT National Conference
in historic St Andrews. As well as the
Conference on the 19th of June, we will
also be holding a Training Day on the 18th
of June, and on both of these days there
will be a trade exhibition. For further
details of the IAT National Conference
and booking details can be found at
www.instituteofasphalt.org/conference
I would like to encourage all of our Scottish
Branch membership to participate in these
events and ask you to take an active role in
whatever presentations and events that you
would like to attend. Please contact any of
our committee members with your ideas
for technical papers for us to arrange to
bring them to the branch in the future.
We welcome any comments on how we can
make the branch better for our membership,
and I look forward to meeting current and
new members at forthcoming events and
hopefully many more members from further
afield during the IAT National Conference
in St Andrews this June.
16 IAT YEARBOOK • 2014 www.instituteofasphalt.org
Chairman: David Walker David.Walker@
hanson.biz
Vice Chairman: Ian [email protected]
Treasurer: Liz Halliwell Liz.halliwell@
aggregate.com
Secretary:John Booth [email protected]
CURRENT COMMITTEE COMMITTEE MEMBERSDean Baker
Pippa Birch
John Bradshaw-Bullock
John McCulloch
Ian Regler
Adrian Schreiber-Green
Malcolm Simms
Chris Wingrove
Western Branch Report by Dave Walker
It doesn’t seem possible that a year has
passed since our last AGM, when I took
over as Chairman of the Western Branch
from Pippa, in May 2013.
The following month we held our last
technical evening before the summer break,
at the Fox and Hounds near Frome, on
“Infrared Repairs to Joints and Potholes”
In June, I attended the National Conference
and president’s dinner, at Stansted, hosted
by the South Eastern branch. At that Dinner,
the outgoing president, Jukka Laitinen,
handed over the reins to Arthur Hannah.
After the summer break, I attended
the Chairman’s meeting in London, in
September, where most of the regions
were represented. The reports from around
the country varied greatly, with some
regions struggling to get good numbers
attending their events. That evening, it was
a mad dash back to Somerset, as we had
a technical meeting, again at the Fox and
Hounds in Frome, where John Bradshaw
Bullock gave his talk on Construction
Products Regulation.
In October, we had another evening in
Frome, where Donna James and Michael
McHale gave an interesting presentation
on “Thin Surfacing”, This was followed
two days later by our 32nd annual Dinner
Dance in Bristol, which again was a great
success, with over 200 people attending.
We arranged for the band to play on for an
extra hour, so after the casino had finished,
everyone finished up on the dance floor
into the early hours, tautology at its finest.
We were joined at the dinner by guests,
President Arthur Hannah and wife Claire,
national secretary Russell Hunter and wife
Vanessa, and other committee members.
We have already booked the same venue
for this year, with John Bradshaw Bullock
and Liz Haliwell again organising the event,
as they do so well.
We have had three further meetings this
year, in January at a new venue, “the
Compass Inn” at Tormarton, just off the M4,
which has good access from the M4/M5
corridor. Cliff Nicholls obliged there, with
a talk on low temperature asphalt. Then
in February, we went to Marsh Benham,
near Newbury, where we had the best
attendance of the year: over 40. At one
point we were having to turn away guests.
John Booth gave an informative talk on new
ADEPT guidance on reclaimed asphalt and tar
in planings.
The last meeting this term was back at
Frome, again well attended, with a very
interesting talk by David Wilson, from the
company Walo, on Dam Asphalt.
Ian Carswell, the current vice Chairman,
and Cliff Nicholls have again done a great
job organising the technical evenings. As a
good number of our branch members work
or reside around companies working on the
Mendip Hills, we have most of our meetings
at Frome… also the food there is very good!!
Ian has recently distributed a questionnaire
to Branch members about meeting venues
and suggestions about subject matter for
suggestions for this coming season. The aim is
for us to try to cover as much of the region as
possible, giving everyone the chance to attend
and hear presentations on the various topics.
Thanks to the current committee members
for their hard work over the last years,
some of whom will have stood down at
the AGM which will have taken place by
the time this is printed, and welcome to
any new members who have joined the
committee, to continue the good work
of their predecessors.
Healthy funds have allowed our region
to sponsor two students for the three year
Derby Course. We have a sub-committee
already hard at work dealing with the
candidate selection and hopefully the
sponsorships will start later this year.
In summary, we have had a good year,
continue to be financially sound, and
hopefully this will continue. We extend
a welcome to several new members who
have joined our branch; my aim is to
encourage more to join this year.
www.instituteofasphalt.org IAT YEARBOOK • 2014 17
Northern Ireland Branch Report by David Woodward
The following is a report of my activities
on behalf of the Branch for the period
April 2013 to April 2014.
On the 29th of May, I acted as an External
Examiner for the Diploma in Asphalt
Technology at the University of Derby. This
gave me the opportunity to meet with the
staff, interview the students and review
their exam scripts. This year’s visit will be on
the 22nd May.
On 3rd of October 2013, I gave a
presentation, “We All Need Roads”. On the
28th November 2013, Simon Wells gave a
presentation on the Roads Service Strategic
Improvements Programme. On the 30th
of January 2014, Bomag talked about the
Application Innovations in Road Construction
at the Annual Joint Technical Meeting with
the Chartered Institution of Highways and
Transportation. On 3rd February 2014 I
gave a talk – “Sure, it’s only Bitmac” – to
the Annual Joint Technical Meeting with the
Institute of Quarrying.
On the 12th of March 2014, I attended the
Southern Branch IAT Conference in Athlone.
The theme was Durable Roads with just over
200 attendees. Durability will become much
more important as the CPR starts to make its
presence felt in the standards, specifications
and procurement procedures.
In early June 2013, I attended the 2013
Airfield and Highway Pavement Conference
in Los Angeles along with PhD students
Shaun Friel and Ruth Millar. Shaun has
now completed his PhD into Early Life
Skid Resistance and is working with Flint
Ennis in England. Ruth researched Warm
Mix Asphalts in Ireland and is now waiting
for her PhD viva. Both PhD studies were
sponsored by the NRA Research Fellowship
Programme.
On the 9th and 10th of October, I attended
the NRA National Conference, held this year
in Galway. This offered a very interesting
insight into what is happening in The
Republic of Ireland. As Chair of the Scientific
Committee, I attended the 1st International
Journal of Pavements Conference in São
Paulo, Brazil in December 2013. São Paulo
is one of the world’s largest cities with
probably the worst traffic of any developed
city I have been to. There was almost no
sign of the upcoming World Cup and Olympic
Games. On the 26th of February, I attended
the 13th International Conference on
Asphalt organised by Liverpool John Moores
University. Events coming up include the
3rd ICTI Conference in Pisa over the Easter
holiday and the 4th International Safer
Roads Conference in Cheltenham in May.
I represented the IAT at B510/4 meetings
on the 26th of September 2013 and the
20th of March 2014. This British Standards
committee is chaired by the Highways
Agency with members representing the IAT,
MPA, WDM and Findlay Irvine. Its purpose
is to consider road surface characteristics
such as friction, texture, noise, evenness
and rolling resistance. The main UK issue
covered this past year is the harmonisation
of a method to measure skid resistance,
with SCRIM being the proposed method.
Other issues of discussion include the effects
of the CPR, the European ROSANNE Project,
and new methods such as Friction after
Polishing and 3D modelling of surface
textures.
December 2013 saw the start of Horizon
2020. This is a €70 billion European
programme of research covering a wide
range of areas, of which one is Transport.
There are many different opportunities for
the asphalt industry to get involved. Finally
as outgoing Chair I wish the incoming Chair
of the Northern Ireland Branch every success
in the next two years.
Chairman: Ken Hoodkhood@
atlanticbitumen.ie
Vice Chairman: Kevin Michiekmichie@
chandlerkbs.com
Treasurer: Lyle Andrewlyle.andrew@
whitemountain.co.uk
Secretary: Hugh McFallhughmcfall@
tullyrainequarries.co.uk
CURRENT COMMITTEE COMMITTEE MEMBERSPaul Callan
Peter Collen
Derek Dougherty
John McQuillan
Ronan McQuillan
Kevin Michie
Mark Quigley
Reza Shahmohammadi
18 IAT YEARBOOK • 2014 www.instituteofasphalt.org
Summary of Activities
1. IAT Annual Conference (Ireland) – 13th
March 2014. Over 200 delegates attended
our annual conference – held at the
Hodson Bay Hotel – entitled ‘ Building
Durable Roads’ – with 10 speakers from a
range of backgrounds giving presentations
on various aspects of road maintenance.
2. Engineers’ Training Course took place
last April. The venue was Cork – Solas
Training Centre. The course was fully
booked with nearly 40 delegates
attending. We are planning to have
another Training Course in September
in Ballycoolin. Further details can be
obtained from Sean Cassidy, our Course
Co-ordinator at [email protected]
or Gearoid Lohan, Chairman of the
IAT Training Sub-Committee at
3. The Irish Branch of the IAT have
published their updated IAT Surface
Dressing guidelines which includes
Guidelines on Tack Coats and Bond
Coats. Jim Campbell, Chairman of the
IAT Surface Dressing Committee
summarised the guidelines at a
Technical Meeting held in the Tullamore
Court Hotel in Tullamore, Co. Offaly
on the 30th of April. Further details
can be obtained from Jim Campbell
4. The Branch have published Draft Cold
Recycling Guidelines. Further details
can be obtained from Alan Kavanagh,
Chairman of the Recycling Committee at
5. Education Trip: The IAT organised their
annual field in April this year. This year’s
location was a visit to Kraton Polymer
Research Centre and to Shell Bitumen
Research’s facility in Amsterdam.
Further details available from
6. Next Technical Meeting: ‘Best Practice
on the Laying of Asphalt’ by Gareth
Doherty, BE. Donegal Co. Co. and
‘Geosynthetics in Road Construction’,
Graham Horgan, General Manager
of Huesker UK, and a member of IGS
(International Geosynthetics Society).
Date and Venue: 2nd July 2014, Clarion
Hotel, Liffey Valley, Dublin (near M50/
M4 junction).
7. Future Technical Meeting – 24th of
September – ‘Quarrying of Aggregate’
– Kevin Buckley – Eurostone Limited
followed by a site visit to Roadstone
Quarry at Belgard, Dublin
Tom Walsh PRO – IAT
Contact Details 00 353 86 2556550
www.iatirishbranch.org
Irish Branch Report by Tom Walsh
Chairman: Alan Lowealowe@
roadstonewood.ie
Vice Chairman: John [email protected]
Treasurer: Alan Kavanaghakavanagh@
atlanticbitumen.ie
Secretary: Seamus O’[email protected]
CURRENT COMMITTEE COMMITTEE MEMBERSCorin Bridson, Tony Broderick
Sean Cassidy, Ciaran Collier
Bill Greene, Liam Henry
Ian Jamieson, John Jordan
Michael Jordan, Gearoid Lohan
Chris Lycett, Fergal Madden
Dermot McCarthy, Vivian Moore
Brian Mulry, Seamus O’Reilly
Frank O’Rourke, Geraldine Walsh
Tom Walsh, Eddie Winterlich
www.instituteofasphalt.org IAT YEARBOOK • 2014 19
Pennines Branch Report by Ian Lancaster
The Pennines Branch covers perhaps one
of the biggest regions in the association,
stretching from North Wales to the Humber
and Carlisle to the East Coast. One of
our main difficulties is finding venues
for technical and social events that are
suitable for everybody. Our traditional
“home” is Preston Grasshoppers RUFC,
who always look after us very well, but
we have more recently returned to Lymm
Service Area. If there is anyone out there
that knows of a good central location that
will cater for our members in Yorkshire,
please let us know.
The last year has seen us hold a varied
technical and social programme.
In May David O’Farrell (PTS / ADEPT) gave
an excellent talk on “Dealing with Tar”,
which covered all of the essential aspects
of managing tar-bound planings and
arisings. Sadly our numbers were limited
on this occasion due to horrendous traffic
problems on the M6. Those who did manage
to battle through found the talk very
interesting and relevant.
June saw the highlight of the social calendar
– in asphalt and quarry circles at least –
with the annual Summer Ball, which is
held jointly with the Lancashire Branch of
the IoQ. Over 100 people joined us at the
Imperial Hotel for an evening of dining,
dancing and general good times. Particular
thanks are due to the organising committee
and to all those who donated raffle prizes
for the event. Thanks to the generosity of
those attending, we made a donations of
£500 to our chosen charities Rosemere
Cancer Foundation and North West Air
Ambulance.
Our main focus for 2015 will be delivering the National Conference in June – and we’ll be looking for volunteers to help us with the organisation of this prestigious event
After our traditional summer break,
we returned to business in October
with Helen Bailey (TRL) giving a talk on
“Use of Vegetable Oil in Asphalt”. A good
attendance saw Helen talk about the
economic, environmental and performance
aspects of using reclaimed vegetable oils
in asphalt materials.
February saw us return to our old venue
of Lymm Service Area to hear Neil Thomas
(ASI) deliver a talk on joint maintenance
techniques entitled “What can you do with
a joint?”. Again we were beset by traffic
issues as the M56 and M6 ground to a halt,
which was very disappointing. The low
numbers, however, gave the night a more
“workshop” feel and promoted a very good
discussion.
Unfortunately we have had to postpone
our Quiz Night until later in the year –
so the “Brains of Bardon” get to hold on
to the trophy for a few more months.
In the pipeline for the year ahead are:
a visit to the Mersey Tunnels, Training/
Safety Day and Golf Day. Our main focus
for 2015 will be delivering the National
Conference in June – and we’ll be looking
for volunteers to help us with the
organisation of this prestigious event.
Chairman: Ian Lancasterian.lancaster@
nynas.com
Treasurer: Tony Sewelltony@
ptsinternational.co.uk
Secretary: Phil [email protected]
CURRENT COMMITTEE COMMITTEE MEMBERSSteve Armstrong
Rick Ashton
Phil Eadon
Steve Foxcroft
David Knott
Phil Reynolds
Paul Vickers
20 IAT YEARBOOK • 2014 www.instituteofasphalt.org
2013 proved to be another good year
for the South East Branch on its path to
return to the strong branch it once was.
Three evening events were organised:
two technical and one social. This might
not seem impressive when compared to
other branches but, considering where
the branch was a couple of years ago and
that it also organised the 2013 National
Conference, it is quite a step forward.
The first technical evening was a
presentation entitled “Thermally Induced
Damage in Asphalt” given by Ignacio
Artamendi of Aggregate Industries. Ignacio
gave an excellent presentation centred
on thermally induced expansion and
contraction of asphalts and how this
can cause them to fail.
The next event organised by the branch
was the National Conference. At first, the
branch committee was reluctant to take on
this responsibility, feeling that the branch
was not ready to organise such an important
event; however, after much cajoling, we
were persuaded to give it a go! Happily,
with significant input from Jan Gray of Alad
Ltd an extremely successful conference
and dinner was provided.
The next technical evening was a presentation
simply entitled “Potholes” provided by Cliff
Nicholls of TRL. Cliff summarised current
TRL research into this current hot topic and
significant area of concern.
The year was rounded off by our Quiz
Night, ably compèred by Steve Anstee of
Aggregate Industries. This was the third year
we provided this kind of social event and
each year it seems to be more enjoyable
and popular. Steve has promised to arrange
this year’s quiz so put the 27th of November
in your diary now to make sure you can
attend.
We have a strong branch committee who are committed to maintaining a robust and vibrant branch
This year’s AGM saw Steve Isaacs step down
as Branch Chairman. Unfortunately Steve’s
work duties have meant, and continue to
mean, that he was unable to attend many
of the branch’s activities so he has handed
the baton on to me. Steve was instrumental
in getting the branch restarted a couple
of years ago and he leaves the branch
committee with the branch itself in a
much better state than when he took over.
Thank you Steve!
I look forward to 2014 being another
successful year for the branch on its
continuing journey to revitalise itself.
Certainly it has started well with the
year’s first technical evening presentation,
“Sustainable Drainage Systems, an
overview” provided by Chris Marchesi of
Aggregate Industries. It was well attended
and provoked some lively discussion
afterwards. The branch’s other events
have already been planned and details
for which can be found on the website.
We have a strong branch committee who
are committed to maintaining a robust and
vibrant branch. Committee members and
their contact details are listed on the branch
website and I would encourage branch
members to contact any of us with any
views on how to improve the branch
or with subject matter for future
technical evenings.
Finally, I look forward to seeing you
at one or all of our coming events.
South East Branch Report by Zito Fonseca
Chairman: Zito Fonsecazito.fonseca@
btinternet.com
Vice Chairman: Hamad Safavihamid.safavi@
elmsurfacing.com
Treasurer: Mike Gibbmike.gibb@
hyperion-uk.com
Secretary: Toby Pypertoby.pyper@
fmconway.co.uk
CURRENT COMMITTEE COMMITTEE MEMBERSSteve Anstee
Joe Charlesworth
Neil Levett
Chris Marchesi
Iain Simpson
www.instituteofasphalt.org IAT YEARBOOK • 2014 21
Chairman: Helen [email protected]
Vice Chairman: Alex Rankin alex.rankin@
aggregate.com
Treasurer: Andy Simmsandy.simms@
ringwayjacobs.com
Secretary: Ray Woodiatmidlands@
hotmail.com
CURRENT COMMITTEE COMMITTEE MEMBERSArthur Hannah
Dale Cox
Elliott Dearing
Val Riches
The East Midlands Branch has again had
an active year with technical and social
events. The branch stretches the length of
the M1 corridor from the Midlands quarries
to Bedfordshire and as such we try to hold
events in different locations around the
branch.
July brought us Tony Lewis, a visiting
consultant from South Africa who gave us a
great insight into the industry and recycling
technologies in use there. Additionally,
Tony also discussed the country’s
recent decision to move away from the
bitumen penetration grading system to a
performance grading system.
In October we organised a presentation
entitled “Stone Mastic Asphalt – The Basics
and Experiences”, hosted and presented
by Rettenmaier, producers and suppliers of
cellulose fibre at their Mansfield factory. Our
thanks go to them for an informative and
topical presentation.
Our main social event of the year was the
annual dinner at the Northampton Marriott.
In recent years numbers have been down
compared to pre-recession events but this
has not stopped the dinner from being a
great success with numbers increasing again
this year. Our after dinner speaker was
comedian Rudi West who gave the audience
a great rendition of a drunk’s night out as
part of his repertoire (at least I think it was
part of his repertoire!). Thanks also to those
companies who supplied raffle and tombola
prizes for the dinner.
We are still able to offer a hot meal to our
members attending technical evenings
and I would encourage all members to
join us for our forthcoming programme
of events. These are always a great way
of furthering knowledge on current and
future technologies, meeting other industry
professionals or at the very least getting
a hearty meal!
I would encourage all members to join us for our forthcoming programme of events
Most importantly I would like to take this
opportunity to thank the East Midlands
Committee members for their support.
Despite ever growing work commitments,
your committee give up their free time to
organise these events for the benefit of IAT
members and the industry in general. In
particular I would like to thank Simon Colton
who, after giving many years of service to
the IAT, moved to Australia earlier in the year.
We welcome comments from members on
how we can improve the branch and again,
I would encourage members to attend
and support these events. With the industry
hopefully turning a corner in this improving
economy, I wish our members every success
in 2014.
East Midlands Branch Report by Graeme Richards
22 IAT YEARBOOK • 2014 www.instituteofasphalt.org
North East Branch Report by John Ramsay
Over the last year we have organised the following Technical Meetings, Seminars
and Social Events:
May 2013 Training Day - several speakers
and subjects - over 60 attendees
Covering main trade issues
such as health & safety,
CPD ( Continuous Personal
Development) and product/
equipment developments.
Oct 2013 Race Night – the resurrection
of this social event was a huge
success and will be developed
for re-run this year with a few
tweaks to the format.
Nov 2013 Norwegian Super Quarries and
shipping logistics by Martin
Johansen of Stema Shipping
(UK) Ltd. - joint with the IOQ.
Martin explained how ports and
quarries around the North Sea
developed/failed with a strong
emphasis on forward planning
for success.
Dec 2013 High Modulus Bond Failures by
John Knapton - joint with the
CIHT.
Review of bond failures over the
last ten years and the resultant
revisions in tack and bond
coating practice.
Feb 2014 RAP - Recycling with Asphalt
by Graeme Hall from Lafarge
Tarmac.
A summary of technical and
commercial considerations.
Chairman: David [email protected]
Vice Chairman: Jim Beechamjim.beecham@
lafargetarmac.com
Treasurer: Charles [email protected]
Membership and Press Officer: Roger [email protected]
CURRENT COMMITTEE COMMITTEE MEMBERSMichael Atkinson
Bob Bolden
John Jeffrey
David Rockliff
Chris Hope
John Ramsay
Steven Pryke
Enter FREE* at www.hmea.co.uk
The Highways Magazine Excellence Awards are one of the most popular and prestigious nights in the highways industry calendar.
For over a decade, hundreds of highway schemes, products and initiatives that have excelled and gone beyond client expectations have been rewarded. All winning and shortlisted entries have benefi ted from the publicity as well as a boost to morale within the organisation.
Europe’s only event for INDOOR showcasing of highway products as well as OUTDOOR DEMONSTRATIONSAND testing in all lighting conditions
F I N D O U T W H Y A T
w w w . S I B . U K . N E T
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duskdaydusk
*Online application usually available March to beginning July only.
BROUGHT TO YOU BY
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Enter FREE* at www.hmea.co.uk
The Highways Magazine Excellence Awards are one of the most popular and prestigious nights in the highways industry calendar.
For over a decade, hundreds of highway schemes, products and initiatives that have excelled and gone beyond client expectations have been rewarded. All winning and shortlisted entries have benefi ted from the publicity as well as a boost to morale within the organisation.
Europe’s only event for INDOOR showcasing of highway products as well as OUTDOOR DEMONSTRATIONSAND testing in all lighting conditions
F I N D O U T W H Y A T
w w w . S I B . U K . N E T
nightdusknightdusknightday
duskdaydusk
*Online application usually available March to beginning July only.
BROUGHT TO YOU BY
HMEA and SIB generic advert for IAT Yearbook V3.indd 1 02/05/2014 12:31
24 IAT YEARBOOK • 2014 www.instituteofasphalt.org
Introduction The need for education and training is always important to ensure high standards are maintained within the industry. This is need is
heightened within the Asphalt industry by the significant reduction in numbers of people employed throughout the recent economic
downturn and the demographic gap which continues to widen.
The Institute of Asphalt Technology’s founding principles are to:
n Make Asphalt Technology and related subjects available to all IAT members.
n Promote and debate these issues at courses, training days, seminars and conferences.
n Provide the opportunity for members to obtain nationally recognised professional qualifications.
Over the past two-and-a-half years the Education Committee has sought to address some of the challenges of the industry with core
objectives very much in mind.
Foundation Degree in Asphalt Technology
The IAT have, in conjunction with the
University of Derby, reviewed and upgraded
the Diploma in Asphalt Technology course.
The course has been assessed and is
now at nationally recognised Foundation
degree standard. The first student cohort
commenced in September 2013. The benefit
of this upgrading of the course gives the
students an improved level of understanding
and improves the overall standard of the
industry.
Selected associate lecturers, or practitioners
from industry, now support the University
staff in the delivery of certain subjects. This
means that the learning is dynamic with
current practice and examples available
to the students.
The rewriting and reconfiguration of many
of the modules which has been undertaken
as part of this initiative, have enabled for
the use of the course material in more
bespoke packages, such as a Certificate
in Asphalt technology course being
available. The inclusion of new learning
units such as Asset Management introduces
understanding of other aspects of the
industry practice, which are now part
of many day-to-day business activities.
Education Committee
The next stage of the course development
has commenced. A review of the needs
of the industry has been undertaken. The
changes in funding and training have
impacted Client organisations. There is a
need for greater collaboration and improved
understanding to provide enhanced “value
for money”. Several local authorities and
contractors have formed strategic alliances
to develop and share best practice. There
are some obvious synergies with the IAT
course and the requirements of these
bodies. This work is still at a very early stage
and several issues are still to be resolved.
Chartered Status; Engineering Council The long running issue of joint accreditation
has been resolved with the Engineering
council. This agreement will enable
members of the IAT with the appropriate
qualifications and experience to gain Charter
status with the Institute of Highways
Engineers. The final stage of the process
will be completed in later this year,
following completion of specialist training
requirements. The Secretary of the IAT
will manage the process.
Brian Downes AIAT
Chair, Education Committee
www.instituteofasphalt.org IAT YEARBOOK • 2014 25
This is my first official report as Editor, and
I am thrilled to be able to report on the
positive changes we have made to Asphalt
Professional in the last year.
Arthur handed over the reins to me last
summer and I promised him I would make a
positive change to the process of publishing the
Asphalt Professional and Yearbook, ultimately
with the idea of making the publication more
appealing to a wider audience.
We started with our first Publications
Meeting in Theale last August, pulling
together those who are responsible for
the publication to make sure we are all
moving forward as one team. We discussed
potential problems in the process and
worked together to put in place procedures
to make the publishing process more
streamlined. Our publishing team now
consists of me (Editor), Sharon Levett
(Graphic Designer), Alan Ferguson (Technical
Review) and our proofers – Alex, Cliff and
Russell. Oh, and one new member, who I
shall talk about later.
We now have a forward programme for
the year, with copy dates and issue themes
to enable us to promote the AsPro to
potential advertisers and allow contributors
of technical papers to submit their papers
early for peer review. Peer review is in its
infancy at the moment but we have now
given ourselves enough time in the process
to be able to move this idea forward – there
is a lot of toing and froing involved and it
takes time!
We also changed the look of AsPro, making
it slightly more modern with darker colours
and tabs for each section. We introduced
a format for each issue which ensures
that you will always see the President’s
piece in the same place and the technical
papers in the middle. The biggest change
has been the introduction of Asphalt
Exchange, a section solely for IAT members
to exchange ideas, provide news, shout
about their accomplishments and have a
grumble. It is building slowly – Bob Bolden
is now a regular with his Bolden Nuggets
(or BoNuggs as he likes to call them!),
our People Profile is back and we have
introduced a puzzle page and the much
anticipated return of Readers’ Drives. We
have also started to publish a letters to the
Editor section, which provides members
of the industry the opportunity to talk
about issues that are important to them,
sometimes not in keeping with the wider
view, but guaranteed to get people talking.
The biggest change has been the introduction of Asphalt Exchange, a section solely for IAT members to exchange ideas, provide news, shout about their accomplishments and have a grumble
The way we fund the production of
publication is through advertising, so
we are developing the way we appeal
to advertisers all the time, resulting in
many new advertisers along the way. The
process is extremely time-consuming and
we have recently added Vanessa to our
team as Administration Assistant. She will
be responsible for doing all the chasing,
admin, communications, invoicing and
general nagging that it takes to ensure
our advertisers get their artwork to us on
time. As the rest of us have day jobs and
produce the Yearbook for love and not
money, Vanessa will be the office hours link
for everyone. Most of us have to complete
our duties out of hours and that can be
frustrating for people trying to contact us.
She is cutting her teeth on the Yearbook
as I type this and is doing a grand job –
I think as her knowledge increases and
our relationship grows, we will turn into
a very proactive and successful team.
With regards to finances, we are barely
breaking even, but the hope is that, as the
AsPro gains in momentum, advertisers will
want more of a part of it – we already have
some great packages taken up for the next
few issues. We would like to properly break
even this year and perhaps start to make a
profit in 2015 in order to be able to increase
page numbers and provide real prizes for
the puzzle page. I am looking forward to our
next Annual Publications Meeting in August
so that we can build on our plans and push
forward more improvements.
I hope you’ll agree that the AsPro is
continuously improving, moving with the
times and responding to our members’
needs. This is not a static publication –
we respond to our members and if there is
something you’d like to see, please tell us.
One particular example is that we have been
asked to put some less technical papers in
in the future – those with a fewer graphs
and formulas – to try to appeal to those in
the industry that do not have that expertise
or knowledge. We are now looking to
incorporate at least one case study in
each issue in response to this comment.
Please remember that this is YOUR publication
– you can make a positive difference to the
content, but you have to talk to us. We can
be reached on our dedicated email address –
and would love to hear from you.
