AsphaltProfessional

JOURNAL OF THE INSTITUTE OF ASPHALT TECHNOLOGY

No 79 • FEBRUARY 2019

The ever changing

role of the emulsion
Asphalt Professional speaks
to Tarmac’s Peter Hyde
Plus all your regular features

www.instituteofasphalt.org
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 No 79 • FEBRUARY 2019

Contents
4 PRESIDENT’S VIEW
AsphaltProfessional

5 INSTITUTE UPDATE A belated Happy New Year to all our members and their nearest and dearest.
Who knows what the future will bring with regard to Brexit during the course
6 EVENTS of the next few months, but let’s all hope that it can be resolved relatively

soon, to give us all a degree of certainty for the future.
7 INSTITUTE NEWS
Branch Reports We are fortunate in this edition to have two excellent technical papers, which I
would urge you to read and digest. Dr Nassar’s paper researching the possibility
14 TECHNICAL PAPER
Influence of Bitumen Emulsion Spray of developing and enhancing Cold Bitumen Emulsion Mixtures for use as surface
on Pavement Performance course is to be applauded and hopefully the research into this topic will continue
in the near future. The paper prepared by John Richardson and Connor Campbell is
18 TECHNICAL PAPER
Developing Cold Bitumen Emulsion a reminder of the importance of bond and tack coats at pavement layer interfaces
Mixtures for Surface Courses using Different in order for the pavement structure to function effectively over the course of its
Types of Filler serviceable life. How many times have those of us in our earlier careers struggled
26 EDUCATION AND TRAINING to recover core samples from lower pavement layers due to a complete failure of
NVQ Level 3 offers Technicians appropriate the layer bond (most notably between the bituminous and underlying cementitious
CSCS Smart Card material)? It must have been a comical sight for passing pedestrians.
28 INTERVIEW
This leads on to a personal request to all members of the institute. Please can you
Laying the ground for new horizons
share your project experiences with us, either from the distant or more recent past.
30 NEW PROJECT DEVELOPMENT We would love to learn from your successes (and less successful episodes), as it
Aggregate Industries takes on new
is all about making AsPro a publication which the members can all contribute,
tandem roller
but also learn from each other. Let’s capture that collective knowledge and
32 TECHNICALLY SPEAKING make sure it is available for asphalt professionals of the future.

34 ASPHALT PEOPLE Here endeth the lesson for the February edition of AsPro. Please read on…
Jon Taylor

Our next publication is the April issue.

We always welcome new ideas for articles and technical papers. If you have
a suggestion you would like to share please get it contact with our Editor,
Front Cover: Adrian Tatum at [email protected] or 01935 374013.
Shutterstock
Copy date is 8th March 2019
Advertisers – please email Gavin Harrison on [email protected] for a media
file or to discuss how we can help promote your products and services.
Alternatively, you can call him on 01732 448698

© 2018 Institute of Asphalt Technology

No material in this issue may be reproduced in any form
except by permission in writing from the Institute Secretary. Jon Taylor Managing Editor
Contributors express their personal and professional
opinions in this publication and their views are not
necessarily those of the Institute of Asphalt Technology.

Designed by Sharon Levett • [email protected] Please contact us if you would like to contribute your
Published under licence by Hemming Group:
thoughts, images, reports, technical papers or have
Adrian Tatum • 01935 374013 • [email protected] a product you would like to advertise – email address,
Gavin Harrison • 01732 448698 • [email protected] as always, is [email protected]

www.instituteofasphalt.org

The Institute of Asphalt Technology President Alan Ferguson FIAT Published under licence
PO BOX 15690 • Bathgate • EH48 9BT Vice President Tony Sewell FIAT by Hemming Group
tel 01360 440 682 Editor Adrian Tatum
email [email protected] Managing Editor Jon Taylor
website www.instituteofasphalt.org Business Manager Russell Hunter
ISSN 1479-6341 Hon Treasurer Andrew Bird MIAT HEMMING
GR O U P
Secretary Michael Atkinson FIAT
PRESIDENT’S VIEW

