Road Surface Treatments Handbook: in Conjunction With
Road Surface Treatments Handbook: in Conjunction With
Road Surface Treatments Handbook: in Conjunction With
Treatments
Handbook
in conjunction with
THE PAVEMENT
PERFORMANCE
SPECIALISTS
Over recent years it has been £2.7 billion of this is spent on road and helping to prevent pothole
well reported in the media that maintenance. Meanwhile, it is estimated formation. Yet despite the economic
crumbling roads are costing the by the Asphalt Industry Alliance that downturn we haven’t yet seen a major
national economy around £20 there is a pothole every 120 yards and increase in the use of surface dressing
that the cost to carry out the necessary across the UK since the market fell by
billion every year and councils an
backlog of repairs is some £12 billion. around 40% in the early to mid 1990s
annual £53 million in compensation coinciding with the introduction of
claims, according to the Local Despite the fact roads represent the asphalt thin surfacings. As the asphalt
Government Association. biggest asset under the control of market has declined over the past
local authorities this neglect is likely decade surface dressing could have been
It is the poor condition of local roads to continue for the foreseeable future
that is most noticed by road users. A expected to make a major comeback
as councils need to make budgetary but this hasn’t yet materialised which is
report from the RAC found that 89% savings across the board.
of its members are ‘frustrated’ at the somewhat surprising.
condition of their local A and B roads However many councils are aware that
with only 2% believing that local roads surface dressing is the most economic Regular maintenance
are adequately maintained. Motorists maintenance option for sealing the road Undertaking regular and timely
pay £46 billion a year in taxes but just surface whilst restoring skid resistance maintenance of roads using surface
treatments such as surface dressing in
the current economic climate is a far
more sustainable and cost effective
approach than allowing roads to
deteriorate to a poor condition requiring
more costly intervention. There are
a wide range of surface treatments
now available to ensure optimum
performance of roads that are fast to
apply, generate no or minimum waste,
lower the carbon footprint of roads and
provide cost economies that allow local
authorities to get the best value from
their pressurised highways budgets.
Timely intervention by selecting and
applying the right surface treatment
for the job will significantly extend the
service life of roads, delaying the time
Road workers carrying to when structural maintenance will be
out resurfacing required. Surface treatments should
be embodied in the highway asset
management planning process.
Despite the cut backs in expenditure
the public will still expect roads to
6 SURFACE DRESSING www.rsta-uk.org
èT
he selection of the right type last 20 years or so. It is important to local businesses and emergency
of dressing, size of chippings specify the binder quality required services is minimised
and rate of spread of binder is as to give the optimum end product. èS
urface dressing provides a low
important as the design of other Failures will be minimised by the carbon footprint solution as
engineering works. Each site must correct binder selection. The use of measured using the RSTA carbon
be considered in the light of its polymer modified binders has grown calculator suite known as Protect
unique characteristics, including significantly over the past 20 years (Pavement Road Treatment
the nature of surface, geography, and they now dominate the market Embodied Carbon Tool). For
volume and speed of commercial èP
roper aftercare is essential. This, information on measuring the carbon
and other traffic using the section together with the correct design and footprint of surface dressing and
of road. Advice on the design of binder specification, will minimise other surface treatments contact
surface dressing is contained in the any loose chipping problem [email protected].
sixth edition of Road Note 39 ‘Design
èT
he code of practice on surface
Guide for Road Surface Dressing’ Life expectancy
dressing available from RSTA and
(2008) published by TRL Limited,
endorsed by ADEPT covers every Proper attention to design and execution
Crowthorne House, Nine Mile Ride,
aspect of the process and should has provided surface dressing lifetimes
Wokingham, Berkshire, RG40 3GA.
be regarded as representing best well in excess of 10-15 years, even on
http://www.trl.co.uk/default.htm
practice. There is also a joint CSS/ very heavily trafficked sites. In 2011, RSTA
èT
he surface dressing installation RSTA code of practice on traffic and ADEPT jointly published the Service
should be carried out by experienced management and signage relating to Life of Surface Treatments document to
and competent contractors with a surface dressing works also available advise asset managers how long surface
fully trained and qualified workforce. at www.rsta-uk.org/publications.htm. treatments on average can be expected
The RSTA run regular training to last. This document is available from
Clients are urged to specify this list of
courses on surface dressing for the RSTA and ADEPT’s website.