Pippa Birch
Editor – Asphalt Professional
Publications Committee
AsphaltProfessionalJOURNAL OF THE INSTITUTE OF ASPHALT TECHNOLOGY
No 59 • FEBRUARY 2014
www.instituteofasphalt.org
Utility ReinstatementsWhat is good practice?Reports on damage and traffi c delaysNJUG and Local Authority
perspectivesPlus all your regular features
AsphaltProfessional
JOURNAL OF THE INSTITUTE OF ASPHALT TECHNOLOGYNo 60 • APRIL 2014
www.instituteofasphalt.org
Pothole Special
Pothole formation –
experiments and theories
Permanent Pothole Repairs –
European research project
Ideas and campaigns
from around the globe
Plus all your regular features
26 IAT YEARBOOK • 2014 www.instituteofasphalt.org
The Technical Committee was established
by Council to keep members abreast of
developments in asphalt technology and
changes to the specifications to which
we work.
The members of the committee are J M
Bradshaw-Bullock, J C Nicholls, S M Child,
D Rockliff and I Walsh.
British Standards committee
representation
The IAT continues to be represented on
several committees concerned with the
revisions and improvement of asphalt
related specifications and guidance
documents. Revisions are instigated by
identified shortcomings in standards as
well as changes brought about by European
initiatives or legislation. We do our best to
give our members as early a heads up as
possible on the next set of changes coming
our way. In particular the full effect of the
Construction Product Regulations on the
Specification for Highway Works is still to
be seen as this document goes back and
forward to Europe for ratification. Also the
next editions of EN 13108 are also now long
overdue. So look forward to further updates
in AsPro to keep you informed.
Technical Reports
The technical panel continue to review
published asphalt-related TRL reports
for the benefit of members and to help
members choose which reports will be of
direct interest to them. TRL reports are a
great resource especially as they are free
for download from the TRL website and all
members are encouraged to register at the
TRL website for regular updates.
Technical Papers
The Institute of Asphalt Technology journal
is a great place to publish asphalt research
work. Although membership is smaller than
that of many other institutes, researchers
are guaranteed a knowledgeable readership
who will make use of good technical papers
and recognise the expertise of the authors.
We have expanded our reviewer numbers
so we now have many experts in the
industry prepared to perform this service so
that if you get your paper published with us
you can report that it has passed a formal
review process. I therefore encourage
anyone doing research in asphalt to use
Asphalt Professional as your first port of
call for publication. Papers should be sent
directly to the editor who then passes them
on to the technical committee.
Alan Ferguson FIAT
Chair, Technical Committee
Technical Committee
The 2013 accounts again show the
continued upturn in the financial stability
of the Institute. With reduced expenditure
and stable income, the IAT has a platform
for growth to provide members with
greater benefits and improved services.
Membership has stabilised over the
last few years to around 1000. Many new
members have joined but unfortunately this
seems to equate to member resignations
and retirement. With the industry seemingly
under continuous change, Council is now
being very proactive to recruitment and
having a face at many industry events.
With funds at a healthy level, Council is now
starting to spend some funds on updating
our brochures and sponsoring students
through courses at Derby. AsPro is now
virtually self supportive with advertising
nearly matching costs. There is further
opportunity for income through the website
which is now being explored. Finally, the
National Conference is now a good income
source for both headquarters and branches
and we thank the regular support given by
companies, members and guests to that event.
Moving forward, recruitment is key to
success. An increase in membership will
increase branch support and hopefully
increase attendance at meetings. All
branches have struggled at times and
members can help by spreading the word
and encouraging younger and new industry
folk to join an institute which specialises in
the education and communication of asphalt
related matters.
R G Wood MIAT
Hon Treasurer
Financial Statement 2013
Finances for end of the year 2013
Balance brought forward £150,931
Income £183,827
Expenditure £136,306
Current Funds £198,452
www.instituteofasphalt.org IAT YEARBOOK • 2014 27
In 2013, under the management of the Promotions Committee, the Council
embarked on a comprehensive 11 point action or marketing plan for the Institute
in order to ensure our continued success in the industry. This plan has a dual
approach of seeking to increase, extend and improve the knowledge of our
existing members whilst all the time seeking to broaden the focus and
extent of that knowledge through new membership. Given the extent
of the programme, key priorities have been set thereby setting the agenda
for progress.
The members of the Promotions Committee are Alan Ferguson,
Alan Woodside, Arthur Hannah, Chris Lycett, (Chair), Geraldine Walsh,
Ian Lancaster, Ray Wood and Tony Sewell. The Committee welcomes
comments, suggestions, criticism etc. from members because only
through dialogue will we improve services to our members.
In the marketing world it is said that the four ‘P’s represent the
fundamental building blocks of success: Product, Promotion,
Place and Price. The same can be applied to the Institute as
it applies to the action plan. Through this plan as an Institute,
we are striving to achieve the best for our members and we
hope that you will assist us along the way and we hope
that you will assist us along the way.
Chris Lycett MIAT
Chair, Promotions Committee
Promotions Committee
Product What is the IAT product? It is, of course, the platform through which asphalt knowledge can be disseminated and therefore encompasses action point 2 in particular. A complete and comprehensive review of the Institute’s website is currently under way with the end target of producing a more dynamic portal with greater facilities for you the members. Features will include:
n A membership portal through which members can actively manage their own profile (already in place)
n A search facility of all asphalt journals
n An extensive e-library of conference papers, presentations and technical events
n A consumer centre to provide general advice on asphalt and its uses
n A facility to request and manage your own CPD records electronically
n A digital library of technical books. To assist us, please send your suggestions to Russell Hunter [email protected]
n An overhaul of all branch websites
n Updated educational and technical links
Promotion Promotion of the institute and its benefits to both members and the industry alike is the key focus of action points 6,7, 11 and 12. A 6-page brochure is currently being developed to highlight the benefits of membership to both the individual and the employer. Once available, this will facilitate more focused promotion of the IAT at other organisations’ techncial events. Similarly, a focused drive will promote the IAT to employers to illustrate the networking and educational benefits to their employees and the organisation alike.
Place Place simply refers to how and where
we promote ourselves as an Institute.
To do this, we quite clearly need to
know and understand our existing
profile and more importantly establish
where the market gaps are. This has
been achieved through action point 1
and work is now in hand to specifically
address those gaps, including attracting
younger members, female members and
members of the consultancy and public
sector profession. The Institute prides
itself on being all inclusive and actively
encourgages membership from Student
grade right through to Hon Fellow.
This ensures that we as an Institute
benefit from the latest knowledge in
asphalt and asphalt technology whilst
also encompassing the more seasoned
opinion garnered with the benefit of
hindsight and experience.
Price Price must always be appropriately set to that ensure that our members perceive the fit of benefits versus price to be appropriate. Improved benefits to membership can be acheived through a more dynamic website with improved facilities including an extensive knowledge hub (action point 2), targeted seminars and education courses (action point 3) and professional recognition (action point 4).
1. Establish the profile of IAT membership in terms of age, current employer, expertise and qualifications
5. Establish more accountable participation of our members in BSI and CEN committees
3. Liaise with Education committee in relation to the development of mobile training courses for engineers and technicians in asphalt related topics
7. Council to discuss with Senior industry representatives the ways to improve the IAT profile in Industry
10. Investigate the possibility of the IAT acting as a body to provide accreditation to small companies for production/laying of asphalt
2. Develop the IAT web site to carry articles, advice, guidance, technical information etc.
6. Develop closer cooperation, involvement and event participation of our membership with like-minded organisations such as MPA, SCI, & RBA.
9. Establish an active overseas Branch
4. Ensure that IAT membership is recognised as an accredited qualification
8. Establish links with international bodies involved in asphalt related technology, e.g. EAPA, Asphalt Institute etc.
11. Promotion of membership and the IAT at Industry events
12. Establish an annual IAT prize for the best paper dealing with roads/asphalt related subject prepared by final year students from all Technical Colleges/Universities in the UK and Ireland
28 IAT YEARBOOK • 2014 www.instituteofasphalt.org
The Membership Committee (MC) is
responsible for vetting all prospective
members of the IAT and making
recommendations to Council on the validity
of all new applications and upgrades.
The table on the right illustrates the number
of applications approved by Council in
2013. We continue to face the challenge of
replacing those who are retiring or leaving
our industry.
Although the online system for new
members is a simple and efficient process,
we will be making further improvements
in 2014. The addition of guidance as to the
most suitable grade for applicants and help
buttons within each section will further add
to the streamlining of applications.
In addition to simplifying this process,
Council also agreed to abolish
the application / upgrade fee
from April 2014.
A further incentive was also
introduced whereby anyone
studying an asphalt related
topic at 3rd level education
will be entitled to free Student
Grade membership until the
completion of their course.
Please encourage your
colleagues to join our Institute at
www.instituteofasphalt.org/join.
Lyle Andrew MIAT
Chair, Membership Committee
Membership Committee To join the IAT: www.instituteofasphalt.org/join
New Upgraded Retired* Resigned
FIAT 1 4 3
MIAT 20 2 12 15
AMIAT 3 1 4
Tech.IAT 2 1
AIAT 7 1 6
Student 7
Retired 3
Totals 39 4 17 32
*moved to Retired grade
Ammann UK Ltd.Bearley, Stratford-upon-Avon
CV37 OTY WarwickshireTel. + 44 1789 292 210
Universal HRT
For production volumes with large proportions of RAWith compact dimensions, the Universal HRT sets new standards for processing high proportions of RA. The parallel drum system is integrated into the concept, and its positioning directly above the mixer optimises material fl ow and minimises wear inside the recycling system.
For more information on compaction machines, mixing plants and pavers go to www.ammann - group.com
Universal HRT 320 / 400 t/h.
Applications Approved by Council in 2013
Membership, by Grade
New Members in 2013, by Grade
www.instituteofasphalt.org IAT YEARBOOK • 2014 27
Ammann UK Ltd.Bearley, Stratford-upon-Avon
CV37 OTY WarwickshireTel. + 44 1789 292 210
Universal HRT
For production volumes with large proportions of RAWith compact dimensions, the Universal HRT sets new standards for processing high proportions of RA. The parallel drum system is integrated into the concept, and its positioning directly above the mixer optimises material fl ow and minimises wear inside the recycling system.
For more information on compaction machines, mixing plants and pavers go to www.ammann - group.com
Universal HRT 320 / 400 t/h.
30 IAT YEARBOOK • 2014 www.instituteofasphalt.org
We’ve come a long way in our Social Media
exploits. The LinkedIn group has now grown
to almost 2500 members, and we are proud
to have 222 Twitter followers since 2013.
LinkedIn remains a lively and interesting
form of communication across the industry
and the globe; however, we will now be
looking at ways of improving the group,
using it as a positive source of increasing
our membership. It has certainly proved its
global appeal with conference attendees
from as far away as Hong Kong and
sponsors of the delegate bags from Russia
– all enquiries made through them finding
details of the conference in our LinkedIn
group.
We have enhanced our Twitter feeds by
providing automatic tweets to IAT events
and promoting the #sexyroad hashtag
at every opportunity – it gets people’s
attention!
Further to discussions at Council recently, it
was noted that the social media element of
our promotion is becoming time consuming
and was agreed that we should form a Social
Media committee. This will be headed by
Ian Lancaster, a prolific Tweeter who will
be supported by Tony Sewell, Alex Smith
and Pippa Birch. Plans for the future include
more active promotions of all branch events,
notification of asphalt news in the media
and live tweeting from conferences we are
attending. We have also started promoting
events that are not arranged by the IAT, but
will be of interest to our members, such as
Hillhead. One point to note, though, is that we
will not engage in any form of political debate.
We’re also considering a YouTube channel
for the future, but this will need some
careful thought and of course we will need
some interesting and relevant content. We
will also keep a close eye on developments
on other social media platforms such as
The Social Whirl
FM CONWAY OPERATES THE MOST ADVANCED AND ENERGY-EFFICIENT ASPHALT PLANTS IN THE UK
We produce high-quality, high performance products, and a range of high percentage recycled materials using reclaimed asphalt pavement.
Our innovative plant technology allows us to reduce embodied carbon and, through our research, we’re helping to drive material performance and lower the whole-life cost of roads.
With strategically based locations of Erith and Heathrow, our asphalt plants efficiently serve and champion recycling throughout London and the South.
CUTTING CARBON,DRIVING THERECYCLING AGENDA
To find out more about FM Conway
please call 0208 636 8822 or visit: www.fmconway.co.uk
IAT Advert.indd 1 15/04/2014 09:09:22
Instagram, Pinterest & Tumblr – and if we
see those as the way forward, then we’ll set
up accounts. Of course, the most important
thing is engagement, so get following, liking
and discussing with us on the platforms we
already use.
We will continue to enhance the service we
can provide to IAT members and the wider
industry on these Social Media sites as we
learn more and more about the possibilities
– it is a fast paced changing world and we
know we could do much more with it. But
these sites do not work without people, so
please, if you can; Link In, Tweet and/or join
our Facebook page – help us to make this
relevant to you and your needs.
If you have any opinions you would like to
share about the use of Social Media, please
do not hesitate to contact our new Social
Media Chairman, Ian Lancaster at
[email protected] / @ianlancaster65
FM CONWAY OPERATES THE MOST ADVANCED AND ENERGY-EFFICIENT ASPHALT PLANTS IN THE UK
We produce high-quality, high performance products, and a range of high percentage recycled materials using reclaimed asphalt pavement.
Our innovative plant technology allows us to reduce embodied carbon and, through our research, we’re helping to drive material performance and lower the whole-life cost of roads.
With strategically based locations of Erith and Heathrow, our asphalt plants efficiently serve and champion recycling throughout London and the South.
CUTTING CARBON,DRIVING THERECYCLING AGENDA
To find out more about FM Conway
please call 0208 636 8822 or visit: www.fmconway.co.uk
IAT Advert.indd 1 15/04/2014 09:09:22
32 IAT YEARBOOK • 2014 www.instituteofasphalt.org
Robin Hutchinson MIAT
William Paul McBride MIAT*
Scott McIntosh AIAT
Shane William Doyle MIAT
Brett Anthony Coupland MIAT
Mark Rapley MIAT
Darren Roddam MIAT
William Horgan MIAT
Philip Boylan MIAT
Jonathan Haycock MIAT
Chris Davis MIAT*
Graham Smith MIAT
John Walsh MIAT
Paddy Peters MIAT*
Chris Wright MIAT
Les Wrighton MIAT
David Turner MIAT
Mark De Carteret MIAT*
Oliver John Leslie Ashton AIAT
Daniel Rogers AMIAT
Carrie-Ann Snelson AIAT
James Fowler MIAT
Matthew Bishop MIAT*
Vivian McMullan MIAT
Richard Anthony Chapman AIAT
George Mark Rossiter MIAT
Luke Brooks MIAT
Martin Procter MIAT
Geraldine Walsh FIAT*
Elliot Light MIAT*
Nicholas Michael Barrett MIAT
Ian Raymond James Webb MIAT
Tony Paterson MIAT
Richard James Ellis FIAT*
Matt Ings Student
Kevin Buckley MIAT
Laura Whelan MIAT
Yin Mau Cheuk AIAT
Behrooz Saghafi MIAT
Mohammad Javed MIAT
Paul Naughton MIAT
Andrew John Rutherford MIAT
Greg Emonds MIAT
Anthony Peall Student
Stephen Crane MIAT
Cassie May AIAT
Iain Donald Mitchell AIAT
Barry Bonar AIAT
Stephen Ward MIAT
Patrick Coulson MIAT
Michelle Neale AMIAT
Steve Hunt MIAT*
Russell Eric Wakefield MIAT
David Petts Tech.IAT
Andy Read MIAT
Edward Findlay MIAT
Ruth Roper AMIAT
Sean Kenyon AIAT
Samantha Finn AIAT
Daniel Shaw MIAT
Dermott Doyle MIAT
* = upgrade
Online Membership Facilities
Early in 2014 saw the launch of the
Membership Portal, giving each member
access to:
n Update their account details, including
e-mail address and postal address.
n Update settings that define which branch
notifications you wish to receive. You can
choose them all, a selection, or simply
your own branch.
n Choose whether your publications should
be posted to work or home address, in
addition you can opt out of receiving
paper copies if you wish.
n View CPD certificates for branch events
you have attended. It is up to the branch
to confirm who has attended each event.
Once this is complete your certificates will
be available to view. This is tied into the
online booking system for branch events,
so please ensure you use this before
attending.
n Manually enter non-IAT CPD events which
you have participated in and therefore
use the membership portal to keep a
complete record of your CPD activities
throughout the year.
n Access receipts for membership renewals,
since recent records began with renewals
for 2012.
I hope you can make use of these facilities
throughout the coming year; if you require
assistance with any of these, please
contact me.
Event Booking System
In last year’s article I talked about my plans
for a membership registration system for
branch events. This is now in place and the
facility is available for all branches to use. It
has been tested by two branches and I am
sure the others will soon be using it.
Conference
By the time this is in print the Conference
will have taken place. As I write the
bookings have been very good and I hope
the event exceeded our already high
expectations. It is excellent to see the
support from the Industry especially with
two main sponsors this time around.
Plans are already in place for the 2015
National Conference, which is being
organised by the Pennines Branch. It will
be taking place at the De Vere Oulton Hall,
Leeds on 17 and 18 June.
Branches
The main thing I will be pushing over the
next 12 months is to offer support for the
less active branches. Some of them have
been harder hit due to loss in personnel
and a general lack of support. The target is
to have all branches running a number of
technical evenings on relevant topics for
members to enjoy. After all, the Institute
can only benefit as strong branches are
well supported by members.
Russell Hunter’s Report
New Members
www.instituteofasphalt.org IAT YEARBOOK • 2014 33
Routes to Membership The table below shows the changes proposed for agreement
at this years AGM. If you have any comments please send
them to Russell Hunter: [email protected]
‘‘
Student The applicant will have passed four prescribed GCSE or equivalent examinations and be working within a recognised branch of Asphalt Technology or working significantly with asphalt products. The applicant will be studying for the University Diploma in Asphalt Technology, a recognised Degree or an HNC/D that is relevant to the discipline practiced.
Fellow (FIAT) The applicant must be a Member of the IAT having at least 10 years’ continuous membership of the Institute at MIAT grade, working within a recognised discipline related to the production and/or supply and/or use of asphalts or asphaltic materials and will have reached a senior position with management responsibilities within their organisation.The applicant will also satisfy one of the following:- have a suitable qualification (eg Masters Degree, NVQ level 5)- have submitted a relevant technical paper of at least 2500 words which has been accepted for publication or published in a relevant peer reviewed journal- has been recommended for the grade of Fellow following a review or interview by members of the National Council.
Honorary Fellow (Hon.FIAT) The granting of an Honorary Fellowship shall be conferred upon such persons of eminence as the Council shall, at its absolute discretion, think fit. The recipient need not already be a member of the Institute.
Member (MIAT) The applicant will be working within a recognised branch of the Asphalt Industry and have reached a supervisory position with management responsibilities within his organisation and be able to demonstrate a working knowledge of asphalt technology.In addition, the applicant will satisfy one of the following:at least five years’ experience in the Asphalt Industry supported by a CV highlighting asphalt specific activities and a University Diploma in Asphalt Technology, an HNC/D or a Degree that is relevant to his discipline in the Asphalt Industry.orat least ten years’ experience in the Asphalt Industry supported by a CV highlighting asphalt specific activities and be working at NVQ level 4 within a recognised discipline related to asphalt or asphaltic materials.orat least twenty years’ experience in the Asphalt Industry supported by a CV highlighting asphalt specific activities and be working within a recognised discipline related to asphalt or asphaltic materials.
Council may, at its absolute discretion, award Membership or
Fellowship to any senior manager deemed suitably eminent.
Associate Member (AMIAT) The applicant will be working within a recognised branch of the Asphalt Industry, have reached a position of responsibility within the applicants organisation and be able to demonstrate a working knowledge of asphalt technology. The applicant will have at least two years’ experience in the Asphalt Industry supported by a CV highlighting asphalt specific activites and University Diploma in Asphalt Technology or an HNC/D or a Degree that is relevant to his discipline within the Asphalt Industry.
Technician (Tech.IAT) The applicant will be working within a recognised branch of the Asphalt Industry at NVQ level 3, have at least two years’ experience and be employed in a position of responsibility.
Affiliate (AIAT) The applicant will be any person who is employed in a recognised branch of Asphalt Technology, the supply of plant, materials or services in support of Asphalt Technology or the Management thereof.
34 IAT YEARBOOK • 2014 www.instituteofasphalt.org
The AIA is an alliance of the Mineral
Products Association (MPA) and the
Refined Bitumen Association (RBA) -
the two principal bodies which represent
the suppliers of the raw materials used to
produce asphalt. It was founded in 2000 to
increase awareness of the asphalt industry,
its activities, and the uses and benefits of
asphalt.
The Alliance is acknowledged as an
authoritative voice on industry matters,
particularly regarding road maintenance,
where the results of its Annual Local
Authority Road Maintenance (ALARM)
Survey consistently attract widespread
interest from stakeholders in industry,
local government, the media, general
public, the civil service and central
government.
By drawing upon the knowledge and
resources of the MPA, the RBA and both
organisations’ members, the AIA provides
a unique insight into the issues faced
by the asphalt industry and those using
asphalt. Chaired by Alan Mackenzie, Chief
Executive of Breedon Aggregates Scotland,
the AIA operates via a Steering Group of
experts from both trade associations and is
supported by a public relations committee
which is drawn from member companies,
drives the programme and interfaces with
the commercial businesses.
There are clear signs that times are
changing for the better with respect to road
investment, and that the AIA’s sustained
campaigning about the condition of local
roads, and the challenges faced by those
responsible for maintaining them, is making
an impact. In the summer of 2013, the
government announced a most welcome
£28 billion programme of investment in the
country’s road infrastructure, which will run
from April 2015 through to March 2021. To
protect this planned increase in spending,
the Government has declared its intention
to enact legislation before the next General
Election.
The AIA continues to work very hard to
make sure the condition of roads does
improve, and better communication
throughout the supply chain, and between
suppliers, customers and decision-makers
is aiding that process.
Helping local authorities make the best
use of their budgets is a key objective for
the AIA, which in association with ADEPT
and APSE organises best practice-sharing
events for those directly responsible for
local road maintenance. In a similar vein,
the asphalt industry continues to support the
Highway Maintenance Efficiency Programme
(HMEP) by providing speakers at HMEP
events wherever possible and sharing
news regarding best practice, material
specifications and product developments.
Elsewhere, the Alliance continues to sponsor
the All Party Parliamentary Group (APPG)
on Highway Maintenance, which aims
to find a solution to the issue of funding
to enable longer term planning for local
authority highway maintenance. Towards
the end of 2013, the APPG published a
well-received report entitled Managing
a valuable asset: improving local road
condition, within which it made a number
of recommendations for what could be done
to help improve the condition of local roads.
This has been widely referenced and used
across the industry, and also by the DfT
within their Gearing up for efficient highway
delivery and funding consultation document.
The asphalt industry is committed to product
and operational innovation, particularly
with regard to laying techniques, material
performance, handling properties and
reducing environmental impact. Lowering
the temperature at which materials are
produced, transported and can be applied
offers safety and environmental benefits
which have been enthusiastically taken
up in the United States, although the
advantages of warm mix asphalts have
not yet been fully realised in the UK.
Finally, the AIA remains committed to
its focused approach to help improve the
condition of the local road network, and
welcomes the opportunity for policy and
information-sharing with other industry
bodies who would like to contribute to
those discussions.
Asphalt Industry Alliance (AIA)
www.asphaltuk.org
Alan Mackenzie
Chairman of Asphalt Industry Alliance
HIGH QUALITY ASPHALT,
MACADAM AND SPECIALIST
SURFACING PRODUCTS
Contact: Tel: 01189 323684, www.unitedasphalt.biz or e-‐mail [email protected]
36 IAT YEARBOOK • 2014 www.instituteofasphalt.org
This year sees a new face at the helm
of the association representing the UK’s
bitumen supply industry as Dave Foster,
UK Bitumen Business Manager for Shell
Bitumen, starts his tenure as the RBA’s
Chairman.
The RBA’s primary objectives remain
the same. In acting as a supporting,
consultative body for the bitumen industry,
the association’s broad aim is to promote
the most effective use of bituminous
materials. In doing so, it continues to
set and maintain the highest standards
in technology and HSE (health, safety and
environment), providing guidelines on these
issues to its members, as well as advice and
information to users of bitumen.
Representing the industry, the RBA works
closely with other organisations whose
members are bitumen users, in particular
the Mineral Products Association (MPA),
many members of which are asphalt
suppliers and contractors. Such collaboration
is not solely focused on the technical but
extends to advocacy for better roads,
encompassing road safety, economical
growth, environmental and sustainability
issues, all of which engage members in their
day-to-day relationships with customers.
One such advocacy takes the form of its
continued support for the Asphalt Industry
Alliance, which it co-funds and directs with
MPA colleagues, helping to raise awareness
of the benefits of asphalt to a wider
audience. Improving funding for local road
maintenance, to help road authorities plan
for longer term, more efficient maintenance
has been an important objective of the RBA.
It is one that is beginning to bear fruit as
recognition of the value of the local road
network starts to manifest itself in increased
and longer term funding from central
government.
Continuing this campaign, to ensure that the
various issues affecting the efficient delivery
of highway maintenance are addressed
from an informed position, is an integral
part of the RBA’s policy which has been
applied most recently in its engagement
with policy makers involved in the roads
reform programme.
The RBA has also continued its joint research
programme with the Highways Agency and
the MPA, which this year has evaluated
reduced temperature asphalts developed
to reduce emissions and use of energy.
The study has focused on the economic
and environmental benefits that can be
realised from these processes, with a view
to developing a specification and design
method facilitating their wider use.
This current project has involved monitoring
materials on existing sites as well as laying
a demonstration site to measure energy
used during the process. Secondary
objectives include the examination of
a range of joint repair products, techniques
and machinery especially for thin surface
course systems and a pilot trial of radio
frequency identification tags in asphalt
mixes, the success of which will enable
materials to be identified and traced many
years after being laid.
The association will continue its work to
promote best practices relating to safety,
and bitumen handling and storage. Several
new guidance notes and tool box talks, on
topics ranging from PPE to safe delivery, are
available on the website, and new bitumen
burns first aid advice has been prepared by
Eurobitume.
So the common themes of technological
advances, efficiency, and collaboration, are
the linking threads through the association’s
research and communication activities.
These also feed through into the RBA’s
increasing involvement on a wider,
European scale in which it contributes
expertise to European standards committees
and to the increasingly influential work
of the European bitumen association,
Eurobitume, and its partner associations
in other countries.
Refined Bitumen Association (RBA)
David Foster
RBA chairman
www.bitumenuk.org
“The Future’s Bright”, so said the admen
for the Orange network (now ironically
subsumed within EE). If we believe all
of the Government’s pronouncements
on infrastructure investment, then the
future looks brighter for “the black stuff”.
Naturally this will bring with it its own
challenges to be addressed.
Re-shaping the Highways Agency is essentially
now a politically “done deal”, with the
promised enabling of billions of investment
eagerly anticipated. DfT is targeting “a longer
term investment programme, which is vital
for the many companies who help plan, build
and maintain our roads who can start thinking
about the skills and equipment needed well
in advance”. We all now face the delivery
challenges – ideally with further clarity on
how much, when and where in order to
initiate appropriate investment. Will the
programme be delivered with the projected
spending profile equally across the whole
country? What impacts will demand for the
National programme have on existing (and
still under-funded) local network markets?
The industry needs to call on the experience
of those who have been through the past
cycles of boom and bust to best deliver
under challenging demands.
“Driving down the cost of improvements”
(DfT’s words) will be a key challenge.
To deliver we all have to be smarter in how
materials are procured, specified, designed,
produced and installed; ultimately “providing
road users with a better quality service”
(DfT’s words again). The industry’s offer
must therefore help build confidence in it
as a whole as responsible and competent
operators.