President’s View
the bitumen suppliers do all sorts of clever for all the different situations. What is
chemistry when making emulsions to give important when such debates happen is that
us the performance we want. Like when we people on the different sides of the tablet are
splash magnolia on bedroom walls we have aware of the facts. This is where the technical
no idea about all the interesting chemical papers about performance become very
reactions that are happening to make the important. The technical paper in this edition
water separate from the bitumen so that of Asphalt Professional by John Richardson
all the droplets stick together allowing it and Connor Campbell is a case in point. Facts
to become sticky and waterproof. are presented for our consideration and
interpretation, conclusions are drawn based
This edition of the journal looks at two
on these facts. So the next time BS 594987 is
different applications of bitumen emulsion,
being reviewed and spray rates for bond and
firstly its use as a bonding layer between
tack coats inevitably come up for discussion
asphalt surfacing. When I first entered the
all the people sitting round the table will
industry emulsion was used in a basic way on
have a better understanding thanks to this
old or planed surfaces prior to them receiving
paper and this can only be a good thing.
a new layer of asphalt. A man would wander
Alan Ferguson FIAT
down the lane with a small bitumen tank Our second technical paper by Dr Ahmed
President IAT
in tow, waving a hand lance spreading the Nassar looks at using emulsion in the whole
emulsion. It must have had some beneficial mix to make Cold Bitumen Emulsion Mixtures
effect but I have no idea how much. It was or CBEM. The challenge with these mixtures
Welcome to the first edition of Asphalt probably around the turn of the century in the UK relates to, and I quote, the ‘wet/
Professional in 2019 that sprayer tankers, often borrowed from cold climate’. Again facts are presented for
One of the important parts of being a the surface dressing departments, started our consideration. There is a lot of technical
good asphalt technologist is having and being used for uniformly spreading emulsion information in this work representing many
understanding of the glue we use. Different between layers of new asphalt. This was weeks work. I can look between the results
asphalt products are made with different partly because extra dry high stiffness poor and the conclusions of the author and confirm
forms of bitumen. A good example is fatigue ‘High Modulus Base’ mixes were there are facts behind all the conclusions.
where bitumen emulsion is used in many briefly adopted country wide at the end
It is a very interesting set of results, the
products including surface dressing, slurries of the 1990’s ~ 2005 and these were very
pecking order of performance is not always
and patching sprays as well as for bonding susceptible to poor interlayer bond and
as you would expect. I congratulate the
construction layers. It is the implementation unhindered water movement through the
author on adding to our knowledge of how
of new technology that is allowing us to mix. Many costly failures followed and these
these mixtures perform and therefore what
do things that we could not do with hot products were dropped in HD26/06. However
their potential is.
bitumen that we were not able to do in the importance of interlayer bond was now
the past, or at a reduced temperature clearly appreciated and specification of So in conclusion please take the time to read
from hot bitumen. properly applied bonding layers was the excellent technical articles in this edition,
brought in. they are very pertinent to what we do.
An emulsion is defined as a fine dispersion
Consider the values in the graphs and tables,
of minute droplets of one liquid (in our case Nowadays every self-respecting asphalt
how the different results compare and what
bitumen) in another in which it is not soluble contracting company will have a proper
that means in the real work. This will make
or miscible (water). An emulsion paint works bespoken sprayer or two.
you a more knowledgeable person, exercise
the same as a bitumen emulsion but instead
Tack coats and bond coats have been the your brain and of course be part of your
of bitumen droplets being held in the water
subject of an awful lot of debate, specifically Continuing Professional Development.
you have droplets of pigment bound in a
which should be used where and what the
synthetic resin held in water.
appropriate spray rate should be between
Emulsions are used for many things and big layers. BS 594987, The British Standard for
conferences are held every year to discuss laying asphalt, has swung back and forth in
and develop emulsions. In our industry terms of the level of residual binder required

4 Asphalt Professional • February 2019 www.instituteofasphalt.org

 INSTITUTE UPDATE

Institute Update – February 2019

2018 IAT Awards Ceremony The prizes awarded were as follows.
Last year I had the privilege of attending The list of most recent prize winners
the inaugural IAT awards ceremony. Prior can now be found on the website under
to this event these awards had been Education > IAT Awards and Winners.
presented at the Annual Conference,
Shell Prize Best 3rd Year:
however our experience was that students
1st Place – Greg Reeder
found it difficult to attend with it moving
around each year. As a result we looked 2nd Place – Kyle Barnard
at better ways to present these awards, 3rd Place – Hayley Abel
the outcome of which was this new event,
Cemex Best 2nd Year:
held at the University of Derby Enterprise
James Weeks
Centre on 16 November 2018. We intend
to build on this each year.
Russell Hunter
IAT Best 1st Year:
Business Manager
Arran O’Donnel

FM Conway Best One-year

Diploma Student: Please contact me with any
James Cliffe Institute-related query.
My contact details:
2017 Akeroyd Award
[email protected]
Winner:
01360 440 682
Accelerated durability
testing using the immersion
ageing test for thin asphalt
surfacings, by Dr Chibuzor
Ojum, Dr Iswandaru
Widyatmoko, Martin Heslop
and Arash Khojinian.
Dr Helen Bailey presents FM Conway Best One-year Diploma
Student to James Cliffe

IAT President Alan Ferguson presents the Akeroyd Award to Chibuzor Ojum and
Prof. John Read presents Shell Best Prize to Hayley Abel Daru Widyatmoko.

www.instituteofasphalt.org Asphalt Professional • February 2019 5

EVENTS

Events www.instituteofasphalt.org/events
NATIONAL EVENTS IAT ANNUAL CONFERENCE 2019
Wednesday 5 June - Hosted by President Alan Ferguson and the Scottish Branch
Thursday 6 June 2018 at the Dalmahoy just outside Edinburgh
BRANCH TECHNICAL AND SOCIAL EVENTS
Tuesday 12 February 2019 Scottish Branch with Institute of Highway Engineers –
AGM followed by The New Format of the DMRB
Michael McHale TRL. Westerwood Hotel, St Andrews Drive, Cumbernauld