criteria in their contract documents
operatives and technicians providing
to minimise risk, enhance product
tuition on every aspect of the
process from site selection, surface
durability and get best value for money. Summary
preparation, choosing the right Surface dressing is an established,
types of dressing, standards and Considering the environment proven process. It is an extremely cost-
specifications through to design – èS
urface dressing minimises the use of effective preventative maintenance
see www.rsta-uk.org/calendar for all scarce high PSV chippings resources treatment when properly designed,
training course dates - most of the aggregate used is in specified and executed. Developments
direct contact with the vehicle tyre, in surface dressing materials, techniques
èA
ll RSTA surface dressing member
not buried below the road surface and equipment and improved operator
organisations (including a number
èA
ccident levels will be reduced by training mean the risk of failure has
of DLOs) are accredited to ISO 9001
restoring adequate skid resistance been significantly reduced.
Quality Standard and are registered
to National Sector Scheme 13 for the èB
y careful design ‘quiet’ surface
supply and application of surface dressings can be installed to reduce For further detailed information on
treatments to road surfaces road noise generated by traffic surface dressing download the code
of practice from the RSTA website
èS
urface dressing binder technology èT
he rapid speed of the process
www.rsta-uk.org/publications.htm.
has developed enormously over the means that disruption to road users,
Running
hot and cold
Examining the area of
high friction surfacing
Road workers
carrying out
binder laying
and (inset) high
friction surfacing
being machine
applied
Environmental
The document is reviewed annually responsibilities towards achieving
by the RSTA-ADEPT working party to a successful outcome. It goes into
considerations
ensure it remains rigorous, accurate some detail regarding planning and èA
ccident levels will be reduced by
and up to date to serve the needs of coordination, health and safety aspects, imparting the highest attainable
local authorities. It is freely available planning the execution of the works, skid resistance
on the RSTA website www.rsta-uk.org/ traffic management and good surface èT
he rapid speed of the process
publications.htm preparation which is regarded as being means that disruption to road users,
a key factor affecting durability. local businesses and emergency
This code of practice has been written
by the Road Surface Treatments The document contains a new services is minimised.
Association and ADEPT to assist specification for calcined bauxite
procurers and installers to obtain a aggregates and provides a framework Life expectancy
high quality durable surface treatment. for the contactor to offer a five èC
areful attention to material
It represents best practice for the year guarantee providing the code selection and installation has
selection and application of high of practice is followed to the letter. provided service lifetimes of
friction surfacing systems to maximise Guidance is also provided on how soon typically five to 10 years
their performance and durability freshly laid asphalt surfacings can be
èC
old applied HFS systems have an
treated depending on the choice of
To obtain the best results it is average service life of eight years
HFS system.
necessary to give careful consideration and hot applied four years (Ref:
to a wide range of details and to plan Training the workforce is also a major RSTA/ADEPT code of practice for
and design the work carefully and to topic covered in the document. It is high friction surfacings)
use only HAPAS approved installers. imperative that local authorities ensure
èC
alcined bauxite has proven to
HAPAS categorises systems as type 1, their contractors have properly trained
be extremely durable and able to
2 and 3, where type-1 has attained the and qualified operatives with an NVQ
withstand high braking and shearing
highest performance level. All comply level 2 in HFS and an appropriate CSCS
forces over many years.
with Clause 924 of the Specification card to ensure good workmanship
for Highways Works, part of the which has a major impact on durability.
manual of contract documents for There is also a checklist for contractors Summary
highway works. before, during and after the works and a èH
igh friction surfacing is an
glossary of terms. established, proven process for
The type of application in which the
saving lives by imparting the highest
materials are applied and the prevailing
ambient conditions at the time of Some important benefits level of skid resistance onto any
road surface
installation are also important to ensure and features
long term durability of the product è It is an extremely cost effective
èD
esigned to enhance the skid solution when compared to the value
The purpose of this code is to identify resistance of trafficked surfaces prevention by avoiding collision
the important aspects of the process, related fatalities
èA
high strength veneer surfacing,
and to refer to other documents
typically 3-5mm thick è Installed by specialist companies and
relating to good applications of high
friction surfacing and so give practical èH
FS systems properly specified and organisations
guidance on achieving high quality installed on a well prepared substrate èR
equires well trained operatives and
have been shown to provide the specialist plant
The code discusses how to determine
highest level of skid resistance over a
suitable sites for treatment and è Suitable for all vehicular traffic
10 year service life
considers the different types of HFS
èA
daptable to cycleways or
systems in terms of composition, è Should only be applied onto
pedestrian surfaces
manufacture and installation. sound substrates that have been
Specification issues are covered in well prepared and are in fair to èC
ommonly referred to as
some detail and it highlights the clients good condition anti-skid surfacing.