Responsibility is often tagged to “social”
and “corporate”, requiring us to protect our
workforce, the environment, our neighbours
and end customers in the course of our
activities while at the same time stimulating
the economic benefits of a safe and reliable
network. In ensuring this happens, those
working in our businesses also have a
real corporate responsibility to deliver
reasonable profits for their shareholders or
owners. Is the key efficiency? If operations
are efficient, then costs may be reduced and
reasonable profits optimised (subtly different
to maximised)?
Competence in relevant activities can
partly deliver efficiency; well-structured
contracts and specifications will help inform
value-engineered design and construction
decisions, for better outcomes. A competent
workforce can be safer, and workers who
feel safe are more likely to be efficient.
Alongside these is the increasingly-cited
driver of “innovation”. Given all the adverts
for the latest ‘wonder products’, innovation
is clearly happening. As a conservative sector,
adoption can be limited, or at best slow. Do
we suffer from a “not invented here” attitude
– it may be easier to be risk averse? But, if
we can consistently get the basics right, then
maybe there is more likelihood of managing
risks associated with innovation? Perhaps
investment will enable more practical
research and innovation by attracting fresh
thinkers and ideas to a potentially booming
industry?
Without further philosophising, a quick
summary of MPA activities which we believe
are helping to deliver on those challenges.
The basics – Standards and specifications,
providing to BSI and CEN feedback on their
development, as well as implementation
under the CPR via UK interpretive documents.
Research – collaboratively with HA and RBA
currently investigating reduced temperature
asphalts, joint repair technologies and RFID
tagging. Environment – looking to ensure
that materials are sourced responsibly
and maximising their safe re-use in a low
waste, circular economy. Health & Safety
– working to ensure a safety culture in
employees, supported by the travelling
public. Education and Competence – helping
deliver documentation and training (the
Newcastle Asphalt Course has now passed
its 40th consecutive year) and embedding
best practice and competency requirements.
Political - alongside the RBA as the AIA,
continuing to highlight the self-evident
effects of under-investment in highways
infrastructure – which, given the investment
commitments, may have been our biggest
success to date. Railway operators talk
about preparing for the biggest investment
since Brunel, for those in highways it might
feel like the biggest investment since the
Romans!
The challenges for all of industry are there
to help in DfT’s laudable aim of “enabling
delivery of national road infrastructure fit for
the 21st century, to support jobs and growth
up and down the country”. MPA is involved
across those arenas which will deliver the
drivers, demands, specifications, practicable
guidance and knowledge and competence
to ensure better delivery. The IAT and its
members also have much to contribute here.
I look forward to continuing the ongoing
relationships with the IAT in these times of
new challenges. Maybe the future is actually
black – and sticky.
www.instituteofasphalt.org IAT YEARBOOK • 2014 37
Mineral Products Association (MPA)
www.mineralproducts.org
Malcolm Simms
Director, MPA Asphalt
38 IAT YEARBOOK • 2014 www.instituteofasphalt.org
n Founded in 1973
n EAPA members are National associations
n It has also 22 Associate members such
as producers of asphalt plants and
equipment and producers of asphalt -
and bitumen additives
The European Asphalt Pavement Association
(EAPA) is the European industry association
which represents the manufacturers of
bituminous mixtures and companies
engaged in asphalt road construction
and maintenance.
Its members are the National Associations
of the following countries: Czech Republic,
Denmark, Estonia, Finland, France, Germany,
Hungary, Ireland, Norway, Poland, Slovenia,
Spain, Sweden, Turkey and United Kingdom.
Next to the National association members
EAPA also has 22 Associate members such
as producers of asphalt- and bitumen-
additives and producers of asphalt plants and
equipment. EAPA was founded in 1973 and
it is a non-profit association that is based in
Brussels in Belgium. The mission of EAPA is
to promote the good use of asphalt in the
creation and maintenance of a sustainable
European road network.
About three times a year EAPA publishes
its EAPA Newsletter, which gives an overview
of its activities.
EAPA is founding member of the Global
Asphalt Pavement Alliance (GAPA). This is
a global network of regional and national
trade associations whose activities are
related to the production and laying of
asphalt for pavements.
The GAPA was created because the asphalt
associations around the world are all facing
similar challenges; some of them being
global challenges. These (global) challenges
require a strategic and fundamental
cooperation of its industry associations
and representatives, because they can
learn from each other, they can work
together and join forces.
For achieving its goals EAPA is also working
together with Europe’s like-minded
organisations like Eurobitume, the European
bitumen association, the European Road
Federation (ERF), the European Aggregates
Association (UEPG) and the European
Construction Forum (ECF).
Every four years EAPA and Eurobitume
organise the Eurasphalt & Eurobitume
Congress.
The 6th Eurasphalt & Eurobitume Congress
will be held on 1 – 3 June 2016 in Prague,
Czech Republic. More information is
available at the congress website:
www.eecongress2016.org.
For further information about the
EAPA and its activities please visit
their website www.eapa.org
European Asphalt Pavement Association (EAPA)
Egbert Beuving
Secretary General
The objectives of EAPA are representing its
members in the institutions of the EU, being a
reliable partner for the European Commission
and the European Parliament, participating
in European standardisation activities,
promoting the effective and sustainable use
of asphalt, stimulating innovative measures
to improve the HS&E conditions, stimulating
new developments as well as collecting,
exchanging and promoting knowledge as
well as best practices.
Position papers on various subjects can be
downloaded from the EAPA website. One
of these position papers is “The use of Warm
Mix Asphalt” where various techniques for
producing Warm Mix Asphalt are described
as well as its benefits.
Within EAPA several committees and
groups are active. These are the Technical
Committee, the Health and Safety
Committee, the Environment Group, the
Asphalt Plant & Equipment Manufacturers
Group and the Directors’ Group, which is an
advisory group that gives recommendations
to the EAPA Executive Committee and the
EAPA secretariat.
The 6th Eurasphalt & Eurobitume Congress will be held on 1 – 3 June 2016 in Prague, Czech Republic.
EAPA is active in the European
standardisation work (CEN), especial in CEN
TC227 WG1 “Bituminous mixtures” and in
CEN TC336 “Bituminous binders”. EAPA is
also participating in several European
research projects.
Every year EAPA is publishing the key figures
of the European asphalt industry in its
“Asphalt in Figures”. This gives an overview
of the asphalt production in the European
countries as well as the types of mixtures
produced, the amount of reclaimed asphalt
that is reused, the bitumen consumption,
the amount of companies involved in asphalt
production and asphalt paving, etc. www.eapa.org
www.instituteofasphalt.org IAT YEARBOOK • 2014 39
The Road Surface Treatments Association
(RSTA) is the UK’s leading trade body
and focal point for the road surface
maintenance industry. The RSTA aims to
raise awareness of the range and benefits
of road surfacing treatments and promote
work force competence, safe working
and sustainability practices. It champions
industry professionalism, innovation and
best practice. By achieving these aims,
RSTA aims to develop the road surfacing
industry as a whole.
The RSTA was formed in 2008 following
the merger of the Road Surface Dressing
Association (RSDA) with the High Friction
Surfacing Association (HFSA) and the
Slurry Surfacing Contractors’ Association
(SSCA). Since its formation, the Associations
membership has expanded significantly
leading to the formation of two other
Sectors. The Specialist Treatments Sector now
includes companies providing; Innovative
Patch Repair Services and Products, Asphalt
Preservation, In-situ Recycling, Re-Texturing,
Crack & Joint Repair Systems and Grouted
Macadams. The latest Sector to become
established in 2011 covers Geosynthetics &
Steel Meshes. The RSTA is governed by a 20
strong Management Executive Board which
determines strategy and policy in response
to industry level issues whilst each Sector has
its own Committee which deals with more
technical and commercial matters.
The RSTA now has 84 member organisations
ranging from large multinationals to
regional SME’s and local authorities.
Membership is increasing year on year and
is up from 59 five years ago. RSTA members
cover the whole supply chain from Councils
and contractors to upstream suppliers of
plant and materials (bitumen products and
aggregates). Consultants and Test Houses
are also represented. Collectively RSTA
members help to maintain approximately
100 million m2 of UK roads per annum.
The surface treatments market has seen
slow but steady growth over recent years
and 2014 is looking like this growth will
continue apace.
To become a member of RSTA requires
organisations to meet certain criteria. For
example, contractors need to become
registered with National Highway Sector
Scheme 13 or obtain BBA/HAPAS Product
Certification and/or become an approved
installer as appropriate. RSTA is recognised
by the National Highway Sector Scheme
as the only route through which members’
operatives and supervisors can obtain
endorsed CSCS cards as demanded by
Sector Scheme 13. Contractors who provide
‘products’ regulated by a harmonised
standard (hEN) must also have a CE mark
for these products, in particular this affects
Surface Dressing and Slurry Surfacings.
The RSTA is committed to raising standards
within the workplace and each year runs
a series of training courses for operatives,
supervisors and management. Recognising
the need to encourage professional
development within the industry, the RSTA
has been working alongside the IAT and
University of Derby to develop and launch
a new one year Diploma in Road Surface
Technology. Anyone interested in this should
contact either Tony Stock at Derby or the
new RSTA Wolverhampton office.
RSTA is involved with Standardisation
matters pertaining to Road Surface
Treatments with a seat on TC227 WG2
(Surface Dressings, Slurry Surfacings etc),
TG1 (Surface Dressing) and TG2 (Slurry
Surfacings) and BSI committees B/510,
B/510/2 and B/510/19 dealing with Road
materials. RSTA chairs Sector Scheme 13 for
Road Surface Treatments and also provides
the Secretariat for Sector Scheme 23 for
Small Scale Pavement Repairs. In 2012 RSTA
gained a seat on HiTAC (Highway Technical
Advisory Committee) which regulates
the HAPAS Product Certification Schemes.
In 2011-12 RSTA was a member of the
Highway Maintenance Efficiency Programme
(HMEP) Pothole Review Management
Board overseeing the development of
new published guidance, ‘Prevention and
a Better Cure’. Aimed at local authorities,
this was launched in April 2012 to provide
best practice guidance on how to minimise
pothole formation by sealing the road
surface and to raise standards with respect
to pothole repairs.
Each year RSTA members hold technical
liaison meetings with the major client
bodies including the Highways Agency,
ADEPT, Transport Scotland and DRNDI. The
RSTA/ADEPT discussions have proven to
be particularly fruitful resulting in 10 new
Industry Codes of Practice being published
since 2010, all of which are freely available
on the RSTA website, www.rsta-uk.org/
publications.htm
Strengthening relationships with key
stakeholder groups is an important area
for the RSTA as we look to share best
practice and help everyone involved with
maintaining the highway to identify cost
savings and obtain better value for money
during these difficult times. A key objective
is to provide guidance to help asset
managers devise maintenance strategies
to extend the life of existing roads before
major intervention becomes necessary
thereby helping the public purse to stretch
even further.
For further information about the RSTA
and our range of activities please visit
the website, www.rsta-uk.org
Roads Surface Treatment Association (RSTA)
Howard Robinson
Chief Executive
www.rsta-uk.org
40 IAT YEARBOOK • 2014 www.instituteofasphalt.org
CONNOR CONSTRUCTIONThe South West’s leading Paver and Labour Hire Companyproud to be supporting our local community
Frome Town Youth Under 13
Girl’s Football Team
We have consistently delivered an outstanding service to the asphalt
industry across the UK since 2008. We do this through sourcing
the latest equipment and technology, and employing dedicated and
experienced staff provided with comprehensive training, alongside
our zero tolerance of poor site practices that affect the health and
safety of our people. We are also extremely proud to make a positive
difference to our local community.
We are committed to providing the right equipment and people.
Whatever you need.
Wherever you need.
Whenever you need.
For further details, please contact us on
01373 836182 or [email protected]
Mastic Asphalt Council (MAC) is the trade
association for the UK mastic asphalt
industry. It represents more than 90
companies – including mastic asphalt
manufacturers, the contractors responsible
for its installation, and associated suppliers
of equipment and services.
Top quality products, design and
workmanship are fundamental to MAC
and membership is only open to those
manufacturers and contractors that
can satisfy the most stringent quality
requirements. With such strict membership
requirements, MAC can justifiably claim that
it represents the UK’s top 70 mastic asphalt
contractors and many of the industry’s
leading manufacturers.
To ensure the highest standards are
maintained, prospective members must
supply suitable references from satisfied
customers and allow site inspections prior
to being accepted. Proof of financial viability
is also required before admittance and
every application must be supported by a
three-year trading record backed by audited
accounts. Despite these strict requirements,
MAC membership has continued to rise
over the last 12 months.
hilarious anecdotes and stories from his time
as a Sky Sports presenter and Countdown host.
As well as past successes, the event also
looks to the future of both MAC and the
industry as a whole. The 2011 MAC Awards
ceremony saw the introduction of Mastic
Asphalt Terrazzo – a product which is fast
becoming the first choice for flooring
projects all over the UK. Decorative, hard
wearing and available in a variety of finishes
– this innovative flooring system takes
mastic asphalt to new levels and is a key
part of the expansion of the existing
flooring and paving market.
Designers, architects and contractors
have all been turning to Terrazzo for its
combination of a stunning polished stone
aesthetic and the proven performance of
mastic asphalt. With Terrazzo being installed
at commercial and residential projects across
the UK – MAC has now added the system to
its Level 3 Craft Training Course at Hackney
Community College.
As the next generation of contractors will
play a huge role in the on-going success of
mastic asphalt, MAC encourages high craft
skill levels backed by CITB-approved training
schemes. With every installer trained and
awarded an NVQ level 2 or level 3 in the
craft, MAC ensures anyone looking for an
asphalt roof can be sure that it will only be
applied by reputable and skilled craftsman –
protecting the reputation of the industry
for years to come.
For more information about MAC and our
range of activities, please visit our website
at www.masticasphaltcouncil.co.uk
Mastic Asphalt Council (MAC)The reward of membership includes
training for operatives and staff and the
continuous support of an organisation
which is committed to the highest levels
of service for both members and their
customers. Members have unrivalled access
to the latest health and safety information,
insurance-backed guarantees, contractual
and legal support and representation
across Europe.
MAC provides a technical information service
to architects, surveyors and specifiers, on
the design of all types of mastic asphalt
installation. By setting codes of good
practice and promoting measures governing
the safety of operatives, MAC regulates
quality and workmanship standards of
mastic asphalt installation.
The previous European Mastic Asphalt
Association which MAC was an active
member has expanded to become the
International Mastic Asphalt Association,
with the inclusion of Russia and China.
The group’s next meeting being held
in St. Petersburg, Russia on 4th and
5th September.
As the next generation of contractors will play a huge role in the on-going success of mastic asphalt, MAC encourages high craft skill levels backed by CITB-approved training schemes
In the UK, MAC members gather each year
to celebrate the successes of the industry at
a star-studded awards ceremony. Following
on from the highly successful 2013 event,
the 2014 meeting was held at the prestigious
Royal Horseguards Hotel in London on
Friday 6th June. Guest host Jeff Stelling
kept members and guests entertained with www.masticasphaltcouncil.co.uk.
Ian Deacon
Chairman
CONNOR CONSTRUCTIONThe South West’s leading Paver and Labour Hire Companyproud to be supporting our local community
Frome Town Youth Under 13
Girl’s Football Team
We have consistently delivered an outstanding service to the asphalt
industry across the UK since 2008. We do this through sourcing
the latest equipment and technology, and employing dedicated and
experienced staff provided with comprehensive training, alongside
our zero tolerance of poor site practices that affect the health and
safety of our people. We are also extremely proud to make a positive
difference to our local community.
We are committed to providing the right equipment and people.
Whatever you need.
Wherever you need.
Whenever you need.
For further details, please contact us on
01373 836182 or [email protected]
The Institute of Asphalt Technology ANNUAL PRIZE FOR BEST TECHNICAL PAPER
THE AKEROYD AWARD
It is with great pleasure that Council promote the Akeroyd Award for the best technical paper submitted during the year leading up to the publication of the Yearbook.
This award was originally setup as the Argent Award, so called after Charles Argent, one of the founding
members of the Institute in 1966, but in the late 1990’s the award ceased. It was reintroduced and renamed as
the Akeroyd Award after past President Maurice Akeroyd, who worked for Mobil Bitumen. Maurice was one of
the prime movers in the Institute for getting speakers to our National Conference and papers for the Yearbooks.
He was a strong supporter of education in the Institute, wrote many papers himself and always had a question
or two at a conference. When the award was reintroduced the Council felt that it was a fitting tribute to rename
the award after Maurice.
We outline the procedure below:
Eligible papers All technical papers published in the Asphalt Yearbook or Asphalt Professional during the previous calendar year. The exception will be the winning paper for the previous year, should it have been reprinted in the Asphalt Yearbook.
Electorate All current members of the Institute of Asphalt Technology Council or Senate are eligible to vote.
Procedure A list of the eligible papers, together with electronic copies of the papers and the rules of voting, is sent to everybody eligible to vote during the following January.
Each elector who wishes to take part in the voting returns their votes by the end of March.
Review Electors will review the papers in terms of the contribution to extending knowledge, the extent to which the aim of the paper has been met, the logic of the approach taken, an appreciation of any related research and the clarity of the literary style.
Each elector will award three points for the favourite paper, two points for the second favourite paper and one point for the third favourite paper.
Winning paper The winning paper will be the one with the most cumulative points. If there is a tie then the outcome will be decided by a panel consisting of the President, the Chairman of the Technical Committee and the Editor of Asphalt Professional.
The winning lead author receives a framed certificate and vouchers for £250; other authors for the same paper will receive a framed certificate.
The winning paper will be reprinted in the following year’s Asphalt Yearbook if it was originally published in Asphalt Professional.
This year’s contest was closely contested - the outcome was only decided on the last few votes.
We extend our congratulations to Alan Kavanagh, Gearoid Lohan and Dennis Ryan, who pipped everyone else to the post with their paper on warm mix asphalt in Dublin.
The paper is reprinted in full on the following pages.
www.instituteofasphalt.org IAT YEARBOOK • 2014 43
Introduction
Depending on the mix type and bitumen
that is used, traditional hot mix asphalt
(HMA) is produced at temperatures typically
ranging from 140 to 180°C. At these high
temperatures, the bitumen becomes less
viscous (i.e. more fluid), allowing full
aggregate coating to be obtained during
the mixing process and good workability
during laying and compaction. The main
goal of “warm mix asphalt” (WMA) or
“low-temperature asphalt” technologies
is to reduce these temperatures without
sacrificing the performance of the end
product. The main benefits of WMA
technologies are reduced fuel use and a
consequent reduction in carbon emissions
at the mixing plant and reduced fumes
for the paving crew.
There are many different methods
being used throughout the world for the
production of WMA. For the site trials
described in this paper, the warm-mix
asphalt was produced using bitumen that
was modified by a chemical additive named
CWM®. CWM is manufactured by an Irish
company named Chemoran Ltd, and works
by reducing the surface tension and viscosity
of the bitumen, thus facilitating lower
mixing and compaction temperatures.
The main goal of “warm mix asphalt” (WMA) or “low temperature asphalt” technologies is to reduce [these] temperatures without sacrificing the performance of the end product
Preliminary Site Trial
In the early hours of September 26th 2012,
warm mix asphalt was laid for the first time
on the streets of Dublin City. As part of a
maintenance overlay contract for Dublin
City Council (DCC), SIAC Bituminous Products
Ltd. were laying binder and surface course
asphalt pavement layers on sections of
streets in the Rathgar – Rathmines area.
Work was being carried out during the night
shift to minimise traffic disruption. On the
night in question, the asphalt mix being
used was SMA 10 surf PMB 65/105-60 des.
In order to familiarise the plant operator
and paving crew with the new warm mix
material, one load of warm mix asphalt
was manufactured and laid as a preliminary
site trial. The warm mix load was made at
temperatures of about 30°C lower than the
hot mix by dosing the bitumen with 0.4%
by mass of CWM. On site, mat temperatures
of both the hot and warm mix asphalt were
recorded and photos were also taken using
a thermal imaging camera.
Warm Mix Asphalt reaches Dublin’s Fair City By A Kavanagh1, G Lohan2 and D Ryan3 1. Technical Manager, Atlantic Bitumen Ltd, [email protected]. General Manager, Atlantic Bitumen Ltd, [email protected]. General Manager, SIAC Bituminous Products Ltd, [email protected]
AbstractFor sustainability and environmental reasons, interest in the use of warm mix asphalt is increasing
throughout Europe. Lower mixing temperatures result in reduced energy use at the mixing plant and
reduced carbon emissions. However, in order for customers to accept its suitability as a direct replacement
for conventional hot mix asphalt, it must be shown to provide at least the equivalent performance levels.
Over the past three years, Atlantic Bitumen has been conducting laboratory studies to compare the
performance of warm mix asphalt versus hot mix asphalt. As these studies showed, the warm mix asphalts
achieved the required performance levels in the laboratory so that the next step of the evaluation process
was to perform on-site trials. For the two site trials described in this paper, the warm mix SMA 10 surface
course asphalt was manufactured using a PMB bitumen at a temperature 35 °C lower than that used for the
hot mix SMA 10. The PMB bitumen was modified using a chemical additive called CWM® that reduces the
surface tension and viscosity of the bitumen, thus facilitating lower mixing and compaction temperatures.
The results of the site trials are presented in this paper.
Keywords: Warm mix asphalt, site trial, temperature, carbon emissions, performance
A Kavanagh
G Lohan
Denis Ryan
WINNER OF THE AKEROYD AWARD, TECHNICAL PAPER OF THE YEAR 2014/15
44 IAT YEARBOOK • 2014 www.instituteofasphalt.org
While it took a couple of batches for
the plant operator to bring the mixing
temperature down to the target of 30°C
less than that of the hot mix, once the lower
temperature was achieved it was easily
maintained. Onsite, the laying crew reported
that the material behaved in the same way
as conventional hot mix. Images from the
thermal imaging camera showed that the
mix temperatures were consistent at about
30°C lower than the hot mix, as can be
seen from Figures 1 and 2 above.
Site Trial in North Wall Quay, Dublin City
Having gained experience from mixing and
laying one load of warm mix asphalt for the
preliminary site trial, SIAC were happy for
the second site trial to be larger in scale. In
October, SIAC were performing an overlay
contract on a section of the North Wall Quay,
on the banks of the River Liffey, in Dublin
City. This contract was identified by SIAC
as an opportunity to conduct a more large
scale site trial. Having received approval
from DCC to lay part of the surface course
using warm mix asphalt, the trial took place
on the 15th and 16th of October 2012.
On site, the laying crew reported that the material behaved in the same way as conventional hot mix
Once again, the asphalt mix being used
was SMA 10 surf PMB 65/105-60 des. In
order to carry out a direct comparison with
the performance of hot mix asphalt, part
of the surface course was also paved using
conventional hot mix SMA 10. The target
mixing temperature for the hot mix
SMA was 175°C and the target mixing
temperature for the warm mix SMA was
140°C. Mix temperatures, smoke emissions,
air voids content, surface texture and
stiffness modulus of both the warm
and hot mix SMA 10 were recorded
for comparison purporses.
Mix Temperatures
The recorded delivery temperatures
for both the warm and hot mix SMA are
shown in Table 1 opposite. The recorded
mix temperatures behind the screed
of the paver are also shown. As can be
seen, the average warm mix delivery
temperature is 33°C lower than the hot
mix delivery temperature, while the
average temperature of the warm mix
asphalt mat behind the screed of the
paver is 25°C lower.
VOC emissions
Despite the reduction in mixing and delivery
temperatures, the warm mix material
looked and behaved in the same way the
hot mix material, during and after the laying
process. However, thanks to reduced mixing
temperatures, there was visibly less smoke
coming from the warm mix material, as can
be seen from Figures 5 and 6, respectively.
Figure 1 Hot mix asphalt mat temperature of about 141°C
Figure 2 Warm mix asphalt mat temperature of about 112°C
www.instituteofasphalt.org IAT YEARBOOK • 2014 45
Figure 3 Mat temperatures of hot mix SMA 10
Figure 4 Mat temperatures of warm mix SMA 10
Table 1 Recorded Mix temperatures
Figure 5 Smoke from hot mix SMA 10
thanks to reduced mixing temperatures, there was visibly less smoke coming from the warm mix material
46 IAT YEARBOOK • 2014 www.instituteofasphalt.org
In order to quantifiably demonstrate how
much the smoke and fumes were reduced
by, volatile organic compound or “VOC”
emissions were recorded during laying of
both the hot- and warm mix sections by the
Air Quality Technology Centre of the National
University of Galway. The measurements
were made using probes that were attached
to the screed of the paver and to two of the
paving crew members. VOCs are organic
chemicals that have a low boiling point at
ambient temperature conditions. This causes
large numbers of molecules to evaporate
and enter the surrounding air. Some VOCs
can be dangerous to human health or cause
harm to the environment [2]. During this
site trial, all of the recorded VOC emission
levels, for both the warm and hot mix
SMA 10, were far below the allowable
occupational exposure limits. In addition,
as can been seen from Table 2, the total
VOC emissions from the warm mix were
1/5th (21%) of the level of emissions
from the hot mix material.
Surface Texture
As can be seen from Figure 7, the surface
texture of the warm mix SMA 10 looked
very similar to that of the conventional hot
mix SMA 10.
Air voids content
Despite the reduction in mixing and delivery
temperatures, the warm mix SMA material
was as workable and easy to compact as the
hot mix SMA material. In order to compare
the compaction levels achieved, cores were
taken from both sections. The air voids
contents of these cores were determined
and are presented in Table 4.
the total VOC emissions from the warm mix were 1/5th (21%) of the level of emissions from the hot mix material
As can be seen from the above results, the
compactibility of both materials was the
same, as the repeatability of the test is
17 kg/m³. (The same compaction regime
was used for both materials).
Figure 6 No smoke from warm mix SMA 10
Table 2 Recorded VOC emissions
Table 4 Recorded air voids contents
Figure 7 Surface texture of both warm and hot
mix SMA 10
Warm Mix SMA 10
Hot Mix SMA 10
For comparison, the surface textures of both
materials were measured using the volumetric
sand patch test, at three randomly spaced
locations. The results are presented in Table 3
and confirm that the surface texture of both
materials is the same at just over 1.5mm.
www.instituteofasphalt.org IAT YEARBOOK • 2014 47
Table 3 Surface Texture Results
Table 5 Stiffness Modulus Results
Conclusion
The main purpose for the development
of warm-mix asphalts is to reduce fuel use
at the mixing plant and to, consequently,
reduce carbon emissions. This trial has
shown that carbon emissions can be reduced
while, at the same time, maintaining the
performance of the end product, namely the
SMA 10 surface course for two of Dublin’s
busiest city streets. Another side effect
to reduced fuel use is a reduction in VOC
emission, both at the asphalt mixing plant
and for the laying crew.
Further work will continue to investigate
the performance of warm-mix asphalt. A
study to investigate the effect of the above
mentioned reduction in oxidative age
hardening of the bitumen is
currently underway in the
Atlantic Bitumen Asphalt
Laboratory. The study will
examine if reduced age
hardening will contribute
to a longer fatigue life for
a variety of warm-mix
asphalts.
The main purpose for the development of warm mix asphalts is to reduce fuel use at the mixing plant and to consequently, reduce carbon emissions
Stiffness Modulus
Cores of both materials were also brought to
the laboratory for stiffness modulus testing.
The results are presented in Table 5. The
stiffness modulus of the warm mix SMA 10
is marginally higher than that of the hot
mix SMA. Other studies have found that,
due to reduced oxidative age hardening of
the binder, the stiffness modulus of warm
mixes is normally lower than their hot mix
counterparts [3]. That is not the case here,
as the stiffness of SMA type mixes is more
due to the aggregate skeleton than the
binder used. The same comment would also
apply to the rut-resistance of NRA Clause
942 SMA type mixes, as was found in our
earlier laboratory study [1].
Fuel use at the hot mix plant During mixing of the warm mix SMA at the
asphalt plant, fuel use was monitored and
was found to be about 20 % lower compared
to that for the hot mix SMA.
Acknowledgements
The authors would like to thank Ksawery
Hession, Senior Executive Engineer of the
Road Maintenance section and Padraig
McNulty, Senior Resident Engineer of the
Road Construction section of Dublin City
Council for their support in conduction these
two site trials.