Wednesday 13 February 2019 Western Branch – Automated Quality Assurance-Delivering Cost, Safety & Productivity Wins
The Somerset Earth Science Centre, Moons Hill Quarry, Mendip Road, Stoke St Michael

Tuesday 26 February 2019 West Midland Branch – Smart Paving Technologies

Neil Leake Aggregate Industries. The Village Hotel, Tempus Drive, Walsall

Friday 8 March 2019 Scottish Branch with Institute of Civil Engineers Dundee Area Branch –
IAT Scottish Branch 38th Annual Dinner
Westerwood Hotel, St Andrews Drive, Cumbernauld

Thursday 21 March 2019 Scottish Branch – Detecting and Dealing with Tar Bound Arisings
Steve Betteridge Lincolnshire County Council. Abertay University, Bell Street, Dundee

Saturday 13 April 2019 East Midlands Branch – East/West Midlands Annual Dinner Dance
The Vox, Resorts World, NEC, Birmingham

Tuesday 16 April 2019 Scottish Branch – How to Ruin Perfectly Good Asphalt
Jeff Farrington. Westerwood Hotel, St Andrews Drive, Cumbernauld

Friday 14 June 2019 Pennines Branch with Institute of Quarrying – Joint Annual Charity Summer Ball
Ramada Plaza Southport, Promenade, Southport

BRANCH TRAINING DAYS

Tuesday 26 March 2019 Irish Branch – Connecting Ireland - Managing Our Road Network
Hodson Bay Hotel, Athlone, Co. Westmeath

FORTHCOMING INDUSTRY EVENTS

April 2nd-4th 2019 Traffex 2019
NEC, Birmingham. www.traffex.com

Wednesday 12 June 2019 7th International Conference ‘Bituminous Mixtures & Pavements’
Thessaloniki, Greece

Scottish Branch We look forward to our next meeting in

January followed by our AGM in February.
We are looking
forward to a
Report by Stuart Guthrie During this season we have seen the very interesting
resignation of one committee member paper from Steve
The Scottish Branch Technical Papers
reducing our active committee total to 12 Betteridge of
season kicked off with the first meeting Lincolnshire CC in
in number so if you would like to join a
of the season on 16th September with a our now annual joint meeting with the
successful team and fancy participating in
presentation from Dr Michael Gordon from ICE in Dundee on the 21st March 2019
running the Scottish Branch please come
WSP talking about advances in failure
forward on or before the AGM on the The finale of the season before the summer
detection in roads and bridges using 3D
12th February at the Westerwood Hotel, recess will be from a well know prominent
Radar. This was followed by three further
Cumbernauld. speaker Jeff Farrington titled How to Ruin
meetings attracting an average attendance
Perfectly Good Asphalt.
of 36 members and guests, one of which Our ever-popular Annual Dinner will be held
was our annual January joint event with on Friday 8th March featuring two after As always, we will be delighted to see you,
the Institute of Quarrying at Stirling on the dinner speakers. Please contact John Scott if and your guests at any of our events, please
Aberdeen Western Peripheral Route. you would like to attend or take a table. feel free to book and come along.

6 Asphalt Professional • February 2019 www.instituteofasphalt.org

 INSTITUTE NEWS

Pennine Branch
Report by Rick Ashton

The Pennine Branch held Technical Evening Paul also described new revisions to HD36
on 13 November at Statham Lodge Hotel, and HD37 of the Design Manual for Roads
Lymm, Cheshire. Our guest Speaker was and Bridges and emerging foundation
Dr Paul Edwards, AECOM’s Technical categories such as foamed asphalt and
Director. RCC. A lively question and answer session
followed showing how engaged the
The evenings presentation titled:
audience were and we hope Paul can
Innovations in Pavement Design and Branch Quiz
join us for more fascinating future events.
Materials. The Branch will arrange a New Year Quiz in
Thanks to the committee and all attendees
for coming and supporting the branch. quarter one of 2019, possibly in Manchester.
This was a well attended (for a winter’s
Tina McHugh and Rick Ashton are looking
evening) event including a branch
For 2019 it was agreed that the Branch will to find a venue and will post the details on
committee meeting pre-presentation. The
hold another Training Day at the end of April the website as agreed. Committee Secretary
ideas for 2019 events were discussed and
2019. This would be a chargeable event Rory O’Connor is to compose the questions,
our accounts reviewed by Treasurer, A Dean.
but payment would include membership so keep an eye out for this returning annual
Dr Edwards presented a lively informative subscription for non members in order to event. The evening will also include a
presentation on Highways England’s road attract new membership. We will circulate short presentation outlining the Branch’s
map of innovations predicted for the our events program to local authorities this activities/events for 2019 including our
strategic highways network between now year for Training Days as CPD can often Joint IOQ / IAT Dinner Dance Southport
and 2050. These included advances in allow public employees’ attendance. Local 14th June 2019. This is already advertised
surface technology, quite smoother surfaces, authorities may pay for training, but will not on the IAT Website and notification of the
autonomous vehicles and what their affects pay for memberships of professional bodies event has been emailed to IAT members.
may be on road design and infrastructure. so this could be a good future strategy for Last year’s event raised over £2000 for The
Digital road network condition surveys IAT branches. North West Air Ambulance and Rosemere
and asset management implications are Cancer Charity. Individual places or full
at the forefront of all local authorities and Digital road network tables are available to supporting members
Highways England’s agendas. condition surveys and asset and companies.