10 SLURRY SURFACING www.rsta-uk.org
Slurry surfacing incorporating These materials are usually referred to Cost effectiveness
micro-surfacings are cold-applied, as micro-asphalts.
è Slurry surfacing costs in the region
thin bituminous surface courses of £2.50m2 and micro-surfacing
using bitumen emulsion binders What are the benefits? costs £3 to £4m2, towards the higher
and fine graded aggregates è These treatments are very end if the process involves surface
with fillers and other additives. cost effective compared to regulating and ironworks
There are two broad categories; conventional resurfacing è They also provide good value offering
thin slurry surfacings used for è Restores surface texture and an average service life in excess of 10
treating footways and thicker improves skid resistance years or a cost life index of less than
polymer modified surfacings called è Rapid curing characteristics – some £0.40 per year.
micro-surfacing or micro-asphalt micro-surfacings can receive traffic
for carriageways. about 20 minutes after installation Some important
è High daily outputs mean minimal considerations
Where can they be used? traffic disruption and congestion
è Slurry surfaces and micro-surfaces
è They seal the surface preventing can be specified in accordance with
These materials can be used to
ingress of water into the pavement the specification for highway works
restore the surface condition on
structure thereby helping to minimise clause 918
roads, footways, cycleways, car parks,
pothole formation
playgrounds, central reservations, traffic è These materials are recognised
islands and amenity areas. è Suitable for overlay on a wide range as products regulated by the
of existing surfaces Construction Products Regulations
Slurry surfacing is ideal for any type of è Micro-surfacing has the ability to (CPR) and European Standard
surfacing receiving mainly pedestrian reshape and re-profile existing BSEN 12273. Contractors must now
traffic e.g. footways and cycleways. surfaces by filling shallow defects provide a CE mark and a declaration
Micro surfacing is ideal for use on such as potholes, cracks and ruts of performance for each type of
urban roads and roads carrying up to è Able to provide a smooth or slurry surfacing and micro-surfacing
250 commercial vehicles per lane per textured finish product placed on the market
day. Some products have a HAPAS è Available in a range of colours è Further guidance is available within
certificate which enables them to be providing an aesthetically the Design Manual for Roads and
used on more heavily trafficked roads. pleasing finish. Bridges (DMRB) HD37
è These products are designed by the
What is the difference When to use slurry and contractor to meet the requirements
of the road surface on which they
between slurry and micro-surfaces are laid
micro surfacing? è Before the footway or carriageway è The work should be carried out by
surface deteriorates to the stage an experienced contractor who can
Slurry surfacing is normally a single
where expensive major patching demonstrate a good track record of
coat application laid mechanically or
and/or reconstruction is required high quality work
manually up to a dried film thickness
of 6mm. Micro-surfacing incorporates è Before surface skidding levels fall è All contractors who are members of
a polymer modified bitumen emulsion below the investigatory level for the the RSTA have achieved accreditation
and is often a two-coat application laid class of road in question to the national highway sector scheme
mechanically or manually to a maximum è When the road surface profile needs 13 for the supply and application of
dried film thickness of typically 15mm. minor restoration. surface treatments to road surfaces.
www.rsta-uk.org SLURRY SURFACING 11
Micro-surfacing
is usually used
on urban roads
FInished job
How is it installed?
The process involves laying an open
graded asphalt surface course typically
30 to 50mm thick with controlled air
voids, then applying a liquid grout to
fill the voids in the asphalt. The surface
course is vibrated to ensure the grout
penetrates to the required depth and
the surface is normally brushed to
expose the coarse aggregate, ensuring
adequate texture depth and skid
resistance. The grout can either be a
liquid asphalt or liquid cementitious.
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of cracked road:
• No sticking of bituminous product thanks to its thin separator
membrane
• No requirement for tack coat (the bitumen is already on the
product)
• Safe, quick and easy installation due to self adhesive bitumen
• The glass filaments are protected and embedded completely in a
bituminous matrix.