References
[1] Volcanic Organic Compounds (VOCs),
www.environ.ie/ (22/01/2013)
[2] Talking Asphalt: What about warm
mix? Walker, D, Asphalt Magazine,
Asphalt Institute, USA, May 2011.
[3] Kavanagh, A, K Usacovs, MJ Brennan
and J Sheahan. A Study of the
Performance of Warm Mix Asphalt
Manufactured using a Chemical
Additive. Proceedings Eurobitume,
2012, Istanbul.
48 IAT YEARBOOK • 2014 www.instituteofasphalt.org
Originally designed for 20 years, many of
these pavements have provided very good
service, but with time and increasing traffic
volumes, reflection cracking has presented
a maintenance problem. This paper reviews
the use of a sustainable technique known
as crack, seat and overlay (CSO), including
recent developments aimed at simplifying
the design process and incorporating the
use of EME2 in the asphalt overlay (TSIA No
44, 2013). The approach retains much of the
concrete in-situ strength and, as it removes
the need for wholesale reconstruction,
is sustainable and quick to carry out.
2. Cracking in flexible composite pavements
The structural strength (as measured
by deflection) is normally high, however
the principal problem that occurs with
flexible composite pavements is transverse
reflection cracking. Although providing good
support to the asphalt overlay, the lower
CBM (known today as hydraulically bound
material) cracks due to thermal stresses
and these discontinuities induce transverse
1. Introduction
It is estimated that during the 1970s and 1980s around 20% of the Scottish trunk road network was
constructed with flexible composite pavements. For instance, current records indicate that approximately
50% of the existing A9 comprises this type of construction. The design of these pavements was based on
Road Note 29 (Road Research Laboratory, 1970), which was based on the observations of road experiments
containing a lower layer of cement bound material (CBM) and an upper layer of asphalt. Figure 1 shows the
upper bound construction of a typical pavement.
The Crack, Seat and Overlay Method incorporating EME2
reflective cracking in the asphalt surfacing
(Figure 2). Initially, the surface crack widths
are barely visible to the naked eye and
are not considered to affect serviceability.
However, with time the cracks propagate
from the surface to the full depth of the
asphalt layer, and subsequent ingress
of water can cause the surfacing to ravel
back from the crack impairing ride quality
and allowing ingress of water into the
sub-base. Without timely maintenance,
further deterioration caused by
environmental effects and trafficking
can cause localised failures.
In the 1970s and 1980s cracking was not controlled and uncontrolled shrinkage cracking occurred owing to the loss of water due to evaporation and chemical processes.
Michael J. [email protected]
Figure 2 Reflection cracking
≈ 120mm
≈ 200mm
3. Maintenance of flexible composite pavements
The main options available to treat
transverse cracking, including advantages
and disadvantages, are given in Table 3
4. Crack Seat and Overlay methodRecognising the potential benefits of the
CSO method above, Transport Scotland
commissioned TRL in 2006 to trial the
method with a view to using the technique
on the trunk road network.
4.1 CSO Technique
If a new flexible composite pavement is
constructed today, then transverse cracks
are typically induced at 3 m intervals in
the fresh cement or HBM base. However,
In the 1970s and 1980s cracking was not
controlled and uncontrolled shrinkage
cracking occurred owing to the loss of water
due to evaporation and chemical processes.
The amount and location of cracking varied
and was strongly influenced by the strength
of the mix; typically crack spacing occurred at
greater than 6 m intervals transversely and
the individual cracks were wide in nature.
The objective of the crack and seat technique
is to induce (or retrofit) fine transverse cracks
into the existing cement-bound base, before
overlaying with new asphalt. This encourages
seasonal thermal movement to occur at both
the existing and induced cracks. The theory
is that subsequent thermal movements will
occur at the original and closer spaced cracks
and will be much smaller, thus minimising
the occurrence of transverse reflection cracks
in the asphalt.
Figure 1 Flexible composite construction
www.instituteofasphalt.org IAT YEARBOOK • 2014 11
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50 IAT YEARBOOK • 2014 www.instituteofasphalt.org
Table 3 Summary of main reflection cracking treatments
Method Advantages Disadvantages
Asphalt overlayA proven way of strengthening
pavements.
Headroom under structures and the
height tolerance of safety barriers
may be insufficient. Prone to reflective
cracking if the total asphalt thickness is
less than around 180mm. Thick overlays
have poor environmental credentials.
Overlay with stress-absorbing membrane
interlayer (SAMI)
Provides a waterproofing interlayer.
Retards crack incidence and growth.
Performance of different types can vary
significantly. Targeted treatments can
lead to cracking over the edges of the
treatment.
Overlay with grid reinforcement Can be applied with minimal planing and
retains pavement strength.
Performance can be variable. The
treatment can be expensive, especially
when proprietary modified asphalts
and bond coats are specified to be used
with the grids. Intolerant to substandard
workmanship. Can present problems
with recycling asphalt.
Trenching
Effective in dealing with wide discrete
cracks. Most of the pavement remains
intact.
Expensive if multiple cracks are treated.
The TM configuration is disruptive
(across the carriageway). Can lead to
two parallel reflective cracks in the
new overlay, exacerbating the original
problem.
Pavement ReconstructionNo reflection cracking. Problems in the
foundation can be corrected.
Expensive, disruptive and uses
unsustainable amounts of new
materials.
RubblisationReflective cracking does not reoccur.
Minimal removal of material from site.
The strength of the original concrete
layers is lost, often necessitating thick
overlays. Limited UK data exists on
durability. Headroom under structures
and the height tolerance of safety
barriers may be insufficient. Thick
overlays have poor environmental
credentials. This treatment is only
applicable to concrete already in a
very poor weakened condition and an
approved design approach is not yet
available in the UK.
Crack, seat and overlay (CSO)
Retains much of the intact strength if
correctly cracked and seated. Minimal
removal of material from site.
Can be complicated to design. Cracking
and seating of the concrete layer needs
good quality control to avoid over
cracking or under-cracking.
www.instituteofasphalt.org IAT YEARBOOK • 2014 51
The technique, first developed in the USA,
requires the CBM to be exposed by planing
off the asphalt. Transverse cracks are then
induced (between the existing cracks) in
the CBM slab using specialist equipment
comprising a five tonne guillotine (Figure
4.1). Trials are undertaken to establish a
suitable drop-height and spacing. The force
required by the guillotine to fracture the
HBM with a neat single crack depends upon
many factors including the CBM strength and
thickness, as well as the underlying support.
The drop height needs to be controlled and
continually reviewed to ensure that the
pavement is not being over cracked
or under-cracked.
After cracking, sample cores are taken
and inspected (Figure 4.2). It is extremely
important that the cracks created are fine,
transverse and vertical to maintain good
load transfer between HBM sections. After
the cracking treatment, the CBM surface is
rolled with a minimum of six passes of a
20 tonne Pneumatic Tyred Roller (PTR). This
seating operation is carried out to assist the
full-depth propagation of induced cracks and
to minimise the rocking of concrete at the
location of any voids that may be present
under the CBM prior to overlaying with
a minimum of 150mm of asphalt.
4.2 CSO trials
The first Scottish trial was undertaken on
a section of the A9 at Drumochter Pass in
September 2006. The original maintenance
scheme was to replace the flexible
composite with full depth reconstruction
in asphalt. In adopting the CSO option, a
revised costing exercise meant that the
original scheme length could be doubled
for the same level of funding. In addition
to cost savings, an estimated 20% to 30%
reduction in CO2 emissions was calculated.
The contract duration was also reduced by
one third.
Since the first trial in 2006, a further eleven
CSO schemes have been completed on the
Scottish trunk road network: seven on the
A9 between Stirling and Inverness, three
on the A75 near Dumfries and one on the
A90 south of Aberdeen.
4. Simplified design method incorporating EME2
One of the drawbacks to the crack and
seat approach is that the design process
can be onerous, requiring considerable
time and effort that may only result in
minor alterations to the asphalt overlay
thicknesses. At present, there are two main
requirements in designing overlays for
cracked and seated concrete pavements: to
inhibit reflection cracking and to ensure the
treated pavement can carry the anticipated
future traffic loading. As such, one of the
key stages of the CSO design process is to
determine the minimum effective threshold
stiffness (Eth) that needs to be achieved
by the cracked and seated CBM in order to
achieve the required design life. Constantly
changing variables such as overlay
thickness, CBM thickness and foundation
stiffness can result in numerous and time-
consuming runs of an analysis program.
Following a review of the existing CSO
design method described in Chapter 4 of
HD26/06 (DMRB 7.2.3), analysis of data
Figure. 4.1 Use of guillotine
Figure 4.2 Horizontal crack in core
from various CSO schemes, and industry
workshops with designers, it was agreed
that certain steps could be taken to simplify
the design process. The sections below
describe the stages of work that led to
Transport Scotland’s Interim Amendment
No 44 (TSIA, 2013).
5. Standardisation of overlay thickness with EME2
It was agreed to standardise the asphalt
overlay thickness to 150 mm and 170
mm, comprising EME2 binder course
and surfacing course. The two overlay
thicknesses were chosen to reflect current
practice and varying traffic levels on the
Scottish network. The decision to choose
EME2 was made because of the material’s
superior properties, including good
resistance to cracking and, by virtue of its
high binder content, is virtually waterproof
when well compacted.
5.2 Foundation assessment
The second major change was to use
Falling Weight Deflectometer (FWD) results
obtained from the initial site investigation
to characterise the foundation stiffness
for design purposes (i.e. post-cracking
conditions). A review of differences in
pre- and post-cracking stiffness from a
range of schemes revealed that the CBM
retained much of its in-situ strength through
aggregate interlock, and only small changes
in the response of the foundation were
detected. It was concluded from the analysis
that pre-cracking measures of foundation
stiffness could be used for design purposes.
5.3 Design matrices
In developing design matrices to assist
the design process, a variety of design
parameters were selected to encompass
the range of expected conditions in
Scotland. Design traffic was broken into
five groups ranging from less than 10
million standard axles (msa) up to 80 msa.
Foundation categories (stiffnesses) were
divided into three groups: Good, Average
and Poor. Similarly CBM thicknesses were
divided into three groups and the two
standardised overlay thicknesses utilising
EME2 were selected.
52 IAT YEARBOOK • 2014 www.instituteofasphalt.org
The design parameters used for evaluating
the threshold stiffness (Eth) are summarised
in Table 5.1.
Threshold stiffnesses (Eth) were calculated
using the worst case scenarios for each
cell in the matrices (lowest foundation
stiffness, lowest CBM thickness and highest
cumulative traffic) to provide a factor of
safety. Figure 5.1 is an extract from TSIA No
44 and shows the threshold stiffnesses for a
cracked CBM for a range of design situations.
The design matrices are aligned with the
HA’s current C50 design to HD 26/06 (HA et
al., 2006), which is based on TRL Report 615
(Nunn, 2004). As such, it is based on a single
failure criterion (fatigue) that limits the flexural
stress or strain at the bottom of the asphalt
overlay. The critical stress or strain is calculated
as the value induced by a standard wheel load
(40kN over a circular patch of 0.151m radius)
and calculated using a linear elastic, multi-layer
pavement model (BISAR, 1998).
5.4 Validation
The construction of a CSO scheme
incorporates a design validation stage
where FWD testing and back-analysis is
used on site to identify locations where the
cracked CBM does not meet the threshold
stiffness. Any such areas are then inspected
and normally excavated and replaced with
a full depth asphalt construction.
6. Summary
Trials of the sustainable maintenance
technique known as crack, seat and overlay
(CSO) have demonstrated that the method
is quick, cost-effective and reduces CO2
emissions by around 20% to 30% when
compared to conventional processes.
Twelve CSO schemes have been successfully
completed on the Scottish trunk road
network since 2006. The introduction of the
new simplified design method and notes
for guidance (TSIA No 44, 2013) should
encourage further use of the technique
where appropriate. The new method uses
the FWD to characterise the foundation
stiffness for design purposes, and utilises
the superior materials properties of EME2,
including good resistance to cracking and
resistance to water penetration.
Acknowledgements
The work described in this paper was carried
out by the Infrastructure Division of TRL
Limited (Group Manager: Ian Carswell) for
Transport Scotland (Client: Dougie Millar).
The TRL team who worked on the simplified
design method were Paul Sanders, Bobby
Meitei, Peter Langdale and Colin Jones.
Contributions from Stuart Guthrie, Scotland
Transerv and Dr Michael Gordon, Mouchel
are also greatly appreciated.
References
BISAR Version 3 (1998). Shell International
Oil Products BV.
Highways Agency, Scottish Executive,
Welsh Assembly Government
(Llywodraeth Cynulliad Cymru), The
Department for Regional Development
Northern Ireland (2006). Design Manual
for Roads and Bridges, Volume 7 Pavement
Design and Maintenance, HD 26/06:
Pavement Design. Section 2: Part 3. London:
The Stationary Office.
Nunn, ME (2004). Development of a more
versatile approach to flexible and flexible-
composite pavement design. TRL Report 615.
Crowthorne: Transport Research Laboratory.
Road Research Laboratory (1970). A guide
to the structural design of pavements for
new roads. Department of the Environment,
Road Research Laboratory, Road Note 29
(3rd Edition). London (HMSO).
TSIA No 44 (2013). Simplified Design
Method for Crack, Seat and Overlay
Method – Notes for Guidance.
www.transportscotland.gov.uk/road/
policy/planning/design-standards/
amendments
The approach retains much of the concrete in-situ strength and, as it removes the need for wholesale reconstruction, is sustainable and quick to carry out
Table 5.1 Summary of design parameters
Key Eth threshold stiffness
Figure 5.1 Examples of Design Matrices
Key Eth threshold stiffness
Design Parameters
Thickness in mm Poisson’s ratio Stiffness in MPa
TS 30 0.35 3500
EME2120
1400.35 8000
CBM
120 - 150
150 - 200
>200
0.2
500
1500
2500
Foundation 0.4
<100
100 - 200
>200
Design traffic 20-40 msa
CBM in mm FWD Ef
(MPa)120-150 151-200 >200
1375 1145 967 >200
1538 1241 1017 151-200
1785 1380 1088 101-150
2226 1622 1205 <100
TS + EME2 thickness 150 mm
Design traffic 20-40 msa
CBM in mm FWD Ef
(MPa)120-150 151-200 >200
1106 942 810 >200
1258 1037 863 151-200
1494 1178 940 101-150
1932 1430 1072 <100
TS + EME2 thickness 170 mm
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>> Innovative pavement performance enhancing materials including EME2 to increase the durability of existing pavement structures to deliver significant cost and carbon savings
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Our breadth of technical expertise combined with our extensive experience enables us to achieve optimum results for our clients.
As pioneers of industry leading pavement testing equipment and with extensive design and build expertise within the transportation sector, Grontmij provides seamless, value-added pavement consultancy services.
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54 IAT YEARBOOK • 2014 www.instituteofasphalt.org
Development of approval systemsApproval systems have been necessary
previously to enable the specification and
use of products and processes which were
not within the scope of a British Standard
or other recognised specification. This was
particularly the case for the introduction
of innovative products.
What often happened was that a supplier
would approach a Local Authority about
the use of a specific product or system
and subject to their agreement, would
carry out a “trial”. Unfortunately, many of
these “trials” did not have agreed criteria
for a successful outcome or monitoring
during and post installation. Consequently
there were of little value in gaining an
understanding of the product’s performance
that could assist with future development
and use.
The acceptance or rejection (against few
defined criteria) often came in the form of
the personal opinion of a limited number
of individuals. Since this had been done on
only one Authority’s network, there was
often reluctance from other Authorities to
accept this and they in turn would insist on
a new “trial” being undertaken in their area.
This resulted in difficulties for suppliers
in gaining wide scale approval although
a few Authorities did implement a more
regimented system with monitoring and
testing and shared their data.
The situation on the Trunk Road network
was different in that the Department for
Transport evaluated products on an ad hoc
Introduction
Methods for the approval of products or processes used in road construction and maintenance have always
been required to satisfy purchasers of their suitability for the intended use. Approval methods have
developed over the years from specific local agreements between suppliers and purchasers to documented
and certified systems applied across the whole of Europe.
This paper reviews the development of these methods and the latest changes which are likely to come into
effect later in 2014.
New Routes for Approval
basis, usually with the assistance of TRL and
then issued a formal approval letter. Where
necessary, amendments to the Specification
for Highway Works (SHW) were made to
enable the approved material to be used.
The number of new products and systems
increased, particularly with the development
of Thin Surface Course Systems and it
became apparent that a more prescribed
approach was required that could be applied
to any type of road product. This led to the
introduction of the Five Stage Approval
Process in the early 1990’s.
The stages of approval were defined as:-
n Stage 1 – Desk study
n Stage 2 – Laboratory study
n Stage 3 – Pilot scale trial
n Stage 4 – full stage trial
n Stage 5 – Highways Agency
specification trial
There are now 10 product sectors with guidelines for approval produced by a specialist advisory group for each sector drawn from all sides of the highways industry
An example of the application of this
approval method is found in TRL Report 292
(Nicholls 1998) and several Thin Surface
Course Systems were evaluated in this way.
Local Authorities also experienced an increase
in the number of requests for approvals and
it became increasingly apparent, particularly
David O’FarrellPTS Ltd
with dwindling resources, that a national
approval system would be beneficial and
discussions were initiated with DfT and
other interested parties about such a system.
It was known that a similar type of approval
system had been developed in France,
known as the Avis Technique, which involved
the national highway research organisation,
LCPC, in the evaluation of products and the
provision of an opinion about their suitability
and limitations of use.
The outcome was the establishment of
the Highway Authorities Product Approval
System (HAPAS) in 1995 to provide a national
approval scheme for products which were not
within the scope of existing standards
or were innovatory.
HAPAS is overseen by a steering group
consisting of representatives from across the
industry and is operated by BBA. It consists
of assessment processes for a number of
different product sectors.
There are now 10 product sectors with
guidelines for approval produced by a
specialist advisory group for each sector
drawn from all sides of the highways
industry. These guidelines follow a standard
approach to assessment, based on the
previous five stage approach which typically
includes:-
n Stage 1 – Assessment of applicant’s data
n Stage 2 – assessment of Quality Assurance
/ Factory Production Control
n Stage 3 – Laboratory Testing
n Stage 4 – System Installation Trial
www.instituteofasphalt.org IAT YEARBOOK • 2014 55
n Stage 5 – System Performance Trial
(if required)
n Stage 6 – Certification
Once certification has been achieved by
an organisation, it is subject to annual
surveillance and periodic reassessment.
Changes made to the design of the product
may also necessitate a reassessment
dependant on the scale of the change.
If a product sector is considered to be too
small for the development of guidelines by
a specialist group, then a one-off assessment
can be undertaken. This is the case where
it is considered likely that there will be less
than five potential applicants for certification.
For example, this type of Approval has been
applied to kerbs manufactured from recycled
plastics.
HAPAS certification has become a
requirement of the SHW for products such
as thin surface course systems and high
friction surfacing. Further details about
HAPAS are on the BBA website (BBA).
Some Authorities have maintained their
own approval requirements where they
have determined that a different approach
is required. For example, Transport Scotland
operates their own approval system for
surfacing materials produced to their TS
2010 specification.
The need for change
The need for change has been driven by
several factors but one of the principal
reasons is changing European Legislation
combined with the introduction of European
Standards covering a greater range of
products.
Since the vast majority of road related
projects are undertaken by, or on behalf of,
public bodies, then those projects are within
the scope of legislation about procurement,
fitness for purpose and other issues.
The concepts of mandatory certification of
products and restrictions on the requirements
of public specifications have been introduced
which has questioned the applicability of
current approval mechanisms.
The principal regulatory requirements for
certification are found in the Construction
Products Regulations 2011 (EC 2011) which
were implemented in the UK on 1st July
2013. These Regulations superseded the
Construction Products Directive 1989 (EC
1989) and the accompanying UK legislation.
The Construction Products Regulations (CPR)
build upon the earlier Construction Products
Directive and aim to break down technical
barriers to trade in construction products
within the European Economic Area (EEA).
The Regulations stipulate that construction
works as a whole and in their separate parts
must be fit for their intended use, taking into
account in particular the health and safety of
persons involved throughout the life cycle of
the works.
They also require that, subject to normal
maintenance, construction works must satisfy
defined basic requirements for construction
works for an economically reasonable
working life. The evidence of compliance
is demonstrated by CE marking.
CE marking on a product is the
manufacturer’s declaration that the product
complies with the basic requirements of all
the Directives or Regulations that apply to
it. It also indicates to the appropriate bodies
that the product may be legally offered for
sale in their country.
The CE mark can only be applied to products
within the scope of a harmonised European
Standard or a European Technical Assessment
(ETA). It indicates that a product is consistent
with its Declaration of Performance (DoP)
as made by the manufacturer.
The requirements for the DoP are given in the
relevant product standard and are normally
based on those properties measured for
Factory Production Control.
The mark is shown below and is required
to be fixed to the product itself.
Where this is not practical, it should be on the
accompanying documentation. In addition,
the documentation supplied with the product
should include the manufacturer’s DoP
In addition to the requirements for the
manufacture and labelling of products,
CPR also contains requirements which relate
to public bodies, their specifications and
procurement practices.
Articles 8.4 and 8.5 of the CPR place
obligations on Member States to ensure
that the use of construction products bearing
CE marking shall not be impeded by rules
imposed by public bodies or private bodies
acting as a public undertaking.
Those acting as such a body, in a monopoly
position or under a public mandate should
not specify the performance of products
other than in accordance with the basic
requirements covered by the harmonised
section of the hEN or ETA under which the
CE marking is applied.
Article 8.6 requires that methods used by
the Member States in their requirements
for construction works, as well as other
national rules in relation to the essential
characteristics of construction products, shall
be in accordance with harmonised standards.
These latter requirements have implications
for the approval processes adopted by public
bodies and great care must be taken to
ensure that these processes do not constitute
barriers to trade. The current system of
HAPAS approval is likely to be considered
a barrier to trade.
The CE Mark
56 IAT YEARBOOK • 2014 www.instituteofasphalt.org
Public bodies also have other requirements
that they have to comply with when
specifying and procuring materials which
are found in both European Directives and
UK legislation to implement European
Directives. The Public procurement Directive
(EC 2004) and the supporting UK Regulations
contain the main requirements that
must be addressed (The Public Contracts
Regulations 2006). The Directive has been
revised recently and the new Directive is
expected to come into force in April 2014.
The relevant UK regulations will be updated
accordingly in due course. The Directive will
be implemented by separate legislation in
Scotland.
At present, public bodies must specify
requirements in generic technical or
performance terms and brand names
referring to specific products may only be
used exceptionally and accompanied by the
words “or equivalent”.
Public bodies must specify by reference to
national standards implementing European
Standards (BS ENs) or other European
specifications. If these do not exist, they
should specify by reference to national
standards, national technical approvals or
national technical specifications. In the UK
the SHW has the status of a national technical
specification. These references must be
accompanied by the words “or equivalent”.
Another factor in the need for new routes for
approval is the extension of the application
of CE marking to products such as bituminous
mixtures. Previously, the HAPAS certification
of Thin Surface Course Systems has included
examination of the Factory Production
Control operated at the production plant by
BBA. Many of the products currently HAPAS
certified are based on mixtures that would
comply with the requirements of BS EN
13108-1 or BS EN 13108-5 and are therefore
subject to CE marking.
A public body cannot therefore include any
requirement in an approval system that
would conflict with the scope of the CE
marking and the present schemes will need
to be amended to address this. Similarly,
because of the requirements to permit
alternatives in public sector contracts, other
approval schemes are permissible otherwise
a barrier to trade has been created.
Changes to current approval systems
As a consequence of the changes to European
legislation, the Highways Agency has carried
out a series by series review of the SHW
and its supporting documents to identify
and resolve any potential conflicts. This has
resulted in a full revision of the specification
being prepared. Since SHW is an approved
national technical specification, any revisions
must be notified to the EU and submitted for
comment prior to publication.
This is done using the Technical Regulations
Information System (TRIS) and at the time
of writing (March 2014) Series 100, 1800,
1900 and NG000, NG1800, NG1900 had been
made available on TRIS. It is anticipated that
further Series will be notified during 2014
as they become available. Subject to there
being no adverse comments on those Series
already notified, it is understood that they
may be published and implemented in July
2014.
Approval of products and processes
will be based on certification against a
Product Acceptance Scheme operated by
a Certification Body with suitable defined
competencies. The scheme requirements
are contained in clauses 104.15 and 104.16.
The certification scheme must cover:
n Manufacture and installation or post
manufacture processing of those products
for which a Declaration of Performance,
and consequent CE marking, has not been
made on the basis of any harmonised
European Standard (hEN) or European
Technical Assessment, or
n Only the installation of a material or
post manufacture processing where the
manufacturer has made a Declaration
of Performance of the material (with
consequent CE marking), or
n Product characteristics not included in the
required essential characteristics of a hEN
or in a European Technical Assessment
if such characteristics provide additional
protection for the consumer (e.g. road
user)
These apply to a range of products defined
in Appendix C of the Specification which
includes Thin Surface Course Systems (Clause
942) and High Friction surfacing (Clause 924).
The revised 900 series has not yet been
finalised and submitted for inclusion on
TRIS and the following paragraphs give
an indication of methods which are
under consideration.
It is understood that under the new
procedures, Clause 942 systems which
include asphalt that can be CE marked
will probably require installation by an
organisation which operates a Quality
Management System in accordance
with BS EN ISO 9001 for installation.
In-service performance may be assessed by
a certificated System Installation Performance
Trial (SIPT). This trial would be monitored
during installation and subsequently for a
two year period. A report on its visual
condition by the Certification Body and
macrotexture measurements at the end
of the trial period would form the basis for
approval. The certification would be valid
for a period of five years.
Products which currently have a HAPAS
certificate are likely to be the subject of
transitional arrangements which would
extend the current HAPAS approval until it
is due for re-certification, at which point it
would follow the new system.
In practice, Certification Bodies will only
be in a position to offer certification once
the revised 900 series is published and the
requirements confirmed. They will then need
to undergo a UKAS assessment specific to
these requirements prior to being able to
operate an appropriate certification system.
www.instituteofasphalt.org IAT YEARBOOK • 2014 57
References
Nicholls J.C. (1998), Assessment of Millom
HiTex, the Bardon thin asphalt surface
course. TRL Report 292, Transport Research
Laboratory, Crowthorne.
BBA HAPAS Certificates www.bbacerts.
co.uk/product-approval/hapas.aspx
(accessed 26/03/14)
EC (European Community) (2011)
Regulation (EU) No 305/2011 of the
European Parliament and of the Council of
9th March 2011 laying down harmonised
conditions for the marketing of construction
products and repealing Council Directive
89/106/EEC
EC (European Community) (2004)
Directive (EU) No 2004/18/EC of the
European Parliament and of the Council
of 31st March 2004 on the coordination
of procedures for the award of public works
contracts, public supply contracts and public
service contracts
EC (European Community) (1989)
Directive (EU) No 89/106/EEC of the
European Parliament and of the Council of
21st December 1988 on the approximation
of laws, regulations and administrative
provisions of the Member States relating
to construction products.
TRIS Technical Regulations Information
System ec.europa.eu/enterprise/tris/
default.htm?CFID=2526828&CFTOKEN=2d
1cfae066103ed1-BB08BAF6-05F5-3A23-
D9441DA4144E0560
Many of the products currently HAPAS certified are based on mixtures that would comply with the requirements of BS EN 13108-1 or BS EN 13108-5 and are therefore subject to CE marking
ASPHALT MATERIALS AND PAVEMENTS 2014Now in its 41st consecutive year, the MPA/Newcastle University Asphalt Materials and Pavements Course clearly demonstrates that it remains at the forefront of training and education in the sector. In that time, literally thousands of delegates have attended, participated and we believe enjoyed, the unique opportunity to learn about a broad range of topics and issues relating to highways construction and maintenance design, materials, processes and innovation. Based on delegate feedback, the content and speakers are reviewed every year in order to meet the changing needs of the sector and by doing so keep it fresh and relevant. The friendly atmosphere and opportunity to meet with other delegates from a wide range of highways-related activity and expertise also provide a special networking opportunity for delegates and contribute to the ongoing success of the Course. Past delegates include representatives from across industry and the client sector, many of who now hold significant and high profile positions in their organisations and remain their own best advert. The need for well trained and competent personnel in the sector has never been higher, so take this landmark opportunity to inform and educate yourself and/or your staff. Clearly budgetary pressures are also higher than ever in all businesses but the Course remains excellent value which the acquired knowledge can pay back many times over.