Paul described the potential of new road management implications Technical Evenings
network operators coming into the highways are at the forefront of Technical Evenings are provisionally
sector such as UBER, Google and Tesla.
all local authorities and scheduled for March and September 2019.
These companies have vested interests
in road condition when operating large
Highways England’s agendas. For Branch Updates check the IAT Website.

digitally controlled fleets of EV’s (electric

vehicles). In the next 30 years this scenario
could alter how roads are funded, with
new opportunities for data harvesting by
measuring user behaviour via journey times,
routes and algorithmic patterns. Big Brother
could be watching! The autonomous nature
of vehicles could impact traffic management
around road works and even negate the
need for cones with satellite guided vehicles
simply not needing these. Drone delivery
and automated repair plant could all change
the way we see pavement maintenance
performed thirty years from now!

www.instituteofasphalt.org Asphalt Professional • February 2019 7

INSTITUTE NEWS

Irish Branch
Report by Cathal Fahy

First of all On behalf of the branch and our The IAT Annual Seminar 2019 will be held
committee I would like to wish you all a on Tuesday 26th March 2019 in The Hodson
happy new year. Bay Hotel, Athlone. The seminar is titled:
Connecting Ireland - Managing Our Road
Since the last report in the November issue
Network and will address issues relevant to
the Irish Branch has been very active as
Road Asset Management, Road Construction
usual. On Wednesday the 14th November
& Maintenance. The Seminar will be of
we had a talk entitled the Compaction of
benefit to all technical staff in the sector.
Asphaltic Materials. Guest speakers on the
day were Seamus O’Reilly from Milestone As always we will be delighted to see you
Pavement Technologies and Winfried at any of our events, please feel free to
Schramm from Bomag. We held this in the book and come along.
Maldron Hotel in PortLaois. It is a very smart
We have also renewed our pocket diary
venue with good food which provides the
of events for the Irish branch 2019 which
Irish branch with an invaluable service in the
proved to be very popular in 2018. This will
middle of the country. However it proved to
be circulated at technical meetings and the
be a small and a bit cramped but this was
upcoming one-day seminar.
mainly due to the attendance being one
of our larger ones principally because both For all updates and information please
Seamus and Winfried are very popular as keep an eye on the Irish Branch website at
Cathal Fahy- PRO
speakers. We have will have to go bigger www.instituteofasphalt.org/branch/index
next time…

In December (even right up to the

festivities) and January the various sub
committees has continued to meet and
is continuing to plan technical events and
provide training with a full 2019 schedule
soon to be announced. However I can
confirm we have training course on road
engineering on the dates below:

27th & 28th February Castlebar, Mayo,

Tom Walsh Chairman IAT Irish Branch
9th & 10th April Stranorlar, Donegal, welcomes Speaker Winfried Schramm Tom Walsh Chairman IAT Irish Branch
from Bomag welcomes Seamus O Reilly Milestone
22 & 23 May Roscrea, Tipperary,
nd rd

18th & 19th September Ballincollig, Cork,

16th & 17th October Ballycoolin, Dublin.

Again as you can see we have a good

spread of locations throughout the country
which means there will be a course within
touching distance of most members. Also
we have a number of Technical meetings in
2019 with the first one on the 6th February
In Tullamore by the TII’s very own Tom
Casey on Skid Resistance and Friction
after polishing.