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www.rsta-uk.org GEOSYNTHETICS 15
EYEBROW 15
nt
pavement. These interlayers are usually Performance variables and based on these carefully
supplied as a rolled product in grid select the correct geosynthetic or
form (polymer, glass and steel mesh), Bituminous bound layers crack in-situ steel mesh system. Research over the
non woven geotextile (polymer & glass) because of their inability to withstand years has addressed and isolated these
or a composite and non woven (both strain, shear and tensile stresses created variables, either through laboratory
glass and polymer). This approach has by a number of factors resulting in one or site trials and this work has been
resulted in significant whole life cost or more of the following outcomes: supplemented via extensive practical
savings through reduced maintenance. è Reflective cracking experience gained from many thousands
è Fatigue cracking of successful installations.
Benefits èD
ifferential settlement (often One key lesson learned and, often
The main advantages include: prevalent in road widening schemes) overlooked in the past, is that correct
installation of these materials is an
è Maintenance cost reduction è Thermal cracking.
absolute necessity. It is imperative that
è Significant extension of road life The effectiveness and performance geosynthetics and steel meshes are
over conventional surfacing of the geosynthetic or steel mesh installed correctly and efficiently to
è Reduction in asphalt thickness, system is highly dependent on site maximise long term performance against
in some circumstances, saving on specific circumstances. The majority reflective cracking. Improvements have
material costs of UK pavements have evolved been made to the efficiency of the
over time and were not originally installation by using trained operatives
è Reduced environmental designed to withstand the weight and and the correct laying equipment
impact associated with longer increased traffic volume of commercial generally resulting in little or no delays
maintenance intervals vehicles. It has taken many years of to the road surfacing installation. The
è Reduced hidden costs to businesses careful monitoring to establish the code of practice has an extensive
and the general public through performance of these systems after section on installation techniques to
delays caused by road closure and accounting for the many variables that ensure the optimum performance of the
traffic restrictions. can influence pavement deterioration, selected system.
and this work continues.
These benefits have steadily driven The type of damage mechanism causing
increased utilisation of these products To obtain the best performance it the cracks to appear at the pavement
over recent years. is necessary to consider a range of surface depends on the properties and
Product types
Key product types available are listed below:
Composites
Geosynthetics and steel meshes
must be compatible with the
asphalt to ensure the integrity of
the system. They must be stable
and durable both to withstand the
rigors of the paving operation and
provide functionality for the desired
design life.
Glass grids are typically knitted
and may be coated with polymer
or bitumen or a combination.
Some of these materials have self Typically a combination of polymer
adhesive backing. or glass grids and non-woven textiles
combined by lamination or stitching.
nature of the pavement structure (e.g. The code aims to guide and inform Installation of the geosynthetic or
thickness, stiffness, etc), the properties designers and end users on the range steel mesh will usually be scheduled
of the underlying soil, the traffic of products and applications that are to take place immediately prior to
characteristics, the climatic conditions available so they are able to make the asphalt surfacing. Provided an
and also whether it is new construction informed project related decisions. It experienced specialist sub-contractor
or maintenance in the form of relatively identifies the important aspects for has been selected, installation of the
thin asphaltic overlays. the use, design and correct installation product should not normally delay the
of geosynthetics and steel meshes in surfacing works.
A wide range of possible solutions
bound pavement layers.
for reflective cracking exist: mill and
fill (and overlay), application of thick
Training
Quality assurance
asphaltic overlays, the use of modified All contractors site operatives must
asphaltic mixtures (e.g. with high All the product types listed in the hold an appropriate CSCS card to
bitumen content, polymer modified), panel above should be CE marked in demonstrate they have been properly
the application of an interlayer for accordance with BS EN 15381:2008 to trained and qualified to install the
stress-absorption or reinforcement ensure long term performance. The required product. Training requirements
systems. Combinations of these RSTA geosynthetics and steel meshes are embodied within the National
solutions are of course also possible. sector members are fully committed to Highway Sector Scheme 13 which
During the design phase of a project, the utilisation of quality manufactured stipulates the minimum training
each potential solution needs to be products and operate quality and qualification requirements for
assessed in terms of cost and benefit to management systems in accordance operatives and supervisors on site.
life expectancy before deciding on the with the requirements of BS EN ISO
most appropriate maintenance option. 9001 (2008).