For further information and course enquiries, www.ncl.ac.uk/cegs.cpd/cpd/asphalt.php [email protected] +44(0)191 208 7439
58 IAT YEARBOOK • 2014 www.instituteofasphalt.org
At scheme inception, Grontmij was Client
Advisor tasked with developing the scheme
through Feasibility, Statutory Procedures
and Detailed Design. As the design
developed, Grontmij are now responsible
for Contract Administration & Construction
Supervision, as well as Construction Design
& Management Coordinator (CDMC). The
Works were procured as an Employers
Design (ICE 5th edition) with elements of
Contractor Design including culverts, tie-ins,
safety barrier & passive safety signs.
Grontmij had discussions with Transport
Scotland during the scheme development
and it was agreed that there would
be a contract requirement included for
Machine Control to improve level and
surface regularity control in the pavement
construction. The improvement in surface
regularity will reduce the dynamic loads on
the pavement structure from heavy goods
vehicles and assist with the extension of
the structural life of the pavement. Machine
Control technology has been around for
many years in various forms, with the
most common being the averaging beam.
The averaging beam gathers the level
information in advance of the road paver
to give notice of changes in profile and level
in time to enable it to respond and make
the longitudinal ripple at as low frequency
as possible. It is these ripples that the driver
perceives on roads and leads to additional
loading in pavements by heavy vehicles
when they are too sudden. In order for this
technology to work effectively, it requires
a very regular sub-base to start from and,
for this reason, Robot Total Station (RTS)
The Crianlarich Bypass scheme comprises approximately 1.3 km of single carriageway all-purpose road to
the west of the village. The new road connects the village and the existing road with a new roundabout at
both ends. The Contract Documents were written to include requirements for machine control techniques on
the sub-base and lower construction layers, with additional requirements for the use of averaging beams
with single and echelon pavers. The standard for layer tolerances and requirement for profile regularity
have also been modified.
A82 Crianlarich Bypass – Machine Control to improve Sub-Base and Asphalt Surface Regularity
control of motor graders was selected for
the sub-base construction. The development
of RTS and associated technologies with
in-cab information in real time to operators
means that sub-base can be constructed
to tolerances closer than the standard
Specification for Highway Works (SHW)
requirements.
Machine Control technology has been around for many years in various forms, with the most common being the averaging beam
For the asphalt construction, two
technologies were identified: the RTS for
the lower base layer to control the paver
and then the averaging beam for the upper
layers. A Machine Control Specification for
the Contract Documents was developed in a
number of stages, as this had not previously
been a requirement on Trunk Road Projects:
Preliminary Investigations, Industry
Discussions, Draft specification clauses
and survey works to measure the benefits.
The preliminary investigation was an
information gathering exercise of what
had been done previously in the UK and
overseas. Grontmij has experience of
working with contractors as their designer
when Machine Control has been used on
major roads projects. This had involved
using motor graders that had level and
position information fed to them from a RTS
in real time, to enable the sub-base to be
Malcolm J Durie BSc (Hons), MICE, MIATTechnical Manager Pavement, Grontmij
regulated to a much closer tolerance than
the SHW requirements. This improvement
in regularity of the sub-base, coupled with
an averaging beam on the road paver
constructing the asphalt layers, resulted
in a much improved surface regularity.
In all of these schemes, the Contract
Documents did not require the use of
Machine Control, but the contractor chose
to use the technology in order to improve
quality control on site.
Following review of the technology
available in the UK and experience and
discussions with Transport Scotland, a
consultation was undertaken with a
number of the Machine Control Suppliers.
This involved two of the major survey
equipment suppliers and averaging beam
suppliers. During these discussions, a draft
specification was developed that could be
included in the contract documents that was
non supplier specific and gave the successful
Crianlarich Bypass Contractor the flexibility
Walking profile meter
www.instituteofasphalt.org IAT YEARBOOK • 2014 59
There were two methods which were
then identified that could give an accurate
measurement but to different tolerances
of the ride quality against international
standards, the ARRB Walking Profile
meter and a Scanner machine, albeit with
additional analysis. The ARRB Walking
Profile Meter can report surface regularity
variations at a walking speed to World
Bank Class 1 requirements. The device
records the measurements digitally during
the survey and they are then downloaded
to a computer for analysis and reporting.
The Scanner Machine adopted is capable of
measuring the road profile variations and
related parameters, such as the wavelength
of the variations along the carriageway that
are noticed by drivers. These surveys will be
carried out shortly after construction on the
Crianlarich Bypass and also repeated on five
other projects built to standard specifications
for comparison.
The Machine Control Clauses developed were included in the Contract Documents as scheme specific additions on Appendix 0/1Appendix 7/1 also had additional
requirements to cover the use of TS2010
surface course and the requirements for
echelon paving on the main section of
the works. Schedule 9 was also added
to cover the requirements for the Class 2
Performance foundation to IAN 73/06
Rev1 and the associated approvals and
testing. These requirements included the
Demonstration Areas and the correlation
testing between the standard Falling Weight
Deflectometer (FWD) and the Light Weight
Deflectometer (LWD) such as the Prima100.
The foundations were to be tested at all
intermediate layers as well as the top of
the sub-base with the LWD.
The next stage of the pavement design
was the investigation and determination
of the most appropriate techniques for
the measurement of the actual tolerances
achieved during the construction.
These would not be used for contract
compliance purposes but, to determine the
effectiveness of the use of machine control.
Two types of parameters were identified to
measure ride quality as perceived by drivers
and actual level variation from the design
requirements.
to go to the market for the supply of the
equipment required.
The Machine Control Clauses developed
were included in the Contract Documents
as scheme specific additions on Appendix
0/1. The changes to the specification were
in two parts: the first was an update to
Clause 702.2 to refer to the updated clause
702.3SR. In 702.3SR, the tolerances for
pavement construction were updated to
what was expected to be achieved with
the Machine Control. The clause was also
updated to include the requirement from
HD26/06 that where the total asphalt
thickness was 300mm or less then the
15mm tolerance was to be set to zero mm.
The updated tolerances were not required
on bridge decks or in tie in areas, as they
could not be achieved in these locations.
This clause also made the use of Machine
Control with a motor grader for the sub-base
construction grading and level control. All
of the asphalt layers were to be constructed
using a paver mounted averaging beam
and in echelon, to remove the central
longitudinal joint. Clause 702.4 was also
updated to comply with the requirements
of TS2010 for the surface course thickness
tolerance and the exceptions accepted.
The second part of the update to the
specification was the additional clauses
750AR, 751AR and 752AR. Clause 750AR
covered the specification of the Robot
Total Station equipment that was to be
used to transfer information to the motor
grader for the sub-base and the road paver.
The clause was written to ensure that it
permitted various suppliers to comply with
the contract requirements whilst providing
the accuracy required. Clause 751AR then
specified the requirements for the sub-base
3D grade control system, which would
enable the motor grader blade profile to
be controlled in real time and ensure that
the surface regularity is achieved. The final
clause 752AR specified the requirements for
the paver levelling beam and how it was
to be used when the pavers were used in
echelon. Scanner machine
Motor Grader with Machine Control
60 IAT YEARBOOK • 2014 www.instituteofasphalt.org
The second part of the construction surveys was the level
control surveys, and for this we selected the use of laser
scanning surveys. These surveys will be carried out at two
stages of the construction: top of completed sub-base
immediately prior to asphalt construction, and top of asphalt
shortly after completion. These laser scanning surveys will
then be analysed using Bentley Point Cloud Tools in MX
road to determine the variation from the design levels,
the asphalt thickness variations, using isopachyte analysis
and also changes in gradient by triangulation analysis. An
updated Topographical specification has been developed
for these survey works and the tender process is underway.
The Crianlarich Bypass construction works are currently
underway and the pavement construction is scheduled to
start in May 2014. After the works and the completion of
the survey works on Crianlarich and other projects, Grontmij
will report to Transport Scotland on the outcomes and
recommendations on how to best utilise this technology
in the future to improve the surface regularity for road
users and enhance the durability of the road pavements.
Robot Total Station and motor Grader
Paver with Averaging Beam
The ‘one-stop-shop’ for engineering solutions
Eurovia | T: 01992 784100
E: [email protected] | W: www.eurovia.co.uk
Eurovia RoadstoneWith a diverse product range which includes traditional and warm mix asphalt, Eurovia Roadstone offers a full-range of accredited coated materials designed to meet the needs of the customer. Committed to the continual investment in sustainable products, carbon reduction technology and new production techniques, Eurovia Roadstone strives to improve efficiency and reduce its carbon footprint.
Eurovia SurfacingWith one of the most modern and innovative plant and fleet, whatever the surfacing requirements, from routine maintenance to new carriageway construction, from motorways to country lanes, from full-depth reconstruction to thin surface course systems, Eurovia’s surfacing division has an accredited surfacing solution to suit all requirements.
Eurovia ContractingWith vast experience of managing town centre improvement schemes, major motorway maintenance, footway and carriageway reconstruction and improvements, CCTV design, installation and maintenance, line marking and street lighting, Eurovia Contracting is the contractor of choice.
Eurovia Specialist TreatmentsDelivering advanced and effective solutions to improve and renew the surfaces of roads, footways, airfields and car parks nationally, Eurovia Specialist Treatments’ offers a bespoke service to clients. Committed to meeting the precise needs of its customers, Eurovia Specialist Treatments prides itself on bringing new, innovative and improved technologies to the market.
Eurovia Airport ServicesWith considerable experience both landside and airside, Eurovia Airport Services is accomplished in the detailed management of airport maintenance. Providing innovative solutions to help clients achieve value for money, Eurovia Airport Services work at all major airports in the UK.
From engineering design to pavement development, from civil engineering to specialist surfacing treatments, Eurovia is the ‘one-stop-shop’ for engineering solutions.
With a range of specialised but highly flexible services, Eurovia offers asphalt production, surfacing, road contracting, specialist treatment solutions and airport services throughout the country.
Supported by a strong technical network here in the United Kingdom as well as on the continent, Eurovia prides itself on delivering on time and on budget - every time.
IAT Ad May 14.indd 1 14/05/2014 15:06:42
IAT Members’ Charitable Doings in 2013/2014
Chris Lycett and friends walk part of the Camino de Santiago for a children’s hospital in Dublin
The girls from the AI Sales team at Frome participated in the Bath 8km Midnight Walk for Dorothy House Hospice
Gordon Steel (Committee member for the Scottish branch) has been named as a Heart Hero by the British Heart Foundation
Ray (IAT Treasurer) and Marylyn Wood organised a
charity dinner auction for Marie Curie Cancer Care
Are you doing anything for you favourite charity in the coming year? Asphalt Professional would love to hear for you - send reports and photographs to [email protected]
The ‘one-stop-shop’ for engineering solutions
Eurovia | T: 01992 784100
E: [email protected] | W: www.eurovia.co.uk
Eurovia RoadstoneWith a diverse product range which includes traditional and warm mix asphalt, Eurovia Roadstone offers a full-range of accredited coated materials designed to meet the needs of the customer. Committed to the continual investment in sustainable products, carbon reduction technology and new production techniques, Eurovia Roadstone strives to improve efficiency and reduce its carbon footprint.
Eurovia SurfacingWith one of the most modern and innovative plant and fleet, whatever the surfacing requirements, from routine maintenance to new carriageway construction, from motorways to country lanes, from full-depth reconstruction to thin surface course systems, Eurovia’s surfacing division has an accredited surfacing solution to suit all requirements.
Eurovia ContractingWith vast experience of managing town centre improvement schemes, major motorway maintenance, footway and carriageway reconstruction and improvements, CCTV design, installation and maintenance, line marking and street lighting, Eurovia Contracting is the contractor of choice.
Eurovia Specialist TreatmentsDelivering advanced and effective solutions to improve and renew the surfaces of roads, footways, airfields and car parks nationally, Eurovia Specialist Treatments’ offers a bespoke service to clients. Committed to meeting the precise needs of its customers, Eurovia Specialist Treatments prides itself on bringing new, innovative and improved technologies to the market.
Eurovia Airport ServicesWith considerable experience both landside and airside, Eurovia Airport Services is accomplished in the detailed management of airport maintenance. Providing innovative solutions to help clients achieve value for money, Eurovia Airport Services work at all major airports in the UK.
From engineering design to pavement development, from civil engineering to specialist surfacing treatments, Eurovia is the ‘one-stop-shop’ for engineering solutions.
With a range of specialised but highly flexible services, Eurovia offers asphalt production, surfacing, road contracting, specialist treatment solutions and airport services throughout the country.
Supported by a strong technical network here in the United Kingdom as well as on the continent, Eurovia prides itself on delivering on time and on budget - every time.
IAT Ad May 14.indd 1 14/05/2014 15:06:42
62 IAT YEARBOOK • 2014 www.instituteofasphalt.org
1. Proposed Surfacing Systems
Surfacing systems on bridge decks present
additional challenges over conventional road
surfacing. They must offer the usual skid
resistance and ride quality characteristics but
additionally they are required to withstand
a wider range of temperatures and provide
improved waterproofing and durability
usually in considerably thinner depths than
traditional road pavements primarily to
reduce the dead load on the structure.
There have been significant advances
in the design of asphalt, using various
modifiers and additives, within the last
15 years; included in that is Trinidad Lake
Asphalt (TLA). A naturally occurring asphalt
drawn from large lakes and refined. It is an
exceptionally hard, high bitumen content
material with a typical penetration between
0 – 5. When mixed with a bituminous
binder, enhancements are made to the
rheological properties of the materials
which in turn enhance the long term
strength/ sustainability. It also assists with
the on-site surfacing operation of asphalt
pavement by softening the mastic mortar
assisting workability.
Other artificial elastomers such as Styrene
Butadiene Styrene (SBS), Styrene Butadiene
Rubber (SBR) and Ethyl Vinyl Acetate (EVA)
modifiers have also provided the enhanced
characteristics necessary for performance
demands in high stress bridge surfacing
situation.
Introduction
Most, if not all, structures in the UK have some kind of surfacing material on top of a concrete of steel deck.
The vast majority will be covered with a bituminous bound material with the remainder adopting an epoxy
system.
The primary concern of any surfacing material is to provide a smooth and skid resistant running surface for
the traffic. The surfacing material also provides protection to the underlying structure, and this is of greater
importance on concrete or steel structures to safeguard against water ingress and de-icing salts. Bridge
decks provide differing support considerations from conventional pavement structures as, especially in the
case of steel orthotropic decks, they can be more “lively” and expose the surfacing to extraordinary stress
and strain conditions, which needs to be considered when selecting appropriate solution.
This paper considers the most popular surfacing systems available and subjectively presents their suitability
for use as an appropriate wearing course over either a concrete or steel structure.
Surfacing Options - Bridge Decks
As a result, improved laying techniques have
been developed for laying of Gussasphalt
/ Mastic asphalt on structures. This has
seen the invention and use of specialist
asphalt finishers to avoid the need for hand
spreading and arbitrary chipping of mastic
asphalt / Gussasphalt surfaces.
The following surfacing materials will
be discussed in more detail :
a) Chipped Mastic laid by conventional
paver
b) Gussasphalt
c) Epoxy asphalt (with antiskid surfacing)
d) Epoxy asphalt (unchipped)
e) Conventional HRA
f) Conventional Thin Surfacing
g) TS2010 Stone Mastic Asphalt
Bridge decks provide differing support considerations from conventional pavement structures
2. Chipped Mastic laid by conventional paver
Asphalt is available in two forms, rolled or
mastic asphalt. Rolled asphalt is primarily
made for use on other road surfacings and
paving, as the name implies, is compacted
by rolling and will be discussed later in this
report. Mastic asphalt is used principally
Stuart GuthriePrincipal Engineer - Pavement EngineeringMouchel
for the waterproofing / surfacing layer of
bridge decks where it can be used as either
a base layer or a surfacing course or both
layers, when it has precoated chippings
added to it to give it a surface texture. It
is also used for basement tanking, flooring,
paving and heavy duty road surfacing.
Mastic asphalt is composed of suitably
graded limestone aggregates bound
together with bitumen or modified bitumen
to make a dense material with virtually no
voids. It does not require compaction to
achieve a dense layer and is spread rather
than rolled. It does not degrade as a result
of weathering like normal bituminous
materials and asphalt concretes.
The original mastic asphalts were all
based on naturally occurring rock asphalt
compositions which is a limestone rock
impregnated with bitumen and is found
in geological formulations mainly in
alpine areas of Europe.
A key ingredient of mastic asphalt is
Trinidad Lake Asphalt (TLA), which can
form up to 50% of all the total binder
within the mix. TLA is a natural modifier
/ extender providing enhanced physical
properties to the mix at wider temperature
envelopes. The material typically comprises
52 to 55 % soluble bitumen and TLA is not
manufactured but refined. Until a few years
ago, specialist plant had to be used to add
www.instituteofasphalt.org IAT YEARBOOK • 2014 63
this to the mix but it is now available in
Europe in granular form, which includes
the addition of an inert filler/separator. It
is also available in pelletised form which
necessitates the use of a polymer coating.
This is less than 1% by mass of the TLA and
is not intended as an active component,
merely as a facilitator. Performance of the
product will therefore not be degraded by
‘high’ temperatures.
Gussasphalt design differs from Mastic Asphalt and is more like a traditional asphalt concrete in that the grading of the coarse aggregates is of a higher percentage and the mix gradingThe desirable properties of mastic asphalt
are an exceptional level of Impermeability,
high resistance to rutting, excellent fatigue
life, it is 100% recyclable and easy to repair
with seamless joints by localised heating.
However, a weakness of mastic asphalt
laid by conventional paver is that the joints
can crack open. Machine chipping using
traditional plant is, to a degree, difficult to
control and laying in exposed conditions
risks poor chipping embedment and can
put the control of the surface texture /
durability at risk. Another difficulty is that
mastic asphalt has to be finished close to
the temperature at which the polymer will
degrade; if the polymer degrades, it will
ruin the resistance to rutting and hence the
asphalt has to be finished / compacted very
close to 180ºC.
Mastic asphalt, using the traditional
methods of application, has performed
exceptionally well on numerous structures
world-wide. This is due to the inherent
properties of the mastic, when properly
designed with the addition of modern
polymers, withstands both rutting at high
temperatures whilst retaining flexibility
at low temperatures which prevents
embrittlement and fracture.
Below is a table designed to provide a
comparative analysis of the desirable
properties for bridge deck surfacing. Each
property is listed and a comparative and
subjective analysis is provided to categorise
and grade each material. It should be
pointed out this is a relative comparison
and not absolute analysis of each material.
Mastic Asphalt
Corrosion Protection Excellent Corrosion Protection. Almost zero voids
Enhanced Stiffness Good enhanced stiffness
Resist Deformation Very good deformation resistance
Resist Rutting Very good rutting resistance
Resistance to Fatigue Very good fatigue resistance
Easy of Laying Very easy to lay (By Hand or Machine)
Regulation of Surface Very good regulation. Self levelling
Ride Quality Good ride quality
Skid Resistance / Noise Good skid resistance and noise
Life Expectancy 15 - 25 Years
Construction Cost Moderate to High ££££
Whole Life Cost Very Good ✓ ✓ ✓ ✓
Best
Worst
3. Gussasphalt (Aeschilmann Process)
Gussasphalt originated in Germany and is
an identical material to Mastic asphalt, apart
from the production, and is covered under
the term Mastic Asphalt. The German word
Gussasphalt means mastic asphalt.
Gussasphalt design differs from Mastic
Asphalt and is more like a traditional
asphalt concrete in that the grading
of the coarse aggregates is of a higher
percentage and the mix grading. However,
the asphalt still retains the properties of
long-established Mastic Asphalt.
Gussasphalt has to be finished by means
of a special paver designed for the product.
The high content of hard or modified
bitumen and a high content of limestone
filler make an impermeable asphalt. It is
finished without compaction and has less
than 0.5% of air voids. Precoated chippings
are implanted or sown into the surface by
means of a chipper and rolled by adjusted
static rollers to create a positive texture
surfacing with low noise properties.
Gussasphalt is mixed in a conventional
asphalt batch mix plant. Batches of half
to 1.5tonnes of bitumen and the proper
amount of aggregates (according to the
recipe) are mixed in just under a minute
The material, once mixed, is then
immediately transferred to a heated storage
silo before being transferred to the road
transport cookers, which have in-built
stirring mixing vanes. the polymer modifiers
are applied at the site, prior to laying
the asphalt, and this negates the risk
of damaging the polymer that can occur
with the traditional site batching.
The reason for using this high performance
materials that it has the same functional
properties as the Mastic asphalt, mentioned
above, but due to the highly controlled
64 IAT YEARBOOK • 2014 www.instituteofasphalt.org
production processes and transport
conditions, it is easier to achieve a higher
average quality level with a high production
output. This is especially important when
polymer modified bitumens are used.
Gussasphalt offers a fast application
rate, it can be applied in the widest
range of climatic conditions, it is very
resistant to rutting and is very resistant
to embrittlement / cracking. One of the
advantages of the laying process is a
seamless mat with no longitudinal with
no joints and all lanes laid in one pass.
The accuracy of the profiling and levelling
is extremely high as the finisher runs on
rails and, as a result, provides a superior
ride quality that can cut dynamic loading
to a structure. The surfacing delivers
excellent surface texture and does not
require premium high PSV chippings.
Structures throughout the world surfaced
with Gussasphalt have often gone for
30 years or more without the need for
major maintenance, which is testament
to the commitment to quality from the
laying contractor.
However, this is a bespoke system and
there are currently no other contractors
offering alternatives to this product.
4. Epoxy asphalt (with antiskid surfacing)
Epoxy asphalt (EA) is a polymer asphalt
which is composed of a slow-curing binder
that is mixed together with hot, standard
asphalt aggregates in the pugmill of an
asphalt plant.
The epoxy asphalt binder is a two-phase
chemical system in which the continuous
phase is an acid cured epoxy and the
discontinuous phase is a mixture of asphalts.
A hot spray application of an epoxy tack
coat precedes the laying of the epoxy
asphalt concrete.
The bond coat to the substrate surface is a
more viscous version of the binder. Epoxy
asphalt concrete is applied and compacted
with conventional asphalt concrete paving
equipment. The pavement is ready for traffic
quickly in its partially cured state once it
has cooled to ambient temperature. It is
fully cured over a two to six week period
depending on ambient temperatures and
needs careful site control to avoid the risk
of premature rutting in certain weather
conditions.
Shell Oil Company developed Epoxy asphalt
in the late 1950s as a jet fuel and jet blast
resistant specialty pavement for airfield
applications. In 1967, Adhesive Engineering
Company (now Chemco Systems), under
license from Shell Oil, supplied Epoxy
asphalt for the first commercial application
on a bridge deck as the wearing surface of
the mile long orthotropic steel deck span of
the San Mateo-Hayward Bridge across San
Francisco Bay. Only minor maintenance was
required after 39 years of service (Chemco
Products Ltd, 2011).
EA has been used within the United
Kingdom on road surfacing with mixed
results. As hardening of the binder is a
function of time and temperature, success
with EA is dependent on good planning/
timing, good weather and experienced
crews and workers.
Production has to take place on site
as delays can lead to problems with
compaction. Time from production /
completion is critical and unless this is
carefully monitored, inadequate compaction
will result in delamination with the deck. It
is therefore essential that only experienced
labour is used during the construction and
later during maintenance works.
In the UK, the design of road surfaces has
to comply with strict texture requirements
and as epoxy asphalt has less than 1.0mm
texture this necessitates the application of
surface chipping to achieve the required
1.5mm texture depth. This has been
achieved by using resin based antiskid
surfacing.
Occasionally, epoxy products have had
problems with ultraviolet light, which
accelerates the development of cracks
and poor bondage and this clearly is a
risk in hot climates.
Epoxy Asphalts have good waterproofing
interaction and good surface texture with
antiskid surfacing; however, this is an
additional cost that needs to be considered.
It is critical that the material is laid correctly
and allowed to cure (for up to 3 days) so
detailed programming is essential and a
highly skilled workforce is required.
Gussasphalt
Corrosion Protection Excellent Corrosion Protection. zero voids
Enhanced Stiffness Good enhanced stiffness
Resist Deformation Very good deformation resistance
Resist Rutting Excellent rutting resistance
Resistance to Fatigue Very good fatigue resistance
Easy of Laying Very easy to lay by skilled workforce ( Machine)
Regulation of Surface Excellent regulation. Self levelling
Ride Quality Excellent ride quality
Skid Resistance / Noise Excellent skid resistance and noise
Life Expectancy 25 Years Plus
Construction Cost High £££££
Whole Life Cost Excellent ✓ ✓ ✓ ✓ ✓
www.instituteofasphalt.org IAT YEARBOOK • 2014 65
5. Epoxy asphalt (unchipped)Throughout Asia and America, it is not
unusual for epoxy asphalt to have no
applied surface texture and this is seen
to be acceptable. Quality control of the
application and compaction is seen by
designers to be very important. The
temperature of the epoxy asphalt must
be stringently controlled during the entire
period of application
In a number of projects in America and Asia,
Epoxy Asphalt does not have a separate
waterproofing membrane and only a tack
coat of Epoxy V is applied. This may be
considered to be a risk of long-term water
ingress as the material has 2% air voids. This
is likely to occur at longitudinal joints which
are known to be a weakness of the surfacing.
6. Conventional HRAHot Rolled Asphalt is a gap-graded blend
of mineral aggregate sand, filler and
bitumen used extensively, for many years,
as surfacing major roads and bridges. It is
predominantly a sand based bituminous
mix, which is where it differs from the
bitumen filler mortar of mastic asphalt. It
is still used within local authorities and, to
a lesser degree, on trunk roads in Scotland
because of its yet unsurpassed durability.
HRA is still used on bridge decks
successfully, even down to 50mm in
thickness. This is often facilitated with
the addition of polymer modifiers and
elastomers such as SBS and SBR. These
materials usually fall into SHW Clause
943 performance mixes, although some
promising results have also come from
hybrid mixes.
HRA is readily available from all asphalt
plants even in highly modified variants
and the skills necessary to successfully lay
this material are still present, although
dwindling.
However, the 50mm thickness, required at
some points on certain structures, is really at
the limits of its capacity. Another factor that
comes into play at this depth is the typical
void content, for HRA, of between 2% - 6%.
This would normally be considered an ideal
range in a conventional pavement from
a structural point of view and should be
almost impermeable. However, considering
the void contents of surfacing options
described previously, although there may
be a reasonable life span, the material’s
overall ability to prevent water ingress is
not comparable. Additionally, even modified
HRA should never have zero void content
as this will lead to dynamic creep failure
followed by permanent deformation.
HRA, laid in a conventional manner, does
not offer the joint-free surfacing of some
of the previous options which may prove
ultimately detrimental given the void
content described above.
Epooxy Asphalt (UK)
Corrosion Protection Excelent Corrosion Protection. (Sealed with HFS)
Enhanced Stiffness Excelent enhancd stiffness
Resist Deformation Very good deformation resitance
Resist Rutting Excelent rutting resitance
Resistance to Fatigue Very good fatigue resistance
Easy of Laying Easy to lay (By Hand or Machine)
Regulation of Surface Good regulation.
Ride Quality Good ride quailty
Skid Resistance / Noise Good skid resitance and noise
Life Expectancy 15 - 25 Years
Construction Cost Moderate to High ££££
Whole Life Cost Very Good ✓ ✓ ✓ ✓
Epoxy Asphalt (USA & ASIA)
Corrosion Protection Moderate Corrosion Protection up to 2% Voids
Enhanced Stiffness Excellent enhanced stiffness
Resist Deformation Very good deformation resitance
Resist Rutting Excellent rutting resitance
Resistance to Fatigue Very good fatigue resistance
Easy of Laying Very easy to lay (By Hand or Machine)
Regulation of Surface Good regulation
Ride Quality Good ride quailty
Skid Resistance / Noise Good skid resitance but low texture <1.0mm
Life Expectancy 15 - 20 Years
Construction Cost Moderate to High ££££
Whole Life Cost Good ✓ ✓ ✓
Throughout Asia and America it is not unusual for epoxy asphalt to have no applied surface texture and this is seen to be acceptable
66 IAT YEARBOOK • 2014 www.instituteofasphalt.org
7. Conventional Thin Surface Course System (TSCS)
Thin surface course systems designed to
Clause 942 of the Specification for Highway
Works (SHW – need to be consistent) have
been around since the late 1990s.This
material is in widespread use throughout
Scotland and is the only surfacing material
allowed on the English trunk road network.