8 Asphalt Professional • February 2019 www.instituteofasphalt.org

 INSTITUTE NEWS

South East Branch

Report by Herbert Micallef

The South East Branch had a really The Branch also met on the 29th of
busy couple of months in the run up to November for its annual Christmas Event,
the Christmas festivities. We met once the ‘IAT South East Branch Annual Quiz’
again at the Counting House pub on the hosted by our legendary quiz master Steve
29th October to discuss ‘Polymers for Anstee and attended by close to 100 people.
Performance’ with our guest speaker It was a hard quiz with not a single mention
Dr. Ian Lancaster of Nynas Bitumen. Dr. of asphalt, aggregates, bitumen, fillers,
Lancaster, through the clever use of props geotextiles or pavers, which resulted in a Asphalt Reinforcement Services and Metis
and an excellently delivered presentation, tight scoring card from 2nd place onwards. Consultants. The branch would also like
showed the group how specification of The clear winners by 8 points; almost a to give huge thanks to Nynas Bitumen for
performance and ‘end-user’ requirements whole round; were Transport for London providing the prizes for the umpteenth
allows bitumen and asphalt manufacturers for a second year in a row. Guided by ex- year and for making the event a fun and
to assess what polymer blends and University Challenge contestant Chris Ducklin competitive event.
products deliver best value through the they stormed through the rounds and took
whole life of the asset. the coveted trophy once again with Metis
Consultants finishing far behind in 2nd
As usual, following the presentation,
place. We would like to thank our sponsors
an interesting debate about balancing
for the event. Their financial contribution
capital cost and whole life value and how
will ensure the South East branch continues
highway contracts can enable the use
to not only attract and successfully deliver
of polymer modified asphalts using the
the technical events but also provide
European Frameworks ensued. There were
some ‘dinner’ to the attendees. These are
50 attendees for this event and the branch
Eurovia Roadstone, Eurovia Contracting,
is looking to maintain these healthy
Tarmac, FM Conway, Aggregate Industries,
numbers in 2019.

Our calendar of events for 2019 will be established

on the 30th of January 2019 at the next committee
meeting and we have already identified a range of
very interesting topics to keep our members enthused
and knowledgeable about the great subject of asphalt.

www.instituteofasphalt.org Asphalt Professional • February 2019 9

INSTITUTE NEWS

East Midlands Branch

Report by Andy Simms

Updates to Design Manual for Roads and increase the number of performance
and Bridges and Manual of Contract standards, in line with industry best
Documents for Highway Works - practice, and thereby reduce the number
Arash Khojinian 21st November 2018 of departures from standards”. Arash noted
On Wednesday 21st November 2018, Arash that the DMRB currently comprises around
Khojinian, Pavements Team Manager, 300 documents, totalling more than 11,000
Highways England (HE) provided almost pages, with an average age increasing from
50 Branch members and Derby University around 4 to 15 years over the last 35 years.
students with a presentation titled DMRB Many documents are very short, and contain
that road users’ top priority is improvement
and MCHW Update. few pages of technical context. TD27 was
in surface quality of England’s motorways
downloaded 2.41 million times in 2014,
Arash reminded the audience that HE and major ‘A’ roads. Customers want a
with 20 documents having fewer than 1000
manages the strategic road network in surface without bumps, potholes, undulations
downloads in 2015. Approximately half of
England under licence from DfT. In the or deep ruts and they also want clearer white
the DMRB content is contained in Advice
Road Investment Strategy the government lines and ‘cats eyes’. Users prefer asphalt
Notes which account for 5,830 pages. Much
specified a set of performance outcomes and roads to concrete, partly because they are
of the ‘advice’ contained in Volume 7 will be
£11.4bn of capital investments that HE was quieter to drive on. The HE response to such
removed, and documentation will focus on
required to deliver between April 2015 to surveys is to ensure that RIS2 prioritises
requirements for motorways and trunk roads,
March 2020. surface quality, reduced journey time and
and will not necessarily be applicable to the
quieter surfacing. This will require a ‘surfacing
In its Delivery Plan 2015-2020, HE set out a Local Authority network.
toolbox’ to promote new maintenance
programme of major improvements totalling
Arash went on to explain the new coding practice, improved mixture and investment
approximately £7.7bn of capital expenditure
system for documents in DMRB Volume to intervene earlier. Changes to SHW Clause
comprising 112 individual schemes, and a
7, with Civil Engineering assigned a two 942 which now contains minimum binder
further 15 schemes for delivery during Road
letter prefix, the initial ‘C’ relating to Civil contents and maximum air void contents
Period 2.
Engineering with examples of the second as well as water sensitivity requirements
This programme is underpinned by a focus on letter being ‘C’ (Construction), ‘D’ (Design), are intended to contribute to achieving
safety, programme delivery and customers. ’M’ Maintenance and Operation) and so on. this. Arash also noted that Clause 936
HE takes a long term and evidence-led Documents relating to Pavement topics are (Geosynthetics), to be published in 2019
approach to future planning over further RIS in a series numbered 200 - 299. The final will reduce the need for Departures from
programmes, as far as RIS5 (2035 – 2040). two digits are identical to the superseded Standard.
document, hence CD236 Surface Course
RIS 1 contains various performance outcomes, Arash concluded his presentation by
Materials for Construction replaces the
including a 40% reduction in the number commenting on the future, referencing HE’s
old HD36/06 (and IAN 156/15).
of people killed or seriously injured on the ‘Connecting the Country – Planning for the
network, an overall level of user satisfaction Arash noted some changes in CD236, for Long Term’ Document. This suggests key
of at least 90%, and improvements in traffic example HRA shall be permitted for bridge trends over the next 30 years that can be
flow, with at least 97% network availability deck surfacing without a departure even translated into HE’s ‘2050 vision themes’
and 85% of motorway incidents cleared if the site is ‘noise sensitive’. Arash noted for Design construction and maintenance,
within an hour. There are also outcomes one aspect of DMRB revision is to reduce Connected and autonomous vehicles,
related to environmental issues, cyclists and the number of time consuming and costly Customer mobility, Energy and Environment
pedestrians. The Department of Transport Departures from Standards. HE intend and Operations. Each of these areas will have
expect delivery of the investment plan in to optimise the relationship between innovation and research priorities. Current
a timely and efficient way, with £1.2 bn Material Specification, Designs, Quality and examples are Automated Quality Assurance
savings across the five year period, and 95% Environmental considerations, for example for laying and testing asphalt, and self-
of road surfaces on the strategic network seeking to optimise a mix of characteristics healing asphalt.
must be in good condition. including; safety, ride quality, durability
Arash’s wide ranging talk provided a useful
and noise. One of the key challenges is
Highways England’s ongoing obligations insight into Highways England’s future
to balance risk via procurement.
and responsibilities relating to DMRB require thinking as well as changes to the DMRB
that the review of the DMRB “must seek to Arash summarised findings from a Transport and MCHW over the next year or two.
reduce the number of prescriptive standards Focus and HE survey in 2017, that indicated It was well received by all attending.