Surface dressings reinforced
Manufacturers have responded to the Installation with geosynthetics
variations in road type, failure mode and
It is strongly advised that a competent Since the 1990s non-woven
the need for efficient installations by
specialist contractor is employed to geosynthetics have been used in
modifying their products and systems
undertake the installation. Installation combination with surface dressings
to suit.
by the asphalt surfacing contractor to treat roads that are suffering from
A wide range of techniques have been is not usually satisfactory because reflective cracking. This provides
successfully utilised over many years the operatives will be unfamiliar with an alternative economic solution to
involving different constituent materials, the process, they are unlikely to have replacing the asphalt surfacing. New
installation practices and design the necessary skills or qualifications industry guidance on this topic was
methodologies as illustrated throughout or the correct equipment to ensure published in 2014 available from
the document. correct installation. www.rsta-uk.org/publications.
Reduce your total cost of ownership!
Use with SCJ Seal and Tack Coat Spray and Instaband
ECO overbanding tape for a complete repair system
(Diagrams reproduced with kind permission of the BBA, from the Guidelines Document for the Assessment and Certification of Crack Sealing Systems
for Highways, Figure 1, October 2010.)
Crack Sealing Systems for Highways è Lack of compaction/cold joints/ è What has caused the defect?
(October 2010) describes four product lack of a vertical seal in utility
categories: overband, fill and overband, reinstatements and highway If the sub-structure of the road
inlaid single and inlaid multiple). patch repairs. has failed, then treatment of the
surface course defect is unlikely to
The code of practice identifies the Left untreated, cracks and open joints be successful over the long term.
important aspects of crack sealing in the pavement allow water ingress However, defects on the surface
and joint repair processes, provides into the asphalt layers and ultimately (thermal cracks and open joints) can
guidance on the selection of the most into the pavement foundation. Water be successfully treated and provide
appropriate treatment in each location ingress, hydraulic pumping action a long-term successful repair.
and refers to other relevant documents and freeze thaw will all create further
to give practical guidance on achieving damage to the pavement and ultimately è Is the crack or joint still moving
high quality. shorten the effective working life of the significantly?
road surface.
Suitable applications If the surface has been damaged by
Timely intervention using crack movement below from a predictable
The presence of a crack or open joint in sealing and joint repair systems can source for example reflective
a road surface may be due to a number both seal against the ingress of water cracking through an asphalt surface
of factors which include: and reinstate the surface profile, course laid over transverse joints,
è Thermal movement in the skid resistance and texture depth to then a repair should be undertaken
surface course acceptable levels to prolong the life of that is capable of withstanding that
è Structural movement in the the pavement. ongoing movement.
lower layers However, in order to select an If however a joint is open due to
è Lack of compaction/cold joints/lack appropriate system from those erosion and not to movement then a
of a vertical seal between adjacent available, there are a number of judgement must be made on which
asphalt mats in highway construction considerations: system to specify.
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www.rsta-uk.org PATCH REPAIR SYSTEMS 23
To obtain the best results it is quality assurance schemes. However their clients, the purpose of which is to
essential to ensure the correct following the recent inclusion of ensure total understanding of what the
retexturing technique is employed retexturing techniques within National individual treatments provide.
and to plan the work carefully. The Highway Sector Scheme 13 contractors
are now required to become certificated Guidance on the range of retexturing
speed of the retexturing operation treatments available can be found in
to BS EN ISO 9001.
and the short duration of the works Table 11.1 ‘Appropriate circumstances
help to minimise road user delays and treatments for retexturing bitumen-
and provides a significant benefit
Treatment selection bound surfacing’, in the DMRB Volume
to both clients and motorists. It is essential to choose the correct 7 Section 5 Part 2 HD37/99.
retexturing treatment when planning to
The purpose of retexturing is to restore surface characteristics to ensure Additionally, as with all specialist
restore adequate levels of micro and/ that the existing surface can actually highway maintenance processes/
or macrotexture and thereby skid be treated and that the required level techniques, the quality of the treatment
resistance. This latter quality plays a of skid resistance can be restored for is totally dependent upon the effective
major part in crash/collision reduction the required length of time. Choose the maintenance and condition of the plant
and was highlighted by the initiative right technique and it is likely that the and equipment along with the relevant
of the Department for Transport in process can be repeated again when training, knowledge and skills of the
1987 when the Minister introduced required at the same location and on operatives. This should be supported
minimum mean summer SFC values the same surface. by good company management and
for motorways and trunk roads. The relevant experience.
importance of surface texture has It is important to note that retexturing
will not cure any underlying problems It is also important that clients inspect/
been highlighted by TRL Report LR
within the pavement structure and measure sites immediately before
286, which stresses that texture depth
in these circumstances it should be and after treatment, supported by
is important under both wet and dry
regarded as a temporary holding appropriate testing, to ensure that they
conditions.
measure until a permanent solution can achieve the desired result.