The surfacing is known generically as stone
mastic asphalt, where a bitumen mortar
binds a coarse aggregate skeleton of typically
14mm or 10mm aggregate. The addition of
either cellulose fibres and / or a polymer
modifier helps extend and support the thicker
binder film, which would otherwise leach
or flush out.
Although it has its roots in continental
Europe it is markedly different to the mastic
asphalts produced there, hence the need
to rename as a thin surface course. The
disparity is caused by the need to comply
with the texture depth requirement within
UK highway specifications. This has arguably
been the single most detrimental adjustment
to an otherwise durable material.
Like the untreated epoxy surfacing, this
material is negatively textured, as apposed
to the other positively textured systems
proposed above.
Typically, the void continent of this material
is not dissimilar to HRA and within the range
of 2% to 8%. However, the need to maintain
the texture depth requirement often means
the typical void content found in these
systems can be at the upper limit of this
range.
In real terms, this makes thin surfacing
unsuited to use on bridge decks as the
potential for water ingress is high. Also,
thin surfacing is markedly weaker and has
much lower fatigue characteristics compared
to other surfacing materials. Even used on
standard roads the expected lifespan of a
TSCS is typically 8 – 10 years and could be
significantly less on a structure.
8. TS2010 Surface CourseFollowing problems with the quality and in-
service performance of Stone Mastic Asphalt,
Transport Scotland worked closely with the
industry to put in place measures to adjust
the domestic Clause 942 of SHW for thin
surfacing to improve quality control.
This specification and guidance is based on
research and visits to Germany to gain first-
hand knowledge of German specifications,
practice and experience as well as the
construction and monitoring of full-scale
road trials.
This new surface course specification,
TS2010, comprises a range of Stone Mastic
Asphalt (SMA) mixtures that are based on
German specifications and experience. The
SMA mixtures will contain a gap-graded
aggregate mix, polymer modified bitumen,
and additives, including fibres. The newly-laid
SMA will be treated with grit to increase the
early-life skid resistance.
(Transport Scotland, 2012)
Research has indicated that it could provide
the following benefits:
n superior durability
n lower noise levels
n good skid resistance, including early-life
n high resistance to permanent
deformation
n decreased life-time costs
n thin layer application
n excellent ride quality
n increased use of a wider range of
sustainable aggregate sources.
TS2010 has only been used on a small
number of sites within Scotland but early
results are promising and there is every
reason to believe that this material will
provide a suitable surfacing option for roads
and bridge decks. However, there is too little
data and experience to provide an objective
comparison at this stage.
Hot Rolled Asphalt
Corrosion Protection Moderate Corrosion Protection. 2% - 4% voids
Enhanced Stiffness Moderate enhancd stiffness
Resist Deformation Good deformation resitance
Resist Rutting Good rutting resitance
Resistance to Fatigue Good fatigue resistance
Easy of Laying Very easy to lay (By Hand or Machine)
Regulation of Surface Very good regulation. Self leveling
Ride Quality Good ride quailty
Skid Resistance / Noise Good skid resitance and noise
Life Expectancy 10 - 15 Years
Construction Cost Moderate £££
Whole Life Cost Good ✓ ✓ ✓
Thin Surfacing Stone Mastic (Clause 942)
Corrosion Protection Poor Corrosion Protection. 4% - 8% Voids
Enhanced Stiffness Little enhancd stiffness
Resist Deformation Good deformation resitance
Resist Rutting Good rutting resitance
Resistance to Fatigue Moderate fatigue resistance
Easy of Laying Very easy to lay (By Hand or Machine)
Regulation of Surface Very good regulation.
Ride Quality Good ride quailty
Skid Resistance / Noise Good skid resitance and noise
Life Expectancy 8 - 10 Years
Construction Cost Moderate to low ££
Whole Life Cost Poor ✓
Scottish TS2010
Mas
tic
Asp
hal
t
Gus
sasp
hal
t
Epoo
xy A
sph
alt
(UK
)
Epox
y A
sph
alt
(USA
& A
SIA
)
Hot
Rol
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Asp
hal
t
Thin
Sur
face
Cou
rse
TS20
10 T
hin
Sur
face
Cou
rse
Corrosion Protection
Enhanced Stiffness
Resist Deformation
Resist Rutting
Resistance to Fatigue
Easy of Laying
Regulation of Surface
Ride Quality
Skid Resistance / Noise
Life Expectancy
Construction Cost ££££ £££££ ££££ ££££ £££ ££ £££
Whole Life Cost ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓
www.instituteofasphalt.org IAT YEARBOOK • 2014 67
9. Desirable properties of surfacing materials
The above surfacing materials have been
(subjectively) assessed by comparing the
desirable properties needed to ensure that
construction, safety, environmental and
sustainability requirements are met. These
properties are considered to be as follows;
n Provide additional corrosion protection
to structure
n Provide resistance to panel bending
composite stiffness
n Resist delamination
n Durable to resist rutting and
at high temperatures
n Able to resist repeat loading and strains
induced by deck flexibility (Fatigue)
n Easy to lay / compact in all weather
conditions
n Have regulating properties (only one
layer)
n Smooth surface profile with few joints
n Antiskid properties / Reduced road noise
surface spray (Safety)
n Long sustainable performance,
impervious to fuel spillages
n Compatibility with waterproofing system
The table below summarises each of
the waterproofing / surfacing options
against the desirable properties. Figure 1 -
Subjective Analysis of Available Systems.
As with any construction work, good quality control during construction is essential.
Scottish TS2010
Corrosion Protection Modeare Corrosion Protection. 2% - 4% voids
Enhanced Stiffness Moderate enhancd stiffness
Resist Deformation Good deformation resitance
Resist Rutting Good rutting resistance
Resistance to Fatigue Good fatigue resistance
Easy of Laying Specalist Teams and requires (TAIT)
Regulation of Surface Very good regulation. (Laid with Averaging Beam)
Ride Quality Very Good ride quailty
Skid Resistance / Noise Good skid resitance and noise (low texture)
Life Expectancy Unknown but >16 Years
Construction Cost Moderate £££
Whole Life Cost Good ✓ ✓ ✓
Overall
Property>
Material >
✓
!✓
✓
✓
✓
✓
!!✓
✓
!✓
✓
✓
✓
✓
✓
✓
✓
!✓
!✓
✓
!!!✓
✓
!✓
!✓
✓
✓
!!!!
!!!!!✓
!✓
!!
XX!!X✓
!✓
✓
X
!!!!!!✓
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!!
Figure 1 - Subjective Analysis of Available Systems
68 IAT YEARBOOK • 2014 www.instituteofasphalt.org
10. RecommendationsOne of the most important attributes of a
bridge deck surfacing is the prevention of
water ingress. As can be seen above, this
is highly dependent on the void content of
the material laid and is the biggest factor
in deciding longevity. The resistance to
the effects of traffic and fatigue plays an
important roll too and this can be more
important on more dynamic structures.
Often a highly skilled workforce is required
but this expense is easily justifiable with the
resultant quality and warranty provided by
such contractors.
Conventional thin surfacing material can
become highly permeable allowing water to
ingress down to the existing waterproofing.
Hydraulic action can then take over to
delaminate and debond the surfacing.
Notwithstanding the above, evidence shows
the overall lifespan on these materials is
typically 8 – 12 years under normal road
conditions, i.e. not on bridges. This will
be significantly reduced when laid at the
depths required on some decks. It is clear
Author Profile Stuart’s key skills are FWD analysis, analytical and traditional pavement design, crack & seat design and deployment of
innovative pavement design solutions that provide both best value and sustainable solutions Stuart’s responsibility also
entails analysis of road condition data, development of pavement design, presentation of road condition data, supervision
of site investigation work and review of network pavement condition data for targeting structural maintenance schemes.
In his time as a Pavement Engineer at Mouchel Stuart has been directly responsible for the inception, investigation, pavement
design and technical approval of numerous road schemes with a value up to £10M. Stuart is responsible for procurement,
supervision, analysis, pavement design and financial measurement of investigations on each of the schemes.
Stuart’s role has allowed him to develop new sustainable maintenance techniques such as:
n The first use of EME2 material as an overlay to a composite carriageway in Scotland
n The creation of a bevelled jointing system specification for asphalt roads
n Development of a simplified design guide for crack & seat with TRL
n First use on the Scottish trunk road network for rubblisation of cement bound material
n First use on the Scottish truck road network of Colas Repave Process
n Use of both glass fibre and polypropylene asphalt reinforcement grids on peat roads
n Development and use of SAMI layers on composite Carriageways.
Winner of Mouchel Excellence award for the environment, for the first Rubbilisation of cement bound base on a UK trunk road
in 2008. He is a member of the Transport Scotland Pavement Forum – Group from across industry in Scotland representing
producers, operating companies and Transport Scotland to promote innovation, sustainability and best practice. He was
a member of the technical working group for the National Roads Maintenance review in Scotland in 2011. He is an active
member of the Institute of Asphalt Technology and in February 2013 was elected to the Scottish branch as a committee
member. He is a member of the Institute of Highway Engineers and has been since 2012.
that conventional thin surfacing systems,
on bridge decks, are weak in comparison to
other tried and tested proprietary materials.
Unfortunately, due to the TS2010 being
a relatively new system, there is no data
available to compare this system to the
others described. However, early trials are
reporting promising results.
HRA, or one of the modified versions
available, could provide a realistic and
value for money solution. However,
although substantially better than thin
surfacing, life expectancy required may
not achieve the 20 year lifespan desired,
especially at some of the depths required.
Assuming the new materials were produced
and laid to strict quality control procedures,
the potential for a longer service life could
be achieved by the Epoxy Asphalt surfacing
systems. However, it is recognised that
there are practical and workmanship
concerns that needed to be adequately
addressed if such materials are to be
successfully implemented.
As verified by numerous projects throughout
the UK and Europe, a Gussasphalt surfacing
can provide a more value for money/cost
effective solution with a demonstrable
>20 year design life, with superior ride
quality and skid resistance. Whichever
system is adopted, it is recommended that
the existing material be removed to the
waterproofing, followed by application of
a new bond coat (as appropriate) prior to
placing the selected new surfacing material
system. As with any construction work,
good quality control during construction
is essential.
ReferencesChemCo Products. 2011. Epaoxy Asphalt
Polymer Concrete. hemCo Systems.
[Online] 01 01 2011.
www.chemcosystems.com/epoxy.html
Transport Scotland. 2012. TS2010 Surface
Course Specification and Guidance Ver 02.
Transport Scotland. [Online] 02 01 2012.
www.transportscotland.gov.uk/files/
documents/roads/TS2010_Ver_02_
Jan_12_pdf.pdf
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NEW 3CX|POTHOLE MASTER
Based upon our world-beating JCB 3CX, it combines a powerful 400mm wide patch
planer and a 2.3m wide sweeper shovel. You can even attach hand-held power tools.
This means clean, well prepared areas ready for long term pothole repairs are achievable
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70 IAT YEARBOOK • 2014 www.instituteofasphalt.org
In a context of dwindling natural
aggregate resources and continuously
rising bitumen prices, the existing road
networks are becoming sources of
materials that are coveted by clients
as well as road builders.
After selectively milling the pavement and
characterising the RAP (Reclaimed Asphalt
Pavement) thus obtained, these materials
can be profitably recovered to become an
integral part of the new asphalt formulation.
The EN 13108 series of European standards
governing the specifications of materials
used in bituminous mixtures - and part 8
concerning RAP in particular - specifies the
laboratory tests to be performed. According
to the level of knowledge about the RAP
stock, and especially the measured particle
size distribution and bitumen content,
recycling rates are recommended to suit
the desired pavement layer. Specific,
tailor-made formulations remain possible,
particularly for formulas incorporating over
40% RAP.
Two separate processes can be used to bring
the RAP up to the final target temperature.
The most commonly used technique is
indirect heating, in which all of the energy
required for drying and heating the cold
and wet RAP is provided by the virgin
aggregates, which are superheated and
then brought into contact with the materials
to initiate a heat exchange. Direct heating,
RAP Recycling in a Hot-Mix Asphalt Planton the other hand, consists of drying the
RAP and partially heating it in a dedicated
dryer drum, with the additional energy
again being provided by the superheated
virgin aggregates used in the composition
of the final mixture.
Modern continuous and batch-mix asphalt
plants are designed to allow for the regular
or occasional addition of these recycled
materials, obtaining recycling rates of
between 10% and 70%, while conforming
to all of the standards in force concerning
gaseous emissions. Continuous recycling ring
technology, in which recent developments
now allow for the achievement of a
50% recycling rate with no additional
maintenance required, exists alongside
several batch-mix technologies.
In-plant RAP recycling is now perfectly controlled, both in terms of the specifications of the materials to be recycled and their processing in an asphalt plant
The batch-mix recycling ring is the easiest
technique to implement. RAP is added
to the dryer drum via a ring designed to
prevent any contact between the recycled
materials and the burner flame. This
tried and tested technique is capable of
achieving recycling rates of approximately
35%, but has the drawback of not allowing
for the screening of the mixture of virgin
aggregates and recycled materials emerging
from the dryer, as the molten bitumen in
the recycled materials is incompatible with
the screen grills.
Direct injection into the mixer means
that a recycling rate of up to 30% can be
obtained. This technique involves conveying
the recycled materials in a dedicated cold
elevator, metering them and adding them
Mikael AzranHead of MarketingFAYAT Mixing Plants
directly into the mixer, where they are
brought into contact with the superheated
virgin aggregates. The recycled materials
follow a separate pathway from the virgin
aggregates which can therefore be screened
as normal. However, modifications must
be made to the cycle times to ensure
that the heat exchange takes place under
satisfactory conditions, and special systems
must also be installed to collect the
water vapour released while the recycled
materials are drying.
The dedicated dryer drum is used to dry
the RAP and heat it to approximately 130°C.
Above this temperature, there is a risk of
burning a proportion of the bitumen in
the recycled materials, which could lead
to excessive VOC emissions and require
the addition of new bitumen to replace
the lost recycled bitumen - resulting in an
unnecessary and easily avoidable expense.
Parallel-flow dryer-drum technologies stand
out for their ability to raise the temperature
of the RAP slowly, thus controlling the risks
of clogging. The hot recycled materials are
then metered separately and are finally
added to the mixer, where they absorb the
energy of the superheated virgin aggregates
to reach the desired final temperature.
This technology can be used to achieve
very high recycling rates of up to 70%.
In-plant RAP recycling is now perfectly
controlled, both in terms of the
specifications of the materials to be recycled
and their processing in an asphalt plant.
New prospects for recycling are emerging
with the current trend towards warm-mix
asphalt formulations. Indeed, for an identical
plant and recycling technique, dropping the
temperature raises new challenges, such as
the management of smoke temperatures,
but it also offers the opportunity to increase
the possible recycling rates.
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Highways Magazine May 2014 V6.indd 32 28/05/2014 09:00
72 IAT YEARBOOK • 2014 www.instituteofasphalt.org
1. The factors affecting the choice of lining materials
The choice of containment system for a
landfill environment must be based on a
risk assessment, one element of which is the
ability of the liner itself to minimise the risk.
It is, however, equally important to take
into account physical or logistical constraints
which may render a technically acceptable
liner impractical.
The principal considerations, which should
be identified, are;
n Satisfactory hydraulic conductivity
n Stability on slopes
n Sufficient flexibility
n Robustness
n Resistance to chemical attack
n Proven longevity in landfills
n Acceptance by regulatory authorities
n Acceptable installation techniques
n Realistic cost.
2. Composition of an asphaltic concrete lining system
An asphaltic concrete liner system for
a landfill comprises four layers, each of
which fulfils specific functions to ensure
the integrity of the barrier system.
i. The stabilising/drainage layer.
ii. The asphalt binder layer (ABL).
iii. The dense asphaltic concrete layer
(DACL).
iv. The mastic seal coat.
Examples of asphalt being used in engineering to impound substances (both liquids and solids) date back
for 3000 years. The secret to this longevity is its strength, durability, robustness and being dense enough
to resist oxidisation, which enables the asphaltic layer to remain flexible. It is these very same properties
that make dense asphaltic concrete (DAC) an ideal material to produce impermeable lining systems for
landfill cells.
Lining Landfill Cells using Dense Asphalt Concrete (DAC)
2.1 The stabilising / drainage layer
The stabilising/drainage layer is placed
on a granular sub-grade layer, which has
been compacted up to a stiffness modulus
of at least 50 MN/m² (this deformation
modulus is required, to ensure satisfactory
compaction of the asphaltic base material).
This drainage layer is a non-bituminous
filter material, which is constructed and
compacted of specially selected clean
graded aggregate and serves three
functions. Firstly, it prevents the build-up
of water pressure beneath the liner due to
springs, seepage, or the ingress of water
around the edge of the liner. Next, it acts
as a regulating layer between the sub-
grade layer and the first bituminous layer
and finally it provides a firm, stable surface
on which the equipment required for the
construction of subsequent layers can
operate.
Once compacted, the drainage layer is
sprayed with a tack coat of bituminous
emulsion prior to laying the asphaltic binder
layer. This helps bind together the fines in
the top of the material whilst at the same
time creating adhesion for the next layer.
2.2 The asphaltic binder layer (ABL)
The asphaltic binder layer (ABL) is an
open textured asphalt layer, specifically
designed to have air voids when compacted
of between 10 - 15% and a coefficient of
permeability not greater than 1 x 10-4 m/s.
The asphaltic binder layer provides a strong
stable base against which the dense asphalt
concrete layer can be compacted and, by
David WilsonManaging Director, WALO UK
virtue of its permeability allows any vapour
pressure, generated during the placing of
the impervious layer, to escape and so assist
in preventing the formation of blisters in the
dense asphaltic concrete (DACL) layer.
The asphaltic binder layer is designed to
be sufficiently strong enough to support
the impermeable layer, the depth of landfill,
daily cover material and capping material
without thinning or deformation or being
forced into the voids of the underlying
stabilising layer.
2.3 The dense asphaltic concrete layer
(DACL)
The dense asphaltic concrete layer (DACL)
is an asphalt mixture with a continuously-
graded aggregate matrix, designed so that
the quantity and grading of each aggregate
fraction fills the gaps left in the matrix
formed by larger sizes, the binder content
being relatively low.
The binding agent is bitumen, which
has extraordinary physical and chemical
properties and is a highly viscous (sticky,
glutinous) product, which is mixed with
the aggregate at a temperature of 225ºC.
In the mixing process all of the lighter oils
contained within the bitumen are burnt off,
leaving a material that is very stable and
non-toxic.
The aggregate and filler for the DAC can be
taken from many sources, but the crushed
stone and sand must be of a hard and sound
material that does not deteriorate or swell
in contact with, or under the influences
of water.
www.instituteofasphalt.org IAT YEARBOOK • 2014 73
All the resistance values of the aggregate
are tested for each and every project such
as flakiness, aggregate crushing value,
aggregate porosity, freezing and thawing,
heating properties, surface adhesion and
soundness.
The final grading composition is designed
in the laboratory to produce the optimum
performance with the natural resources
available, while still meeting the specific
requirements of the project. In all there
are 34 tests carried out before a mix
design is approved.
The grading of the aggregate and filler
alone can reduce effective porosity and
hydraulic conductivity to very low levels
(1 x 10-8 m/s and less), and the covering
of the aggregate with bitumen (which is an
effectively impermeable material) creates
a very flexible and effectively non-porous
material.
The mixture, once laid and rolled, forms
an impermeable barrier, which is resistant
to deformation because of the aggregate
interlock, yet it retains ample flexibility,
having a hydraulic conductivity of less
than 1x 10-12 m/s.
f) It is unaffected by sunlight,
ambient temperatures up to 65ºC,
frost action and all natural weather
conditions
g) It is resistant to mechanical forces
resulting from impact of landfill
materials, drainage materials or
constructional and operational
plant and equipment
h) It is sufficiently flexible to
accommodate a differential
settlement of the underlying
formation to up to 1 in 10
(measured normal to the plane
of membrane) without cracking
i) All joints are made completely
watertight.
The inherent flexibility and self-healing
properties of the dense asphaltic material
is one of the major advantages in its use
as a landfill liner, and for this reason the
possibility of escape of leachate and gas
due to cracking or degradation of the
material is highly unlikely.
Large main winch operating both the paver and roller in slope
The DAC liner is designed and constructed
to fulfil the following requirements;
a) It is watertight against the
maximum hydraulic pressure
in the landfill as defined by a
specified value of hydraulic head
of leachate of up to 2 m and a
hydraulic conductivity under such
a head, well below the current
UK Environment Agency (EA)
requirement of 1 x 10-9 m/s
b) It is unaffected by leachate of the
composition determined by the
typical chemical composition of a
commercial domestic waste landfill
c) It does not contain mobile toxic
compounds
d) It is sufficiently stable when placed
hot and uncompacted to enable
reliable compaction on slopes up
to 1:1.5
e) It has a total air voids content not
exceeding 3% upon completion of
compaction
74 IAT YEARBOOK • 2014 www.instituteofasphalt.org
2.4 Mastic seal coat
When the whole cell is completed, a seal
coat of hot mastic asphalt is placed on the
asphaltic concrete to seal fine microscopic
surface voids. This seal coat, which is very
rich in bitumen, also prevents ultraviolet
rays penetrating the surface of the asphalt
and protects the liner from the elements
until the surface is covered by the waste
material.
The choice of containment system for a landfill environment must be based on a risk assessment, one element of which is the ability of the liner itself to minimise the risk
3. Hydraulic ConductivityThe Structure of a DAC liner is such that it
is designed to have near negligible total
porosity and no effective porosity. Total
air voids are normally specified in DAC
at 3%, and in practice figures of 1.5%
are commonly achieved.
DAC differs from other geomembrane
materials in that the method of sealing
the joints involves a process that is inherent
in the formation of the liner (the heating
of bituminous material associated with
recompaction) and indeed it enhances its
performance.
Furthermore, the inherent flexibility of DAC,
combined with a greater effective thickness
than most single geomembranes, provides
extensive resistance to cracking due to
flexing.
The testing of Darcy’s coefficient of
permeability with a dense, impervious
asphaltic concrete having an air void content
of <3% by volume does not make any
sense, as the voids in the compacted mix
are not interconnected.
This makes any laminar flow through the
specimen impossible, the hydraulic gradient
in the asphalt concrete layer thus being
zero.
Only the void content of the layer as placed
and compacted should be specified.
4. Stability on SlopesLong term experience by WALO in the use
of DAC for embankments, reservoirs, dam
facings, canal liners and landfills, which
have been subjected to prolonged exposure
to sunlight, extremes of temperature and
repeated wetting and drying, indicates that
these conditions do not adversely affect the
performance of a DAC membrane in-situ.
The slope inclination is determined by
the soil mechanics, the stability of the
bituminous layers and the specialist
installation equipment and procedures
employed.
At present, the limit of inclination for
asphalt hydraulic engineering on slope
structures is 1:1.5 or 34º.
5. Flexibility The known flexibility of asphaltic structures
is reflected in its many uses at critical
locations in civil engineering. Flexibility
in reservoir and waterway engineering
is important due to the extreme changes
in pressure which is exerted when large
volumes of water is pumped from, and
then back into pump storage facilities.
Dense asphaltic concrete responds to
deformation, caused by uneven settlement
of the foundation, in a viscose-plastic
manner (it can bend and stretch) up to
a ratio of 1 in 10 of depth of depression
to a diameter of the hole, without affecting
its waterproofing ability in the least.
6. Robustness In terms of relative robustness,
it is sufficient merely to point to the
performance of asphaltic concrete in
this respect in comparison to other lining
materials. No other system affords traffic
to run on the surface, or waste to be placed
on it without extensive protective measures.
The considerable experience of asphalt
being used as wearing course surface
on highways in all types of conditions
worldwide also pays testament to its
robustness.
However, taking into account that a
dense asphaltic liner is not taken from a
standard road asphalt specification, but is
specifically designed for each site, with a
totally different composition, and is laid at
least twice as thick as a road asphalt, its
sturdiness is assured.
Leachate gravel drainage layers overlying
most geomembrane liners require the use
of an intervening protection layer to ensure
that the liner is not punctured, at worst,
Paver operating on a steep sided slope
www.instituteofasphalt.org IAT YEARBOOK • 2014 75
or locally placed under increased stress
making the liner vulnerable to post-
installation defects.
The grading, maximum particle size,
angularity and geological composition of the
gravel all influence its ‘damage potential’.
With a DAC system, the leachate gravel
drainage layer can be placed directly onto
the liner, without the need of any additional
costly protective layers.
The design of the liner at the base of
leachate removal wells normally calls for
careful consideration. This is usually the
lowest point of the liner with the highest
leachate head, and where a local sump
will often be formed, causing increased
pressures on the liner.
The applied load from the well structure
requires a sound foundation that will not
cause distress to the in-situ liner. Settling
waste will cause negative skin friction on
the well, in addition to the substantial
weight of the well itself. Normally, when
using a geomembrane liner material, a
means of minimizing the load from the
well structure onto the liner should include
a settlement-compensating well casing and
load spreading foundations to reduce liner
stress.
Due to its strength, a dense asphaltic
concrete liner will withstand the loading of a
well structure placed directly onto its surface
without the need for additional layers. It
therefore gives greater long-term protection
against leakage and stress in these critical
areas.
7. Resistance to Chemical Attack Slight damage by chemicals in general is
only possible if these include hydrocarbons
in high concentrations. In properly managed
landfills, any solvent should only be present
for a limited period.
Experiments have shown that any
breakdown through attack from hydrocarbon
solutions would only affect a few
millimetres below the surface, because
the binder film between the mineral
components is only a few microns in
thickness and the flow, therefore, of fluid
between these components is extremely
prohibitive.
In addition, a swelling of the binder
film, which would be a pre-requisite for
a loosening effect within the asphaltic
concrete, is not possible, because of the
tight and close arrangement of the mineral
forming the membrane.
Bitumen presents no hazards in service to humans, animals, fish or plants. Physiological compatibility of bitumen with drinking water has been proven many times
The combination of appropriate elements
in the design of a DAC contained system,
along with the inherent properties of the
bituminous material and the corrected
physical characteristics of the mix, provides
the capability to contain a variety of
substances.
The mix design, and in particular the
low percentage voids in the structure, is
also very important in terms of chemical
resistance, as well as in terms of hydraulic
conductivity.
Also, when assessing the ability to
withstand chemical attack, the significance
of the layer thickness and the influence
of the interlocked hardstone aggregate
material should not be ignored.
Bitumen is also resistant to degradation
from acids and alkalis at temperatures and
concentrations that could occur in landfill
solid waste deposits.
The Elbisgraben Landfill in Switzerland,
along with many other DAC lined landfills
in Switzerland and Germany, is licensed to
receive severely contaminated soils from
old industrial sites. Five phases of this
landfill have been lined with DAC over a
14-year period and, even though a very
expensive and sophisticated detection
system has been installed, no leakage
whatsoever has been reported.
8. Physiological Compatibility Bitumen presents no hazards in service
to humans, animals, fish or plants.
Physiological compatibility of bitumen
with drinking water has been proven
many times.
Asphaltic concrete facings in reservoirs are
fully compatible with all water authority
drinking water hygiene regulations.
The material is mixed at very high
temperatures and during the mixing process
all of the lighter oils contained within the
bitumen, are burnt off, leaving a material
that is very stable and non-toxic.
Steep sided landfill slope lined in asphalt
76 IAT YEARBOOK • 2014 www.instituteofasphalt.org
Typical landfill cell lined in asphalt
9. Acceptable Installation Techniques
While the stabilising and binder layer can
be laid in most climatic conditions, laying
the DAC layer is restricted in heavy rain
or when temperatures and/or wind chill
causes rapid cooling of the surface of the
asphalt, normally at or about 5ºC.