10 Asphalt Professional • February 2019 www.instituteofasphalt.org

 INSTITUTE NEWS

Western Branch
Report by John Booth

Autumn is always a fairly busy time for geology in the Mendip area, providing
Western Branch, with technical evenings free visits for schools and other interested
running, and the Dinner Dance to groups.(www.earthsciencecentre.org.uk/
finalise. This last takes a good deal of the education)
committee’s time, particular for those
Our October technical evening was given by
having to organise the sponsors, collect
Keith Smith of Chevron Traffic Management
the cash etc. designated formats and requirements.
on Working on the Highway - Work Zone &
Information signs should be readable by
In the end the dinner dance was a great Roadworks Safety. Keith gave an interesting
someone driving at normal speed for the
success, although numbers were down talk, raising some important issues about
road, consequently too much information
from last year. We think this had more designing, procuring, and setting out traffic
is undesirable. There are also specific
to do with the economic climate than the management.
requirements such as times in a.m./p.m.,
event itself. We had compliments about
All temporary traffic management (TM) and months as abbreviations, not numbers,
the band, well done Shadow Monkeys, and
must have a competent designer and there e.q. Sep, not 9, as well as the size of the
the magician, photo booth and casino were
will be some hard questions to answer if a letters and the correct use of upper and
all popular. We were very pleased to have
problem occurs and it turns out that there lower case.
our President, and the new IAT Director for
Business Development, Lyle Andrew, as is no competent designer. For anyone who Keith explained that, if there were to be
honoured guests. uses a TM contractor registered to National an accident with an incorrectly designed
Highways Sector Scheme (NHSS) 12 this is sign, then the sign could be deemed an
As well as being Branch Treasurer for many no problem, provided the contractor is not obstruction and all those involved in the
years, Liz Halliwell is pivotal in making the overruled in some way, and is requested to preparation and placement of the sign
dinner dance the success it is, both for those
discharge all legal obligations with regard could be at risk of prosecution. This might
who attend, and for Western Branch itself.
to the TM design and implementation. be extreme but emphasises the importance
It was really pleasing to be able to present
of correctly formatted signs at roadworks.
Liz with a Certificate of Merit to recognise The code of practice for sign design and
the work that Liz has put in for Western layout are contained in the Traffic Signs Keith also mentioned barriers, emphasising
Branch. The award was presented by our Manual Chapter 8. Chapter 8 consists of 3 that cones are delimiters, not barriers. Any
President, Alan Ferguson. volumes, the third volume contains updates barrier, such as round an excavation, must
to volumes 1 and 2, and therefore all 3 be secure and resistant to vandalism, and
Western Branch committee always donate
volumes must be consulted. must be robust enough to prevent people
some of the proceeds of the dinner dance
accidentally falling in, even late on Saturday
charity. This year we are pleased to support Keith talked about common problems with
night!
the Somerset Earth Sciences Centre at Stoke some signs, particularly black on yellow
St Michael. The Centre is an educational information signs, variable message signs, All in all an interesting and thought
charity concentrating on quarrying and and white on red signs. All of these have provoking evening, thanks Keith.