Current guidance is available in the be undertaken.
Design Manual for Roads and Bridges The following are some of the factors
(DMRB): Volume 7 Section 5 Part 2 - HD Whilst process specific specifications the client should consider in selecting
37/99*. However, the Highways Agency are usually available, it must be the appropriate treatment:
are currently revising parts of the DMRB remembered that the resulting
è It is essential to make the right
so retexturing may end up in HD32 treatment can only be as good as
choice - all retexturing processes are
(Maintaining Concrete Roads) and HD31 the surface that is being treated. It is
not the same
(Maintaining Asphalt Roads). only improvements in texture – micro
and macro – that will be achieved, è Assess the suitability of a particular
A number of retexturing techniques not improvements to the condition of retexturing process and the type
are identified in the current DMRB as the surface course itself. Where the and condition of the existing road
follows: aggregate in the existing surfacing is surface - what needs improving,
è Bush hammering not capable of resisting the polishing microtexture, macrotexture or both?
action experienced at that site then the
è Shot blasting è Assess the potential weather
restoration of skid resistance will only
è Grooving/grinding implications, not all processes are
be temporary.
weather independent
è Longitudinal scabbling Treatments that remove surface matrix
è Bear in mind that any treatment
è Orthogonal grooving must be used with caution, particularly
which is unable to follow the profile
è Carbonising on ageing surfaces, to ensure aggregate
or contour of a surface precisely
support is not removed. Treatments
è Water jetting and unable to cope with surface
that impact the surface must similarly
deformation may leave untreated
More recently a new technique has be well controlled – too great an impact
areas with low skid resistance
entered the market called fine milling pressure may potentially dislodge
which removes a shallow depth from surface aggregate. è Restoration of microtexture is
the road and in doing so effectively fundamental if optimum levels of
Accordingly, the resulting
re-profiles the surface. skid resistance are to be achieved
improvements can be measured by
There is clearly a range of techniques texture depth and/or surface friction è Restoration of macrotexture
available and it is vitally important measurements. Contractors must becomes increasingly important
for the correct treatment to be assume full responsibility for the quality – in addition to micro texture – as
specified to deliver the correct end of the work undertaken and to apply vehicle speeds increase
result. Secondary sweeping may their experience to deliver the best
è Ensure a consistent retextured finish
need to be implemented several days possible outcome. Clients can specify
has been achieved across the full
after the initial treatment and traffic at the outset what they are looking for
treated width
management may be required for in terms of improvement, essentially
difficult or potentially dangerous sites. clients can specify end-product è Seek professional advice.
performance, but must be realistic in
Mechanical and/or pressure wash
Quality assurance their expectations.
sweepers can be used as appropriate to
Retexturing contractors have There should be early contractor clean the road surface after retexturing
traditionally operated to first party involvement between contractors and is carried out.
28 SKID RESISTANCE
28 EYEBROW www.rsta-uk.org
Shot blasting
Abrasive blasting is
effective in removing
surface polish, giving an
improvement in micro
and macrotexture.
Shot blasting involves
graded steel shot being
projected at high speed
Uses diamond tipped blades and
and at an optimum velocity from a rotating wheel. The technique improves
pressure washing to remove slurry.
surface texture by abrading and re-profiling aggregate and removal of
It can be used to provide discreet
bituminous matrix, fines and detritus. Equipment is available which is suitable
grooving patterns and can aid surface
for treating both large and small areas including different blast head widths.
water drainage (has little effect on skid
The treatment causes no damage to joints/repairs and road markings and road resistance) and can lead to increased
studs do not need to be removed prior to treatment. The surface levels of the tyre/road noise levels.
treatment area remain the same as the surrounding surface.