One of the most important elements of
the installation of any barrier system is
the supervision and construction quality
assurance (QA).
In particular, QA of the joints between
adjacent lanes, which are rigorously
compacted to ensure the effectiveness
of the seal, is vital. Raw materials and
the mixed asphalt are continually checked
throughout the works to ensure that the
compacted material has a void content
below 3%.
Very close control is exercised over the
standard of product which is actually laid
on site.
Whether the asphaltic material is produced
on site or produced in an off-site quarry, the
QA procedures carried out by the contractor
at every stage of the production is very
comprehensive.
WALO recommend combining the selection
of the final mixture in the laboratory with a
placing test on site (field trial), using placing
and compaction equipment allocated for
the project. At the same time it affords the
opportunity to calibrate the on-site testing
equipment (Nuclear Density Gauge - NDG)
with the
results from
the core
samples.
Void content
and mass
density are
checked on
cored samples
from the test
area. If the air
void content
is found somewhere in the range of 1.5
to 3% by volume, the number of blows
on each side of the Marshall specimen is
determined to reach the mass density of the
sample taken. This figure is then concluded
as the contract benchmark in the execution
of the work.
Should QA testing reveal deficiencies in any
particular area of lining (because the asphalt
is laid in strips it is easy to document the
exact location, date and time of laying of
a particular batch ) then asphalt allows
a number of remedies which would not
necessarily be possible or practical with
other lining systems.
The simplest remedy is simply to overlay
the deficient area with another layer of
DAC to the correct specification, or it can
be milled out and re-laid, the joints being
readily sealed.
10. CostThe actual cost of a lining system is a
function of many variables in addition to the
unit cost per square metre of any particular
lining material.
The overwhelming factor in deciding the
cost-effectiveness of a containment system
is the amount of void space it occupies
including the actual cost of the liner system
itself.
There is also a difference between the
real cost and the theoretical cost of the
installation of a lining system.
If a lining material is so susceptible to
physical damage that protection layers are
necessary, then apart from the obvious
additional cost of the protection material
itself, there is also the cost involved with
slower and more susceptible construction
practices and the inevitable delays when
damage occurs and has to be repaired.
Such cost can be in the order of several
times the “budgeted” cost if damage
results in the need for extensive remedial
measures.
Time taken for construction must also be
taken into account when considering the
overall cost of a barrier system. Programmes
must be adhered to, especially when
contracts are waiting to be fulfilled.
Weather plays an important factor when
installing a liner and DAC is far less
susceptible to the vagaries of the climate
than other liners, which allows positive
target dates to be given for completion.
Overall thickness of the liner has also to
be taken into account. DAC is much thinner
than most other systems (up to four metres
or more in some cases) and more void space
is therefore made available for the waste
commodity.
Daily Records are kept of the:
n Layout of lanes (with unique reference
numbers)
n Direction in which each lane was laid
n Mix batch number
n Bitumen delivery identification number
n Date and time of laying and compacting
n Temperatures of mix during compaction
n Thickness of layer after compaction
n Location of “hot” joints and date
of compaction
n Location of “cold” joints and dates
of reheating and recompaction
n Date mastic spread
n Position of samples and cores
for testing with reference numbers
n Permeability values with test reference
numbers
n NDG percentage air voids values
with test reference numbers
n Details of any remediation.
www.instituteofasphalt.org IAT YEARBOOK • 2014 77
11. ConclusionLining systems have developed from
simple layers of compacted clay to complex
composite and multi-layer systems of
engineered clay, plastic membranes (usually
HDPE) and/or Bentonite treated soils or
Bentonite geocomposites.
The cost of lining any reasonable size waste
cell is now significant and must of course
be borne by the operator well before any
payback in the form of waste through the
gate can be achieved.
The true cost of many barrier systems is
seldom calculated, because many of the
aforementioned lining materials have
specific installation problems that lead
to delays (often due to poor weather
conditions or construction methods).
There are often difficulties in supply,
vandalism, damage and deterioration over
time, sometimes requiring repair and/ or
replacement. In addition, there is a general
acknowledgement that it is difficult to
install some lining materials without causing
punctures and tears and this is leading
to the specification of ever more complex
multilayer systems. The cost effectiveness
of laying varying thickness of lining
materials with their subsequent protective
layers is also open to question and, by
taking up evermore valuable void space,
does not lend itself to the overall concept
of sustainable waste management.
DAC impermeable lining systems have been
used for sealing landfill sites and waste
treatment facilities throughout Continental
Europe since the late 1970s, longer than
many of the materials commonly accepted
as being “tried and tested”.
In 1998 the first landfill cell was constructed
using DAC lining system at a commercial
municipal solid waste landfill site in the UK.
Since then twenty more cells have been
constructed in the UK using DAC as the lining
system and many more sites are already
being programmed for lining with DAC in
the foreseeable future.
Due to its flexible nature, its superior
impermeable properties and its much
reduced overall thickness compared to
alternative systems, DAC is also suitable
for capping completed landfill sites and
brownfield sites.
Sites with slopes up to a gradient of 1 in 1.5
and heights up to 150m can be constructed
using our specially designed slope laying
equipment. This method of construction,
using established engineering techniques
combined with our unique laying and testing
methodology, provides proven confidence in
the quality of the final product we produce.
The Dense Asphaltic Concrete lining
system is engineered using very thorough
QA procedures throughout the whole
construction period in which temperature;
thicknesses and density are regularly
measured. External laboratory tests
are carried out on cores taken from the
compacted materials to examine porosity
and hydraulic conductivity.
Detailed written and computerised
information is made available to the client,
the Regulatory Bodies (i.e. UK Environment
Agency) and associated regulatory authority
risk assessment programmes. The speed
of completion of the works is a significant
element in the saving of costs.
The capacity to lay a considerable area
of high quality lining system in a short
time period, even during difficult weather
conditions, and to know that it will not be
subject to subsequent deterioration or loss
in performance, is seen by most clients as
being extremely advantageous.
The indirect and practical advantages of a
DAC lining system go towards making the
overall installation of the lining system
very comparable when compared to other
lining materials. Other benefits include the
fact that the WALO DAC system is relatively
thin, yet strong enough to be robust under
all conditions, so void space is maximised
without compromising containment
standards.
The strength of the lining system is such
that it can be trafficked by rubber tyred
equipment almost immediately after
completion without fear of damage or
puncture. The final surface is one on
which surface water run-off can be easily
controlled, even on steep slopes, thus
preventing excessive leachate generation.
As an engineering material, DAC certainly
adds to the range of engineered options
that are available in the quest to minimise
risk associated with landfill operations.
Far from it being new and unproven,
Dense Asphalt Concrete has a track record,
performance and longevity of experience
better than most other commonly used
lining systems used throughout the world.
Notes:
WALO UK
WALO UK Limited is a division of the
WALO Bertschinger Group of companies
whose headquarters are situated in
Zurich, Switzerland. The organisation was
established in 1917 as a civil engineering
company and over the past 96 years
has expanded their activities in the civil
engineering and general construction
industry.
Hydraulic Asphalt Engineering has become
a very important aspect in the company’s
development whereby WALO are now
regarded as one of the leading specialist in
the world in the construction of hydraulic
asphalt linings for dams, reservoirs, canals,
pump storage basins and, for the past
34 years, for waste disposal sites
throughout Continental Europe.
In 1979 WALO sealed the first landfill
site in Switzerland with dense asphaltic
concrete (DAC). Since then the company
has successfully engineered more than 93
landfill sites throughout Europe - many
having several phased cells. In 1998 WALO
successfully completed a DAC lining to a
landfill site in the UK. This was the first
commercial landfill development in this
country with a dense asphaltic concrete liner
having full UK Environment Agency approval
for the disposal of domestic solid waste.
By the end of 2012 WALO had successfully
completed over 10,000,000 m² of asphalt
linings around the world.
78 IAT YEARBOOK • 2014 www.instituteofasphalt.org
What Products are affected?
Within the Road Surface Treatments sector
only Surface Dressing and Slurry Surfacings
are affected by CE Marking because they
are now regulated by harmonised Product
Standards (hENs) namely BS EN 12271 for
Surface Dressing and BS EN 12273 for Slurry
Surfacings. Other surface treatments are
either covered by HAPAS or are proprietary.
For example High Friction Surfacing
systems, Crack & Joint Repair systems,
Grouted Macadams, Cold Lay Asphalts for
patching, Asphalt Preservation Systems and
Thermal Road Repairs come under HAPAS.
Other treatments such as Spray Injection
Patching remain as proprietary products or
services. Therefore many treatments are
unaffected by CE marking in a technical
sense although, if some authorities decided
to only purchase CE marked products, this
would then become a commercial issue
for these providers. Re-texturing and Fine
Milling likewise are not covered by a hEN;
however, the DMRB (Design Manual for
Roads and Bridges) provides some design
guidance information and this will be
further strengthened in the updated HD32
(Concrete Roads) and revised HD31 (Asphalt
Roads) when published by the Highways
Agency. Geosynthetic products must carry
a CE mark because manufacturers need to
comply with BS EN 15381:2008; however,
there is no hEN covering installation so this
is currently covered by Sector Scheme 13.
Also in-situ recycling using hydraulic binders
is covered by local requirements in guidance
IntroductionMuch has been written about CE marking in recent years so this paper does not intend to rehash what
has gone before [1-5], instead it attempts to illustrate how it is working in practice since becoming a legal
requirement for some producers and contractors from 1st July 2013. The paper also focuses exclusively
on how CE marking is affecting the Road Surface Treatments industry, leaving other trade bodies better
placed to comment on Aggregates and Asphalt. In particular the paper provides a little insight into how
CE marking is affecting different providers in this sector depending on where they sit in the supply chain
and depending on what products they offer or from a client’s perspective what they think they need.
How CE Marking is working for Surface Treatments
documents published by TRL, namely TRL
386 and TRL 611, so again there is no CE
mark requirement.
The aforementioned products not covered
by a hEN can seek to obtain a CE mark
by another route if required, namely by
acquiring an ETA (European Technical
Approval). Anyone interested in this route
should in the first instance contact the
BBA (British Board of Agrémont) as the
UK representative organisation on EOTA
(European Organisation for Technical
Assessment). According to the EOTA website
the European Technical Assessment (ETA)
is a document providing information on
the assessment of the performance of
a construction product, in relation to its
essential characteristics. This definition is
provided in the new Construction Products
Regulation (CPR) (EU/305/2011) entered
into force on 1st of July 2013 in all European
Members States and in the European
Economic Area. The ETA provides a way
for the manufacturer to CE-mark a product.
How has CE Marking affected Specialist Contractors?Contractors undertaking end performance
contracts to MCHW [6] clause 918 (Slurry
Surfacing) or clause 922 (Surface Dressing)
have had to obtain a CE mark for their
products. This might seem odd when
some have argued these treatments are
a ‘kit of parts’ put together on site and
not manufactured products in the more
traditional sense so should escape CE
marking under Article 5 in the CPR which
Dr Howard RobinsonRSTA [email protected]
states “by way of derogation from Article 4(1)
and in the absence of Union or national
provisions requiring the declaration
of essential characteristics where the
construction products are intended to be
used, a manufacturer may refrain from
drawing up a declaration of performance
when placing a construction product
covered by a harmonised standard on the
market where: The construction product is
manufactured on the construction site for its
incorporation in the respective construction
works in compliance with the applicable
national rules and under the responsibility
of those responsible for the safe execution
of the construction works designated under
the applicable national rules”. However,
despite this, BS EN 12271 and BS EN
12273 were published as end performance
standards providing a route for CE marking
so contractors now have a legal requirement
to provide a CE mark with a Declaration of
Performance (DoP) against the requirements
in the relevant hEN.
To obtain a CE mark and DoP, contractors
must operate a quality management
system to BS EN ISO 9001, complete their
one year TAIT’s (Type Approval Installation
trials) and have their Factory Production
Control (FPC) system audited successfully
against the requirements of the relevant
hEN by a Notified Body (NB) accredited
by UKAS or equivalent body. The hEN’s
outline the requirements for how TAITs
should be undertaken and recorded. There
was some confusion initially as to how
many TAITs were required, particularly for
www.instituteofasphalt.org IAT YEARBOOK • 2014 79
Surface Dressings; however, BSI advised
RSTA members that a TAIT is required
for each type of surface dressing (single,
racked-in, double etc) and for different
road types. Further guidance is available
in PD6689 [7]. Large national contractors
seem to have coped fairly well and
speedily with obtaining their CE marks;
however, it appears that smaller to medium
sized contractors required more help
and assistance from the RSTA and their
certification bodies (CB). Some contractors
also had to change to a new CB because
the one they were using for certifying their
Quality Management System was not an
accredited Notified Body for the product in
question and had no immediate plans to
become one for commercial reasons.
Surface Dressing contactors only undertaking
recipe surface dressing to clause 919, which
is rare these days, do not need to obtain
a CE mark because they are installing
‘works’ and not a ‘product’ to the clients
design, so responsibility for performance
rests not with the contractor but with the
highway authority. A contractor cannot
be asked to obtain a CE mark and to take
responsibility for end performance if the
design is undertaken by someone else.
More specialist sub-contractors undertaking
only part of the process (e.g. spray tanker
operators) do not require a CE mark. They
are simply applying one constituent (the
emulsion binder) in accordance with the
Surface Dressing contractors instruction
so cannot be expected to take any
responsibility for the end performance of
the Surface Dressing.
CE marking also affects Sector Scheme 13
for Road Surface Treatments [8] because it
means authorities at tender stage can no
longer make registration to the scheme a
mandatory requirement on Clause 922 End
Performance Surface Dressing or 918 Slurry
Surfacing contracts. NHSS13 registration
will continue as a beacon of best practice
and it remains a mandatory requirement
for RSTA membership because it sets
out minimum standards of training and
qualifications for the workforce so is still
recognised as industry best practice. NHSS13
will also continue because it covers other
treatments not affected by CE marking such
as Re-texturing, Fine Milling, Spray Injection
Patching and Geosynthetics & Steel Meshes
because these do not have related hEN’s.
What about DLOs?Local authority Direct Labour Organisations
(DLOs) in the main do not need to worry
about CE marking because they undertake
‘works’ within their local authority boundary
so have no requirement to obtain a CE mark
unless they decide to tender competitively
for contracts either within or outside their
authority boundary. If they price a supply
contract which is end performance based
(i.e. to clause 922) then they will need a
CE mark for their product. There has been
some confusion about DLOs and what they
need to do and some DLOs have decided
to obtain a CE mark regardless of the need.
Some have also indicated they need to get
a CE mark because their local authority
client regards CE marking as best practice.
Material Suppliers have already been affectedThe aggregate and bitumen emulsion
manufacturers have been supplying CE
marked products in advance of last July
when the CPR (Construction Products
Regulations) and CE marking came into
full effect. So aggregate producers supply
aggregates against the requirements
in BS EN 13043 and Emulsion binder
manufacturers now supply binders in
compliance with BS EN 13808 which
was recently re-issued in December 2013.
PD6682 provides the UK guidance on
aggregates for use in Surface Dressing
and Slurry Surfacings.
CE marking has however created difficulties
for some producers who have for many
years supplied blends of graded aggregates
into the micro-surfacing market that do not
comply with BS EN 13043 gradings. So in
effect they have been supplying proprietary
materials however their contractor
customers need to purchase aggregates
with a CE mark to enable compliance
with BS EN 12273! This has required the
quarrying companies to find a way around
this problem. Simply changing the grading
to meet the EN spec can of course create
other technical difficulties down the line
around retained texture depth which the
contractor would prefer to avoid.
There was some confusion initially as to how many TAITs (Type Approval Installation Trials) were required
80 IAT YEARBOOK • 2014 www.instituteofasphalt.org
How is the client side reacting to the CPR and CE marking?Councils
The Tameside website, selected at random
as one example, has the following headline:
“All Councils in the United Kingdom are
required by law to comply with the EU Public
Procurement Directives for the advertising
and the award of Contracts. Under Council
Directive 1999/C 379/08 (31 December
1999) thresholds for contracts awarded by
the Works, Supplies and Services Directives
are now measured against the Euro and
Special Drawing Rights (SDR) to take account
of the new Government Procurement
Agreement (GPA)”.
The public procurement directive says public
bodies should give priority to purchasing
products that have a CE mark. However,
after conducting a straw poll amongst
major UK contractors in April 2014, very few
English and Scottish authorities are asking
for CE marked products. So it is becoming
clear that it will take some time for CE
marking to become embedded and become
the norm. The RSTA provide training each
year to around 400 individuals working for
authorities and contractors and the feedback
from these sessions is there is a very low
awareness of CE marking particularly
from highway authorities.
Highways Agency
The HA are responsible for the operation
and stewardship of the motorways and
major trunk roads in England so they have
to be certain that products used to maintain
this network are fit for purpose combining
the necessary technical performance with
adequate service life. CE marked products
come with a Declaration of Performance
based on a one year TAIT (Type Approval
Installation Trial) so the HA have to
consider if evidence based on one year’s
performance on the road provides sufficient
confidence. If not, then products assessed
over a longer time frame will be considered
and used instead, for example Clause 942
materials which come under HAPAS where
a two year period of on the road assessment
is undertaken.
CE marking has certainly captured the imagination of the specialist contracting community and raised a concerted response over the past 2-3 years
Term Maintenance Contractors
Feedback from RSTA contractor members
also indicates the TMCs (Term Maintenance
Contractors) who are members of the HTMA
(Highways Term Maintenance Association)
and who collectively maintain 80% of UK
roads or 400,000 km of road network are
also not yet asking their specialist sub-
contractors to provide evidence of
CE marked products.
Summary
So in summary, CE marking has certainly
captured the imagination of the specialist
contracting community and raised a
concerted response over the past 2-3
years with RSTA playing its part by
organising a number of seminars to advise
members on what they need to do to
prepare. Contractors have in turn, despite
a slow start, undertaken the necessary
TAITs and obtained their CE marks on
the understanding; this become a legal
requirement and a trading standards issue
from 1st July 2013. However information
received from RSTA contractor members
suggests CE marking is not currently being
asked for by authorities and it will take
some time probably another couple of
years before highway authorities collectively
start demanding this consistently from
their supply chain. Hopefully what could
have been a very short paper has helped
to illustrate the current situation regarding
how CE marking is working in the Road
Surface Treatments sector.
Further information on road surface
treatments is available at
www.rsta-uk.org/publications.htm
[9] and in the DMRB HD37 and HD32 [10].
www.instituteofasphalt.org IAT YEARBOOK • 2014 81
References and Further Reading
1. Declaration of Performance and CE
Marking
ec.europa.eu/enterprise/sectors/
construction/declaration-of-
performance/index_en.htm
2. Official Journal of the European Union
REGULATION (EU) No 305/2011 OF
THE EUROPEAN PARLIAMENT AND OF
THE COUNCIL of 9 March 2011 laying
down harmonised conditions for the
marketing of construction products and
repealing Council Directive 89/106/EEC.
3. Guidance Note on the Construction
Products Regulation, April 2012 -
prepared by the Construction Products
Association (CPA), the British Board
of Agrément (BBA), British Standards
Institution (BSI) and FBE Management
Limited in consultation with the Trading
Standards Institute (TSI).
4. CPR and CE Marking, John Bradshaw
Bullock, Institute of Asphalt Technology
Yearbook 2013 pp 32-35.
5. Selection of Surfacing for Highway
Pavements - Guidance for Local
Authority Engineers, published by
ADEPT, December 2013 pp 30-31.
6. Manual of Contract Documents for
Highway Works. The Stationery Office,
London
Volume 1: Specification for Highway
Works (MCHW 1)
Available at www.dft.gov.uk/ha/
standards/mchw/vol1/
Volume 2: Notes for Guidance on
the Specification for Highway Works
(MCHW 2)
Available at www.dft.gov.uk/ha/
standards/mchw/vol2/
7. PD6689 Surface treatments - Guidance
on the use of BS EN 12271 and BS EN
12273 published in 2009 by BSI.
8. National Highway Sector Scheme 13 for
the supply and application of surface
treatments to road surfaces. February
2013 UKAS Issue 3, available at
www.ukas.com
9. RSTA Codes of Practice and other
related publications can be found at
www.rsta-uk.org/publications.htm
10. Design Manual for Roads and Bridges.
The Stationery Office, London.
HD31/94 Maintenance of Bituminous
Roads (DMRB 7.4.1)
HD32/94 Maintenance of Concrete
Roads (DMRB 7.4.2)
HD 37/99 Bituminous surfacing
materials and techniques (DMRB 7.5.2)
Note: HD31, HD 32 and HD37 are
currently under revision.
Available at www.dft.gov.uk/ha/
standards/dmrb/
Contact us todayOffice: 0114 245 0968Sales (Mike Aves): 07964 805387Email: [email protected]: www.billian-uk.com
GTR Paving Pellets provide asimple way to meet the growingneed for greater flexibility andsustainability, improving theperformance of any asphalt mixdesign with a concentrated doseof rubberised bitumen.
A solution that helps build abetter tomorrow.
82 IAT YEARBOOK • 2014 www.instituteofasphalt.org
ADVERTORIAL
The attention of many long span bridge owners and operators has recently been firmly
fixed on the 30 year old cable stayed Kessock Bridge which carries the busy A9 across
the Beauly Firth to the north of Inverness.
In May the construction team on a major
refurbishment of the 1056m long bridge
celebrated the early completion of the
second stage of a two stage programme
of works – carried out in the February to
June pre holiday rush periods in 2013 and
2014. The 2014 programme of works, which
included re-tensioning the cables for the first
time since the bridge was built, was finished
four weeks ahead of schedule.
As great an achievement as that was, most
attention is on the high quality surfacing
material used, Gussasphalt, which holds
out the promise of extending the life of the
bridge by providing such a smooth running
surface that bridge movement under load
will be significantly lessened. Less welding
maintenance will be needed on the
orthotropic deck and there will be reduced
road noise from the 30,000 vehicles –
11% of them HGVs – that use it each day.
Gussasphalt has now been used several
times in the UK, including on the Avonmouth
and Tamar bridges and is thought to be
under consideration for the new Queensferry
Crossing over the Forth, which is Scotland’s
biggest construction project for a generation.
Gussasphalt is a dense mastic asphalt
developed by Swiss company Aeschlimann
International, using a high performance
polymer modified binder from bitumen
specialist Nynas. The product relies on
the properties of the bitumen mixed with
crushed stone and limestone fines to provide
the stiffness and durability needed for a
bridge running surface. The binder is a
high performance material, Nynas Endura
N5, designed to ensure suitability for the
Aeschlimann mixes.
“Nynas Endura N5 is a highly polymer
modified Premium hot mix binder,” says
Nynas Asphalt Engineering Support Manager
Jukka Laitinen (immediate past President
of IAT). “It is a product designed to display
excellent workability characteristics, specially
developed to deliver the optimum balance
between toughness and flexibility.”
The binder’s use was particular appropriate
at Kessock. “Nynas Endura N5 is suitable
for the most onerous Gussasphalt paving
applications.
Gussaphalt’s mix design is bespoke for
each project but includes a blend of sands,
limestone filler and a number of additives
including Trinidad Lake Asphalt granules.
A 6mm bitumen coated aggregate is
embedded in the hot surface by rollers
and provides surface texture.
Transport Scotland let a main contract for
the £13.25M of repairs and resurfacing
to Balfour Beatty, with BEAR Scotland
supervising the works on their behalf.
Stirling Lloyd undertook the deck
Two way running taking place on one
carriageway deck of Kessock Bridge
while the other deck is ‘Gussasphalted’
Asphalting was closely monitored at all stages,
with the surfacing material supplied on a
continuous basis to avoid transverse joints.
Kessock Bridge resurfacing a success for Gussasphalt – and Nynas
waterproofing and resurfacing under
subcontract to Balfour Beatty.
Leiths Group supplied the surfacing material
from its plant at Contin, some 30kms north
of the site, where it was made according
to Aeschlimann’s specification. Leiths
Group Technical Director Neil Anderson
said: “The asphalt production was very
closely monitored by both ourselves
and Aeschlimann and transported by
Aeschlimann to site in special delivery trucks
that can mix as well as heat the material at
temperatures up to 220ºC. We supplied the
surfacing material on a continuous basis to
avoid making a transverse joint.”
Aeschlimann laid some 24,500m2 of material
in two layers, each of 25mm in thickness but
up to 27mm in any dips. A surface finishing
machine laid on steel rails allowed a high
standard of regularity.
Project Manager for Stirling Lloyd Darren
Holmes said: “The 2013 works programme
went very well and the 2014 programme
was even better due to the hard work
and commitment by all involved. All the
indications are that Gussasphalt will provide
everything that was hoped for at Kessock.”
For more information: www.nynas.com
www.instituteofasphalt.org IAT YEARBOOK • 2014 83
ADVERTORIAL
British digger maker JCB today announced
plans to to wage war on the nation’s
millions of potholes with the launch of
a new machine designed to rid the UK’s
roads of the menace. The news comes on
the day that a survey of local authorities
by the Asphalt Industry Alliance revealed
that the estimated cost of getting
roads in England and Wales back into a
“reasonable” condition had risen to £12
billion compared to £10.5 billion in 2013.
The company is taking the wraps off a brand
new product called the ‘Potholemaster’ –
a new twist on its iconic backhoe loader
which can permanently fix potholes which
blight motorists’ lives. It comes as the
Government makes an additional £200
million available in the Budget for councils
to tackle the problem.
The self-deployable machine, which can
travel at 40kph, has an attachment at the
rear called a patch planer which is equipped
with 45 steel teeth to grind away the
surface of the pothole and surrounding road.
Once that job is complete, the digger slips
into reverse and drives backwards and
then forwards over the ground-out pothole,
sweeping up the resulting dust, dirt and
wants and needs. Potholes are a huge
issue for UK motorists and in lots of cases
the repairs are nothing more than sticking
plaster solutions. With the JCB Potholemaster
we are offering a cost-effective, permanent
solution for fixing potholes in an attempt
to help rid Britain of the pothole menace.”
More than two million potholes a year are
filled across England and Wales and millions
of pounds in compensation is paid every year
to motorists whose vehicles are damaged.
Yvette added: “The beauty of the
JCB Potholemaster is that it has two
attachments on one self-deployable
machine. Some competitive machines can
only carry one attachment, so lots of time is
wasted swapping the patch planer and the
sweeper. And when the JCB backhoe loader
is not mending potholes, it can be equipped
with a bucket and an excavator to carry out
digging and loading tasks, making it truly
versatile.”
For further information contact:
Nigel Chell JCB Press Office
Tel: 01889 590312
Fax: 01889 593455
E-mail: [email protected]
New JCB machine set to wage war on Britain’s potholes
For more information: www.jcb.com
debris with a giant sweeper collector on
the front of the machine. With these tasks
completed quickly and efficiently, a sound
base is created for a permanent repair of
the pothole with tarmac.
Backhoe Loader Growth Managing Director
Yvette Henshall-Bell said: “We’ve had a
team of engineers working closely with the
highways industry for the past six months
to ensure we develop products the sector
84 IAT YEARBOOK • 2014 www.instituteofasphalt.org
With its range of specialised but highly
flexible products and services, Eurovia
offers surfacing, road contracting, specialist
treatment solutions, asphalt production
and airport services throughout the country.
Some of the recent innovations and projects
in the different businesses include:
By Royal Appointment Building on the success of The Mall
resurfacing, Eurovia Contracting (South)
has been appointed to The Royal Parks
Carriageway Framework Agreement
until 2018. The framework encompasses
carriageway works, footways and minor
civil engineering in all the parks including
Hyde Park and Regents Park.
The Queen’s Terminal Following the closure and demolition of
the half a century old Heathrow Terminal
2, Eurovia Airport Services is one of the
sub-contractors providing C6 data cabling
and fibre optics to the new £2.5 billion T2B
satellite terminal. The new terminal – named
the Queen’s Terminal - is due to be officially
opened by Her Majesty the Queen in June.
BBA HAPAS Approved Products
The product range offered by Eurovia
Specialist Treatments (EST) includes
surface dressing, micro surfacing, high
friction surfacing and a range of decorative
treatments - all BBA HAPAS approved.