www.instituteofasphalt.org Asphalt Professional • February 2019 11

INSTITUTE NEWS

Northern Ireland Branch

Report by Peter Collen

At the start of October, the Northern test, equipment and showed examples
Ireland Branch welcomed Bernd Abele of previous test results. The travelling IAT
and Steve Joyce from JRS. They gave members were very interested by this test
a very interesting presentation on as many of those present have high Polish
‘Innovative Fibre Pellets for Modified Stone Value aggregate quarries. The FAP
Asphalt Mixtures’. This illustrated how test examines the friction coefficient of
using their Viatop Plus FEP product could either the asphalt mix or aggregate and not
members were introduced to the effects
provide users with similar characteristics just that of the individual aggregate, as is
of over and under compaction. It showed
to using Polymer Modified Bitumen the case with Polish Stone Value. There are
how the rolling temperature of the mix
with the added benefit of not having to many benefits to the FAP test as it provides
can have a major effect of the air voids
dedicate a separate bitumen tank for it. a reflection of how the mix will perform
and a look at how coarse and fine mixes
An engaging question and answer session during service life. The laboratory visit was
behave when compacted. The mixes were
was held afterwards. The evening was well followed by a very enjoyable lunch and trip
compacted live in the laboratory using a
attended and many existing and a few to the Aviva stadium to watch the Ireland vs
Gyratory Compactor. A demonstration of
new members were in attendance. USA rugby international, which was kindly
the Nottingham Asphalt Testing system was
sponsored by Atlantic Bitumen.
The first field trip of the year was held at the then provided illustrating how mix stiffness
end of November, with ten Northern Ireland The final meeting of 2018 was held is influenced by how the test specimen
IAT members making a trip to Dublin. We at Ulster University, where past IAT was compacted. A discussion of both topics
were welcomed by Dr Ciaran McNally for NI chairman Dr David Woodward and then ensued. This laboratory visit was
a tour of his laboratory within University committee member Jason Ferguson gave well attended by consultants, technicians,
College Dublin and to see their Friction members a tour of their laboratory and Infrastructure NI and industry. The branch
After Polishing (FAP) test equipment. a very interesting talk on the Effect of hopes to carry out more of these hands-on
Ciaran talked our members through the Compaction on Asphalt Surfaces. Attending technical visits in 2019.

12 Asphalt Professional • February 2019 www.instituteofasphalt.org

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www.instituteofasphalt.org Asphalt Professional • February 2019 13

TECHNICAL PAPER

Influence of Bitumen Emulsion Spray

on Pavement Performance
Head of Technical Department, Colas Limited, Wallage Lane, Crawley, United Kingdom, RH10 4NF,
[email protected]

UK Technical Service Manager, Shell International Petroleum Company Limited, Rowlandsway House,
Manchester, United Kingdom, M22 5SB, [email protected]

Abstract: Bitumen emulsion sprays have an important part to play in the achievement of durable, efficient road
pavement construction. Clearly, spraying of bond coats or tack coats at the interface of the bound layers should
improve the likelihood of full bond and of resistance to the entry of water through the layers, both of which
are needed to meet the design objectives and for the pavement to continue to function properly. BS 594987
recommends bond coats, which are typically polymer modified bitumen emulsion, as best practice and their
use is prevalent for the whole range of paved areas in the UK. Recent work examines the effect of different
rates of spread of bitumen emulsion sprays on interlayer adhesion and permeability as well as attempting
to ascertain whether there are optimum quantities to obtain the desired effects.

Key words: Bond coat, bitumen emulsion, road pavement, permeability.

1. Introduction construction layers and to improve the 2. Tack coats and bond coats
A generally common aim in asphalt impermeability of the layer below. Traditionally, tack coats in road construction
pavement design and construction is Pavement design and evaluation involves an provide a means of initiating the bond
sufficient durability of the structure to analysis of the response to loading of a fully between layers and are generally dilute,
minimize subsequent maintenance, bonded composite structure, i.e. acting as a
simple emulsions that are fluid enough
without entailing undue expenditure in single layer. There are techniques that are
to fill interstices in the surface. With the
the first instance. Various methods and used in analytical design to assess the effect
introduction of thin surface course systems,
techniques are available to achieve this. of impaired layer adhesion on performance,
bond coats, that are more viscous with
Best practice in the United Kingdom has and predicted life can be reduced markedly,
cohesive binders, provide a thicker film to
been described, following a collaborative as in [2]. Sealing between the layers against
ensure interlayer bond and impermeability.
research project funded by Highways water intrusion is desirable in order to avoid
They are typically polymer modified bitumen
Agency (now Highways England), Quarry deterioration due to weakening at the
emulsion, with a binder having a minimum
Products Association (now Mineral binder to aggregate interface and to loss
peak cohesion by pendulum of 1.0 J/cm2.
Products Association) and Refined Bitumen of stiffness in the layer. Drainage systems
help to control the path of water. This BS 594987 [3] recommends bond coats as
Association (now Eurobitume UK), as in
[1]. This highlights three aspects that assists with the expulsion of water, but it is best practice and their use is prevalent for

have a significant impact on pavement important that the surfacing is essentially the whole range of paved areas. However,
durability: control of water; limiting joints impermeable. This may mean the binder the fluid nature of tack coats makes them
and sealing joints that have to be there; course, if the surface course accommodates particularly suitable for the treatment of
and compaction. Bitumen emulsion sprays water by design, e.g. porous asphalt. dusty surfaces that are difficult to clean,
have a part to play, to some extent, in all and they remain useful for smaller and
Spraying of bond coats or tack coats at the
of these aspects. more lightly trafficked areas.
interface of the bound layers in a pavement
The principal use of bitumen emulsion for construction improves the likelihood of full BS 594987 specifies minimum target
bond and tack coats in asphalt pavements bond to meet the design objectives and to rates of spread of residual binder with a
is to initiate or enhance adhesion between resist the entry of water through the layers. permitted deviation of 20%. This should