Both processes can be used under
A dry shot blasting machine wet conditions.
www.rsta-uk.org
SKID RESISTANCE
EYEBROW 2929
Fluid action
Fine milling
These systems are not mechanical
Fine milling (following
reworking of the road surface, they are
surface profile) involves
effective removal/cleaning systems:
the creation of longitudinal
grooves using tungsten
tipped cutting tools set Water jetting
at 6mm spacing. The This process involves the controlled
machine has accurate level jetting of water through a series of
control and removes the nozzles at high pressure onto the road
top 2-6 mm of the road surface. It does not restore skidding
to achieve a new running resistance lost through the polishing
surface. This can also be action of the traffic. It thoroughly
used to provide a key for cleans the surface and removes
Fine milling machine
an overlay treatment. The surface contaminants and rubber
cutting drum can adjust deposits to expose and improve the
the number of revolutions existing macrotexture (below: HRA
per minute to alter the before and after treatment).
texture depth in different
surface materials. In
reducing the overall level
of the surface, all cats eyes
and street furniture need
to be removed or reset.
The technique is fast and
improves microtexture
and macrotexture, thereby
improving skid resistance
and increasing texture
depth. It can be used under
all weather conditions. HRA after treatment
NUPHALT
www.nuphaltcontracting.com
08442 571 570
In-situ road recycling for cost effective
highways maintenance
For more information call:
01455 553581
or email: [email protected]
www.rsta-uk.org
IN-SITU RECYCLING
EYEBROW 3131
Compaction
Compaction should be carried out
with a twin drum vibrating roller with
a minimum dead weight of 10 tonnes.
Vibration mode should be used at all
times. Each pass of the roller should
be overlapped by at least 100mm and
a defined rolling pattern should be
adhered to.
Aftercare
The treated area can usually be
trafficked two hours after completion
and straight line trafficking is often
encouraged. This usually applies to
all binder categories except SVE
which normally requires a 24 hour
period for curing.
Product: HaTelit®
Fencing
Asphalt Preservation
Surface Dressing
(Roads) Ltd
Park Road
Rhosymedre
Wrexham LL14 3AX
Civil Engineering
t: 01978 822482
www.henrywilliams.net
[email protected]
www.rsta-uk.org ASPHALT PRESERVATION
EYEBROW 3535
Asphalt preservation has been used the works whilst in progress. This same for a client to achieve this is to select
in the UK since the early 1990s duty of care is equally as applicable to at tender stage contractors registered
and the main purpose is to cost any aftercare operations. to National Highways Sector Scheme 13
effectively extend pavement life. as recommended in the Specification
The planning and organising for health,
for Highway Works. Once the
The key benefit of prolonging safety and environmental issues must
contractors have been selected, the
the service life of the be considered as soon as an asphalt
pre-construction information contained
pavement is achieved by: preservation programme is envisaged.
in the tender document should be
Helping to seal the existing surface Asphalt preservation operations will detailed enough for the prospective
against the ingress of water unless the be undertaken under the framework contractors to take account of the
surface course is designed to be porous. provided in the Construction Design health, safety and environment issues in
and Management Regulations 2007 their tender submission.
Providing a protective layer for the (CDM). Clients are urged to follow
surface course binder thereby slowing the advice in the relevant approved All preservation products are dispersed
down the oxidation and embrittlement code of practice as they have the within a carrying agent which can be
process, improving surface responsibility under the new version water or solvent based. For product
aggregate retention. of the regulations for initiating safe specific information contact the
working practices. contractor/installer.
The nature of preservation treatments
requires consideration to be given to The CDM coordinator and principal
several factors regarding the existing contractor will plan and prepare
Quality assurance
condition of the pavement and its the information and documentation The RSTA recommends that the
structure, possibly including some necessary to ensure that specific application of these products is
technical evaluation of the properties hazards are identified on individual sites undertaken by installers registered with
of the surface course binder. and the associated risks are managed or working towards National Highway
effectively. This must take into account Sector Scheme 13.
Health, safety and the nature of the site, the materials
Products used for asphalt preservation
environment being used, the traffic management
must be manufactured under
requirements and any special health,
All personnel involved in planning, safety and environment issues that BS EN ISO 9001.
preparing, execution and application of have become evident during the
asphalt preservation operations have Additionally asphalt preservation
tender stage.
a legal duty of care for the health and treatments can be independently
safety both of the operatives carrying The client should employ a competent certificated under the Highway
out the works and those who come and approved contractor. It is Authorities Product Approval Scheme
into contact with or will be affected by recommended that the simplest way (HAPAS) or equivalent.