Divisional Director Paul Goosey is the Chair
of the Roads Surface Treatments Association
(RSTA) and EST has recently been confirmed
as one of the successful contractors on the
West Yorkshire Dressing framework contract
and Dorset County Council framework
contract.
Bourges Boulevard
Eurovia Contracting (North) has recently been
appointed to transform a dual carriageway in
the centre of Peterborough. Once this multi-
million pound year-long project is completed,
the new Bourges Boulevard will have a
widened central reserve with lime trees and
two ten metre-wide pedestrian signalled
crossings to improve access to the city centre
for pedestrians and cyclists.
Low Energy Asphalts
Since installing a RAP drier at its asphalt plant
in Dagenham in 2012, Eurovia Roadstone has
been able to significantly reduce reliance on
virgin aggregates, by recycling and reusing
road planings. The RAP drier enables up
to 50% base and binder materials to be
recycled, as well as 10%
of surface course materials. The installation
was designed to allow the continued
manufacture of low energy asphalts with the
ability to produce reduced carbon asphalts
with a significant recycled content.
M6 Surfacing
Eurovia Surfacing recently installed a
new surface water channel in the central
reservation for the M6 Toll Road and
constructed a rolling crown across all four
lanes of the northbound carriageway. Works
included traffic management, profile cold
milling and resurfacing of all four lanes,
as well as the installation of line markings
and cat’s eyes. The M6 Toll Motorway
Maintenance Manager, said: “Looking at the
as-built survey of the rolling crown and credit
where it’s due – it is by far the best as-built
profile we have had to date. This
is confirmed by the excellent ride quality.”
Recognition for jobs well done
Recent works carried out by Eurovia which
have been recognised by the industry include:
n The Loughborough Eastern Gateway
project which was commended by the
2013 Institution of Civil Engineers (ICE)
n The A57 Worksop Road Improvement
Scheme in Rotherham which was
awarded a certificate for ‘Performance
Beyond Compliance’ from the Considerate
Constructors Scheme (CCS)
ADVERTORIAL
Eurovia: the ‘one-stop-shop’ for engineering solutions
For more information: www.eurovia.co.uk
n Two Peterborough schemes received
‘Bronze Considerate Constructors Scheme
2014 Site Awards’ - the Cowgate
Enhancement Scheme and the Bridge
Street Public Realm Works. The Bronze
Award is given to sites that show the
highest levels of consideration toward
the public, its workforce and the
environment.
Going that extra mile
Eurovia’s employees often find ways to give
something extra to the communities where
they work. Examples of this include Eurovia
Contracting (North) who recently helped
build a war memorial in the South Yorkshire
village of Todwick and Eurovia Surfacing who
gave the playground of Home Farm School in
Essex a makeover.
Truly a ‘one-stop-shop’ Eurovia has the ability to integrate its services
to provide bespoke solutions to meet clients’
specific needs - at very short notice at times.
Last October, Eurovia Surfacing, Eurovia
Contracting and Eurovia Roadstone worked
together to carry-out emergency repairs
on the A131 at Sudbury following a large
diesel spill. After being contacted by Essex
Highways, the three businesses mobilised
to organise traffic management, milling and
surfacing of 150 tonnes of 10mm Fibrovia,
lining and cats’ eyes replacement. Following
the emergency repairs, David Forkin, Essex
Highways, said: “I want to formally record
our thanks and appreciation for the way
the emergency works were managed and
delivered. We have been very impressed and
pleased that we were able to reopen a busy,
classified road within 24 hours.”
Eurovia’s strengths lie in its ability to
deliver unrivalled services and solutions
across the country – on time and on
budget - every time.
www.instituteofasphalt.org IAT YEARBOOK • 2014 85
The construction industry is poised to assist
in the UK’s Economic recovery and Total
Bitumen is ready to support its customers
and the supply chain in delivering the right
solutions for the future.
Total is the largest refiner and marketer of
bitumen in Europe being the only oil Major
with an integrated refining activity in the UK.
Total has a clear commitment to safety,
customer service and sustainability.
Total’s whole team has customer care as a
cornerstone of their activity with a focus upon
safety and the provision of service solutions.
Total’s World Safety Days demonstrate
corporate initiatives throughout the Group.
Total are passionate in supporting their
customers’ safety initiatives. Customer
dialogue on partnering initiatives is a key
part of Total’s approach to customer service.
On time deliveries are a key success factor
for asphalt manufacture. Total provide a
nationwide delivery service through its
logistics partner Hoyer with a modern fleet
using proactive satellite delivery monitoring.
“Sustainability through durability” is more
relevant than ever. We believe that the
recovery will provide further opportunities
for customers to benefit from our UK and
international bitumen expertise in life-long
solutions.
The Total Styrelf® polymer modified bitumen
is a worldwide reference. The Lavoc Study
carried out over a twenty year period
demonstrated Styrelf®’s long term durability.
A long term Group R&D investment strategy
allied to collaboration between Total’s
affiliate Technical Centres offers exciting
opportunities for innovation – all vital for a
recovering economy when differentiation
through innovation is key.
Azalt Eco2 and Styrelf Eco2 are Total’s ready
to use warm mix asphalt binders. These
products are gaining favour in the UK with
clients starting to drive specification of these
technologies. The products can be used
forty degrees cooler than conventional hot
mix equivalents. Some other key additional
benefits include:
n No additional plant investment
or modification
n No water addition to the asphalts
or other unnecessary complications
n Reduced emissions
n Potential increased tolerance to haulage
times
n Reduced disruption to the public through
shorter possession of road works by
contractors.
Total Bitumen will assist our customers with
the new challenges faced as the recovery
gathers pace. Total’s diverse product portfolio
is a one-stop shop of solutions ready for the
challenges ahead.
ADVERTORIAL
For more information: www.bitumen.total.co.uk
TOTAL BITUMEN: Safety, Customer Service and Sustainability Solutions
86 IAT YEARBOOK • 2014 www.instituteofasphalt.org
The recent signs of economic recovery are
very welcome but the underlying reality
for all Highway Authorities is that funding
will continue to be suppressed for some
years to come.
The silver lining, however, is that the
in-depth scrutiny of spending on road
maintenance materials and practice has
uncovered a number of opportunities for
clients and suppliers alike.
The concept of our highways as local and
national assets is not new but has been
made more apparent to a wider audience as
the state of these assets has declined. Asset
Management is now common parlance and
the concept of ‘Big Data’ is a developing
strategy used to ensure best value is derived
from reduced revenue. Big Data is jargon
borrowed from the IT industry and simply
entails the collation of all data relating
to the highway, its wider environment,
its users, planned interventions etc in the
context of both the whole life of the asset
and necessary interim maintenance.
FM Conway uses ‘ASTA’ software to manage
its Big Data model. Our data base holds
details of all our capabilities, including
materials, mobile plant, planers, cranes, low
loaders, labour, specialist labour, specialist
equipment and compares this capability
with our annual programme of works. The
works are listed by activity such as re-
surfacing, lighting, structural inspection
or repair, gully cleansing, civil engineering
and by each and every location. All activities
are assigned to a timeline which then
identifies those activities, for example,
that can be combined within a single traffic
closure, or to produce a larger project for
efficient use of resources. We also consult
with our clients to determine what activities
by other agencies are due to take place in
the locale and thereby ensuring, wherever
possible, multiple site occupation to reduce
disruption to road users and increased
efficiency for our client.
But it goes further. The advance programme
allows the data base to hold information
on the state of the highway which is
determined by visual inspection, core
drilling and other techniques. Recording
construction details of layer thickness,
aggregate type, penetration of recovered
bitumen and identification of contaminants
such as tar, enables FMC to ensure that the
subsequent intervention makes best use
and best value of the existing carriageway.
It may make sense, for example, to cold
plane in two layers instead of one to
conserve high psv aggregates for use as
recycled asphalt in surface courses. Depth
of planing can also be amended to ensure
that the remaining underlying layer is
competent to for continued use and so on.
All such assessments enable our clients to
be confident that they have not only fulfilled
their duty of care but have also optimised
their asset.
ADVERTORIAL
FM Conway – Big Data
For more information: www.fmconway.co.uk
Of course, this highly efficient work schedule
needs an equally proficient supply chain and
FM Conway continues to invest in both its
manufacturing capability and raw material
procurement. In April 2014 our second
asphalt plant opened at Heathrow in West
London. The plant is the sister to our existing
machine at Erith and likewise has a second
and discrete dryer for the inclusion of high
percentages of hot reclaimed asphalt as well
as an integrated foamed bitumen system
for the manufacture of cold lay materials.
The £10 million investment also includes
facilities for the recycling of drystone
construction materials and our future plans
include a wash plant for production of clean
recycled single sized aggregate for our
concrete mixers.
A further significant investment is being
made at Imperial Wharf, Gravesend where
riverside storage tanks are being refurbished
to enable us to import our bitumen needs in
ships. Cargoes of 5,000 tonnes will commence
docking this summer and will supply our
asphalt plants with bitumen from Europe.
FM Conway has lead the way in recycling
asphalt and aggregates for some years and
believes that the recycling of information
and self-delivery of its supply chain is an
integral part of providing the best possible
service to its clients and London’s road users
alike. Our investments in 2014 are proof of
our commitment to continued innovation
and improvement.
David Smith, Development Director
0208 636 8822
www.instituteofasphalt.org IAT YEARBOOK • 2014 87
At United Asphalt we work collaboratively with our customers to design durable, cost
effective solutions to the network demands. Using our technical facilities and expertise
we can help determine the correct treatment first time, and tailor material performance
to your needs. Using our asset management knowledge we can help to determine the
investment requirement and improve the whole life cost of schemes.
Through our state of the art design software,
we can ensure that pavements will meet
the requirements of the customer allowing
greater confidence that the money has been
spent wisely first time.
Our material development has led to
the greater use of innovative solutions.
Designs can be for routine maintenance,
full rehabilitation or low volume design and
management. It can be utilised in composite
or fully flexible pavements and includes the
ability to fully design SuDs schemes where
required.
By establishing our unique recycling center,
United Asphalt has shown its commitment
to sustainability and mitigating the effects
of climate change. This ethos has created
the drive to reduce reliance on virgin
ADVERTORIAL
For more information: www.unitedasphalt.biz
United Asphalt
materials through a long term research and
investment program. This has helped bring
the use of low energy asphalt and recycled
material forward, to a point where they
are now in common use throughout the
business.
Carbon Footprint data is
available utilising the ASPect
calculator by individual
product and project. This
allows direct comparison of different
material designs pre contract. United
Asphalt can provide reports and monitoring
against targets to help drive continuous
improvement and allow annual Reporting
of Performance.
Contact:
Tel: 01189 323684
www.unitedasphalt.biz
or e-mail [email protected]
88 IAT YEARBOOK • 2014 www.instituteofasphalt.org
It’s the very essence of a double-whammy.
Another wet winter followed by freezing
conditions means the pothole backlog
is once again threatening crisis for our
highways, the indispensable backbone of
Britain. At the same time, local authority
budgets continue their year-on-year
reductions.
Car-damaging, bike-toppling, ankle-turning
potholes are the bane of road-users and
local authorities alike. But if the road ahead
does not look promising, you need to talk
to road preservation experts Velocity. Fast.
Official figures reveal that councils filled
in two million potholes at a cost of £99
million during 2013, but the Asphalt Industry
Alliance has predicted that it will take 11
years and £10 billion to clear up Britain’s
existing pothole problem – and that figure
stretches to 17 years in Wales.
It’s a rising crisis that calls for new thinking.
As the adage goes, do what you’ve always
done and you’ll get what you’ve always got.
That’s why local authorities are increasingly
turning to Velocity to deliver a speedy,
reliable and long-lasting solution to their
potholes backlog.
A ‘hole’ host of facts
Here’s a few Velocity facts to think about:
n Velocity’s machines can permanently
repair a pothole in about two minutes
– a fraction of the time it takes a
conventional repair gang to do the
job manually.
n The use of high-speed patching
techniques means the vehicles are
capable of carrying out up to 150
long-lasting pothole repairs each day.
That’s about 750 a week!
n According to the Asphalt Industry
Alliance, the average pothole repair
ranges from £35 in Wales to £55 in
England. But a Velocity repair will
cost an average of around £18.
Velocity’s new-generation, computer-
controlled machines use high-velocity air
to clean potholes, seal the defects and
introduce a specially-formulated mix of
aggregates and bitumen emulsions. The
process leaves a permanent, level repair
that is instantly ready to take vehicles of
up to 44 tonnes.
As heat is not involved in the repair, this
greener method involves exceptionally
low CO2 emissions. The process produces
minimal waste material and causes no
further damage to the road base.
The process isn’t just used to remove
defects, as it is an excellent preventative
tool to halt road surface deterioration.
Suitable for rural and urban roads, the
system can be adapted for repairs to
potholes, edge deterioration, depressions,
cracking, crazing and extending the life
of worn conventional repairs.
A quick word from our customers
Velocity isn’t just a quick word. It’s the
watchword for road preservation. And
don’t just take our word for it.
Kent County Council is one of our satisfied
customers. Highway District Manager
Steve Rivers said: “Our Highways team
has been using Velocity’s high pressure
patching process across the county for a
number of years. Over this time, a greater
understanding of the process and its
benefits has allowed it to be targeted to
work effectively, to provide long-term and
durable repairs to the rural road network.
This type of repair can be carried out quickly,
reducing disruption to traffic and I believe it
is a valuable addition to our toolkit.”
Phil Bush, Highway Operations Manager
for North Somerset Council, adds: “Velocity
is another tool in our armoury to make
our road maintenance budget go as far as
possible. We simply wouldn’t have been
able to repair the type of defects we had to
anything like the same extent by traditional
methods.”
For more details about Velocity’s services
or to arrange a FREE TRIAL, please visit
www.velocitypatching.com or call the
Velocity sales team 0191 565 4400
ADVERTORIAL
For more information: www.velocitypatching.com
Velocity – Road Preservation Specialists
Road repair: a Velocity crew can repair 750 potholes a week
www.instituteofasphalt.org IAT YEARBOOK • 2014 89
ADVERTORIAL
Connor Construction was started by Ian
Webb in 2008, building on his 25 year’s
personal experience of the industry and
personal dedication to good site practice.
Our company has grown significantly over
the last six years, now offering a fleet
of pavers, rollers and low loaders, and a
dedicated staff of over 80 people. We have
recently upgraded our fleet of transport
vehicles and our company uniform so that
we can be identified immediately - we take
pride in our work and our brand. We like
to think we stand out from the crowd.
Paver & Equipment Hire: We currently
operate a large fleet of machinery, including
seven pavers and four low loaders. With our
wide range of equipment, and the provision
of specialist advice, we offer our clients a
high quality, flexible service. Our pavers,
chippers, rollers and other specialised
equipment can be hired with or without
operatives. We seek to innovate and always
investigate the latest technology to pass
on to our clients. Our equipment has been
supplied by leading manufacturers, and is
serviced regularly by our in-house fitters
at our workshop. Our fitters can mobilise
quickly to attend site in the event of a
breakdown. Our transport logistics team
will ensure that we can get equipment to
you, wherever and whenever you need it.
Labour Hire: Supported and managed by
the team at our Head Office in Frome, we
provide the right men for the job - from 8
man machine gangs to 2 man preparation
crews - often at short notice. We provide
one skilled operative to compliment your
existing gang, to a full hand-lay gang or
machine crew. We supply experienced
personnel with a full range of skills,
including Supervisors, Foremen, Paver
Drivers, Screwsmen, Roller Drivers, Tractaire
Drivers, Chipper Driver & Crew, Bob Cat
Drivers, Dumper Drivers and General
Labourers. All our employees are fully CSCS
compliant and hold EPIC cards for their plant.
They are experienced across the full range
of surfacing activities, from motorways
to footpaths, from supermarket car parks
to front garden hard standings, and from
housing estate roads to private driveways.
One of our specialities is providing teams
for laying HRA and chips.
Health & Safety: Health & Safety
is a priority here – we do not tolerate
neglectful site practices which put our
people and those affected by our work at
risk. We consistently train and update all
staff and have been awarded the Platinum
CSCS status, demonstrating our commitment.
Our Health &
Safety Partner,
Safety Horizon
South West, led by Mark Stallard (CMIOSH),
provides simple and sensible advice,
working closely with us to ensure that our
teams take ownership and responsibility for
health & safety by ensuring that health &
safety information is interesting and easy
to understand.
Community Support: We want to make a
positive difference to our local community.
Sponsorship for local sports teams in
football, rugby and boxing provides
opportunities for local people fosters team
spirit and allows local people, to become
engaged in a healthier way of living.
We also provide labour and plant for
local projects, to enable a lift in community
spirit at a fraction of the usual cost.
What does the future hold for us? We plan
to do more, provide more and support our
communities further – we will grow in line
with client needs, seek further technological
advance and continue our work with our
local community.
Interested?
Visit us at The Builder’s Yard on Cheese
Hill, Frome, Somerset BA11 5DH
Call us on 01373836182
Email us at [email protected]
Connor Construction Proud to support the Institute of Asphalt Technology in their drive to improve the education and skills of the asphalt industry workforce
For more information: www.connorconstruction.co.uk
Surfacing Britain’s Longest Cycleway
90 IAT YEARBOOK • 2014 www.instituteofasphalt.org
Scalestick Limited, a Devon based company, would like
to introduce their exciting new product. The Scalestick is
an innovative measuring tool, specially designed to not
only quickly and accurately take site measures, but to
add permanent scale to any photographs.
Our designer has worked as a Quantity Surveyor in the
construction industry for 18 years. He realised that a considerable
amount of time is spent by Clients, Main Contractors and
Subcontractors in discussion over claims for payment – most of
this related to the amount of work actually undertaken on site,
and the respective parties differing views on this!
With the increasing use of digital cameras, and the ease with
which photos are taken and stored, it seemed that there should
be an even more productive way to use these photos. If only
actual sizes could be seen, the savings, and the introduction of
evidence based submissions, would be beneficial to all parties –
from this, the Scalestick was designed and manufactured.
For more information: www.scalestick.co.uk
ADVERTORIAL
Site Measurement Innovation UV resistant, light weight, Z folding, wipe clean Alternating colours marked in 100mm sections
PERMANENTLY ADD SCALE TO SITE RECORDS AND PHOTOGRAPHS
EASY – QUICK – ACCURATE – AUDITABLE
4 x 1m at 100mm scale Custom sizes available
Scalestick Limited
An Brand®
our specialist subject....?
POTHOLES
H A PA SRoads and BridgesAgrément Certificate
t: 01827 871871e: [email protected]
Fully graded, high PSV cold lay asphalt for the repair of potholes
P Enhanced workability, easy to useP Resealable tubs, no wasteP No curing required, traffic instantly
Available in handy 25kg tubs & bags
won’t break out!
“HAPAS materials are proven, trusted and fit for purpose”
PPR Quarter-5.indd 1 14/05/2014 14:19
The Highways Authority Product Approval Scheme was developed
to offer consistent and tested methods for products and systems
designed for use in the highways. It is assessed by the British Board
of Agrément, which specialises in the approval of construction
products, ensuring products and systems are ‘fit for purpose’.
The scheme sets out guidelines that help to minimise potential
workmanship issues assuring against costly repeat visits and
ensuring longevity.
Ultracrete Instant Road Repair® for example, a proven cold lay asphalt
has been used ‘in the ground’ for over 35 years, eliminating the
recurrence of repeat visits, thus traffic management and lane rental
charges. An endless list of benefits just from choosing a material
bearing the HAPAS mark of quality.
If you have any questions on HAPAS approval or
any products from the Ultracrete range please email
[email protected] or call 01827 871871
For more information: www.instarmac.co.uk
What is HAPAS?
www.instituteofasphalt.org IAT YEARBOOK • 2014 91
Innovative pavement road materials Grontmij has extensive experience in
the practical application of pavement
strengthening materials and successfully
utilised EME2 (Enrobe à Module +leve),
an innovative pavement road material
on the M80 Stepps to Haggs DBFO project.
This subsequently provided increased
durability and enabled the road works
to be completed rapidly, thus delivering
programme efficiencies in addition to
cost and carbon savings for the client.
As a multidisciplinary consultancy, we
are able to draw on our broad range of
expertise to provide integrated and value
added solutions to our clients.
For information on the purchase of
FWD and LWD pavement testing devices
or for details on any other pavement
consultancy services, contact
Malcolm Durie:
T: 0131 550 6434
W: www.grontmij.co.uk/transportation/
pavement/
ADVERTORIAL
Grontmij is one of Europe’s leading
engineering consultancies, offering
specialist services and expertise within
pavement engineering. As pioneers
of industry leading pavement testing
equipment and software, we provide an
integrated pavement consultancy offering
from value engineered pavement design
and maintenance solutions, analytical
designs, pavement analysis and innovative
road rehabilitation materials for local
authorities, trunk roads and Airfields.
Proven expertise and established industry links
Our extensive design and build experience
within the transportation sector means
we have a broader focus on the whole-life
costs of a project and thus enables us to
deliver holistic, optimised solutions which
provide added value. We also have a wealth
of experience in undertaking standard and
analytical pavement designs in accordance
with industry standards.
As a European-wide consultancy with
decades of experience in strategic road
maintenance, we are able to deliver cutting
edge design expertise. This, coupled with
our established links with industry bodies
such as the Pavement Alliance means we
are able to provide advanced thinking,
technical expertise and best practice.
The strategic maintenance of road
In order to optimise road maintenance
and support the strategic planning of
road networks, Grontmij
has developed RoSy, a
comprehensive asset and
pavement management
system. RoSy provides a
complete survey of the road
network through collating
information on the condition
and functionality of road,
bridges and structures into
a central database to provide
streamlined data. This
subsequently enables better and more
accurate decision making to optimise
business processes.
Effective measuring equipment for roads and airports Grontmij has pioneered some of the
industry’s leading pavement testing
equipment and software for road
maintenance. The Primax Falling Weight
Deflectometer (FWD) device, supplied by
Grontmij throughout the world, enables
effective assessments of the structural
condition of a road and airfield pavements
accurately and rapidly, assisting with
maintenance planning.
Performance foundations design and evaluation
We have developed the Light Weight
Deflectometer (LWD) in 1997 which evolved
from the FWD technology and is now distributed
to clients as the Prima100. The Prima100 can
be used to promptly assess the condition of
pavement foundations at various stages of
construction in accordance with IAN 73/06.
For more information: www.grontmij.co.uk
Grontmij – Pavement Technology
92 IAT YEARBOOK • 2014 www.instituteofasphalt.org
ADVERTORIAL
Irish Tar are leading manufacturers and suppliers of Bituminous Road Binders, covering
all segments of the market; namely Producers, Contractors, and Local Authorities. Our
product range also includes industrial and DIY coatings and sealants, alongside a range of
reinforcing Geogrids, Geotextiles and other associated products for use in the provision of
Geotechnical solutions. In addition, we are agents for the distribution of ‘Rephalt’ a BBA
certified permanent pothole repair material.
We operate from our modern, high tech
bitumen terminal located in the ‘Oil Zone’
at Dublin Port, where our offices and state
of the art laboratories are also situated.
We have long been at the forefront in the
development of new bituminous products
utilising the research and development
facilities available to us in our binder and
road materials laboratories. We invite you
to visit our website www.irishtar.ie so
you can obtain further information on our
Products and Services as well as our Team.
For more information: www.irishtar.ie
Irish Tar… Bringing Quality to the Surface
ELM Surfacing Ltd has an excellent and well established reputation for carrying out
highway works within the South East of England, specialising in the busy and challenging
inner London areas. ELM Surfacing is an approved contractor for developer funded 278
Highway Works for Kent County Council and numerous London Borough`s.
In 2013 ELM Surfacing Ltd carried out
resurfacing work on over sixty public
carriageways in the Medway towns as
part of the term maintenance contract in
partnership with Medway Borough Council
and Volker Highways. Further to the above
ELM Surfacing has carried out carriageway
resurfacing programmes for London
Boroughs of Haringey, Islington, Camden
and Lambeth in partnership with CVU and
Ringway Jacobs. The continuity of these
schemes is as a result of high quality work
produced by ELM Surfacing in Kent and the
London Borough`s.
ELM Surfacing Ltd
t: 01795 430233
www.elmsurfacing.com
ELM Surfacing is ISO 9001:2008, National Highway Sector Scheme 16 and Exor SSIP accredited, along with also being Constructionline registered.
SEEING IS BELIEVING AS YOU’VE NEVER SEEN IT BEFORE
all NEW for 2014 . . .
Europe’s only event for INDOOR showcasing of highway products as well as OUTDOOR DEMONSTRATIONS AND testing in all lighting conditions
SUPPORTED BY TEST PARTNERS ORGANISED BYBROUGHT TO YOU BY
* Exact nature and scope of trials TBC at a later date
much, much more online at www.sib.uk.net
* Prove the effectiveness of your products in the rural section
* Display your latest technology on the REAL fully marked motorway
Service cars with full narrated commentaries allow your existing clients and prospects to view your products and services in action on REAL roads
TRIAL ZONE
O u t d o o r Live trials*
l fi rst UK demo of INROADS active road studsl night-time retro-refl ectivity of road markings
and signs l pavement repair quality using GPRl texture and skid resistance of road surfaces
including inlays, patches and retexturing
LIVE trialswith our test partner TRL (Transport Research Laboratory)
For details please contact Gavin or Andy on 01732 459683 or email [email protected]
Highways Magazine May 2014 V6.indd 70 29/05/2014 15:50
all NEW for 2014 . . .
Europe’s only event for INDOOR showcasing of highway products as well as OUTDOOR DEMONSTRATIONS AND testing in all lighting conditions
1 9 | 2 0 | N O V E M B E R | 2 0 1 4b r u n t i n g t h o r p e | L E I C E S T E R s h i r e
w w w . S I B . U K . N E T
nightdusknightdusknightday
duskdaydusk
VENUE
WWW.SIB.UK.NET
Service cars with full narrated commentaries allow your existing clients and prospects to view your products and services in action on REAL roads
* Showcase your latest cost-saving initiatives along the urban street
I n d o o rTRL Trial Zone*
MiniDigiSim simulationl smart
motorwaysl cycle safety
initiatives
* Opportunity to test your own products
• ‘Fast chat’ sessions to showcase your latest products and services
• Exhibition stands with hard-wired internet (plus wifi )
For details please contact Gavin or Andy on 01732 459683 or email [email protected]
“ I am delighted to be attending Seeing is Believing 2014. It offers a great opportunity for local authorities to fi nd out about the latest developments and products which can help improve the safety of the highway network. With the government making an investment of £10 billion into the highways industry in 2015, we see shows like this as playing an important part in educating the sector. ”
Robert Goodwill MPRoads Minister
Highways Magazine May 2014 V6.indd 71 29/05/2014 15:50
all NEW for 2014 . . .
Europe’s only event for INDOOR showcasing of highway products as well as OUTDOOR DEMONSTRATIONS AND testing in all lighting conditions
1 9 | 2 0 | N O V E M B E R | 2 0 1 4b r u n t i n g t h o r p e | L E I C E S T E R s h i r e
w w w . S I B . U K . N E T
nightdusknightdusknightday
duskdaydusk
VENUE
WWW.SIB.UK.NET
Service cars with full narrated commentaries allow your existing clients and prospects to view your products and services in action on REAL roads
* Showcase your latest cost-saving initiatives along the urban street
I n d o o rTRL Trial Zone*
MiniDigiSim simulationl smart
motorwaysl cycle safety
initiatives
* Opportunity to test your own products
• ‘Fast chat’ sessions to showcase your latest products and services
• Exhibition stands with hard-wired internet (plus wifi )
For details please contact Gavin or Andy on 01732 459683 or email [email protected]
“ I am delighted to be attending Seeing is Believing 2014. It offers a great opportunity for local authorities to fi nd out about the latest developments and products which can help improve the safety of the highway network. With the government making an investment of £10 billion into the highways industry in 2015, we see shows like this as playing an important part in educating the sector. ”
Robert Goodwill MPRoads Minister
Highways Magazine May 2014 V6.indd 71 29/05/2014 15:50