36 ASPHALT PRESERVATION
36 EYEBROW www.rsta-uk.org
lmshighways.co.uk
www.rsta-uk.org
INNOVATIVE EYEBROW 39
PATCHING 39
Innovative patching products which motorists are inconvenienced Specification for Highway Works Volume
(IPP) are specially designed and is also an important consideration 1 www.dft.gov.uk/ha/standards/mchw/
manufactured cold lay asphalts and advantage on roads carrying high index.htm and also the HMEP Clause
offering highway authorities an volumes of traffic during peak periods. 946SR in Guidance for the Development
of Standard Specification and Standard
alternative to conventional asphalt Cold lay asphalts are essentially asphalt
Details for Local Highway Maintenance
patching products. They have the mixtures manufactured using standard
Contracts published by the DfT.
following characteristics: aggregates and bituminous binders
mixed at elevated temperatures then Product selection is mainly determined
è Relatively low operational cost allowed to cool to ambient prior to by the contractor based on the depth
è Fast installation packaging in tubs or bags where and the type of defect. Each site
è Minimal disruption to the road user required. They are cold applied materials must be considered in the light of
è Low carbon footprint used for temporary and permanent its unique characteristics, including
è Dependent on the type of repair repairs. The new repairs can then be nature of surface, geography, volume/
may not require saw cutting and trafficked immediately after laying. speed of commercial vehicles and
jack hammering so reduced risk other traffic using the section of road.
of hand arm vibration and less Quality assurance Some local authorities may decide to
waste produced All manufacturers of IPP are certificated select a preferred product particularly
è Unlimited availability in bags and to BSEN ISO 9001 Quality Management on heavily trafficked roads where
tubs with prolonged shelf life Systems by a UKAS accredited end performance is deemed to be a
è Available in bulk bags and open certification body and have a HAPAS high priority. It should be noted these
bulk loads certificate for their product. products are proprietary, should not
be confused with traditional deferred
These products offer a fast, efficient All current IPP HAPAS certificates can set macadam and each product is
and cost-effective way of repairing be obtained from the BBA website supplied with adequate guidance to
surface course defects (e.g. potholes) www.bbacerts.co.uk ensure appropriate installation on
and safety hazards. To obtain the best appropriate sites.
results it is necessary to give careful Determining the
consideration to a wide range of detail, The required site information,
to plan and design the work carefully. specification planning and execution and traffic
The speed of the patching operation All IPP’s can be specified in accordance management is the same as for other
and the short duration of time during with clause 946 in the MCHW surface treatments.
40 INNOVATIVE PATCHING
40 EYEBROW www.rsta-uk.org
Compaction
The manufacturer will advise the
contractor regarding how best
to compact the cold lay asphalt,
including surcharge, to ensure
it is well compacted achieving a
durable dense finish.
The material is compacted
to the surrounding level
using a suitable compactor/
roller in accordance with the
certificate holder’s instructions
or Section S10 and Appendix
A8 compaction requirements of
the SROH.
The product must be fully
compacted. Compaction
must cease before migration
of binder to the surface
or crushing of aggregates
is observed.
Installation of a HAPAS
approved anti-skid
thermoplastic over-banding
system to the edges of the
reinstatement is recommended
by some manufacturers to seal
and waterproof the joints.
On completion the installer
should visually inspect the
finished surface for uniformity
and any discernible faults and Material must be compacted
remedy these if necessary.
Approved
Solutions
Hitex Type 1
Innovative, durable
products for the
toughest environments
• Unbeaten quality and performance
• Proven to give extended service life
• Trusted by Local Authorities
hitexinternational.com
TexBand
Open joint, seam and
EcoGrip Type 1
Hitex Type 1
Hot-applied high
CERTIFICATE 04/H088 friction surfacing
EcoGrip Type 1
Cold-applied high
friction surfacing
KIELY Bros.
Sealing the future
of our carriageways
MICROASPHALT
and footways.
KIELY Bros. is a leading specialist
carriageway and footway Surface Treatments
contractor. A complete package of pre-
patching and surface treatments is provided
SLURRY SURFACING
to ensure the lives of carriageways and
footways are maintained for years to come.
Head Office:
135 Cherrywood Road,
Bordesley Green, Birmingham B9 4XE
www.kielybros.co.uk
DURAPATCH