14 Asphalt Professional • February 2019 www.instituteofasphalt.org

 TECHNICAL PAPER

ensure that residual binder from bond coat test uses cores that are tested in-situ or of emulsion affected the bond strength, so
is never less than about 0.15 kg/m . Higher
2 extracted from the pavement and tested in that bitumen modification improves the bond.
rates are required for planed surfaces so the laboratory. A steel plate is glued to the The use of the more fluid emulsion of 50%
that it should not be less than about 0.3 kg/ surface of the core and rotational horizontal binder content improves the bond further.
m2, in this case. force applied.
The study extended to examining the effect
It is reasonable to assume that greater 3.2 Asphalt to concrete of binder spread rate on interface bonding.
amounts of binder in the pavement will The first study examines the bond of Figure 1 gives the plotted results for each of
provide better sealing and resistance to an asphalt layer of 10 mm SMA surface the three emulsion sprays. This shows that

water. Between layers, though, thicker films course to a new C40 concrete base surface, the bond strength of the modified binders
including different types of curing treatment. reduces at high rates of spread, possibly due
of certain binders could lead to problems of
Achievement of good bond of asphalt layers to slip of an excess amount. To achieve the
pick up on tyres at the time of construction,
to concrete is considered more difficult than same bond strength, the unmodified binder
especially under the time pressure of night
to another asphalt. Application of bond requires a significantly higher rate of spread,
closure and subsequent opening to traffic, or
coat between layers gave a residual binder over the practicable range of application.
to possible slippage under traffic in service.
Most binders will benefit from having time content of 0.35 kg/m2. 3.2 Asphalt to asphalt
to stabilise in-situ before they are open to Table 1 gives the average results of test. A second study examines the bond of an
construction traffic. Rapid breaking of an The conclusion from these values is that the asphalt layer of 10 mm SMA surface course
emulsion may also impair their ability to type of curing compound on the concrete to 20 mm dense asphalt concrete binder
penetrate the surface properly. resulted in very similar bonding strength course, with different rates of spread of two
for both types of test. Guidelines for thin types of bitumen emulsion spray. Figure 2
Recent work examines the effect of different
surfacing systems on highways suggest gives the plotted results for each emulsion
rates of spread of bitumen emulsion on
spray. This also shows that the bond
that ≥ 400 kPa is acceptable for the torque
interlayer adhesion and permeability as strength of the modified binder reduces at
bond strength at 20°C, as in [5], and all
well as attempting to ascertain whether higher rates of spread, possibly due to slip
of the results are consistent with this
there are optimum quantities to obtain of an excess amount. The bond strength is
recommendation.
the desired effects. significantly higher, as expected, than that
Further work considered the effect of obtained with a concrete substrate and it
3. Interlayer adhesion
different types of bitumen emulsion sprayed appears that the optimum rate of spread
3.1 Adhesion tests
between layers on the bond strength. In this should be lower. Over the practicable
There are two main methods of test for
case, there was no curing compound used range of application, the unmodified binder
pavement interlayer adhesion, both of
for the concrete (which was just covered achieves generally lower bond strength.
which assess the resistance to a type of
with polythene for curing).
horizontal shear stress, as in [4]. The shear The absolute values of the test will be interface
bond test is a laboratory test that subjects Table 2 gives the average results of test. dependent, but the results here should help to
cylindrical specimens to direct shear loading The residual binder content of the spray give a reasonable explanation of behaviour of
at constant shear rate. The torque bond remained at 0.35 kg/m2. However, the type the types of systems examined.

Table 1. Results of interlayer bonding for concrete base and SMA surface course with bond coat

Test Concrete curing type

No curing compound Bitumen emulsion tack coat Wax based curing compound
Mean shear strength @ 20°C, MPa 0.770 0.691 0.704
Mean torque bond strength @ 20°C, kPa 426 444 433

Table 2. Results of interlayer bonding for concrete base and SMA surface course with different types of bitumen emulsion spray

Test Type of bitumen emulsion spray

70% binder content,

65% binder content, modified 50% binder content, modified
unmodified

Mean shear strength @ 20°C,

0.96 1.16 1.50
MPa

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TECHNICAL PAPER

4. Permeability
Figure 3 shows the test device for
measuring water permeability. It allows
the test to be carried out under different
pressures (0 to 3 bars). This has the
advantage of reducing the test time,
which is useful in the case of very low
permeability asphalt.

The equation used for the calculation of

permeability (K) in m/s-1 is as follows:

Q.L
K=
A. (h2 - h1 ) Figure 1. Effect of rate of spread of residual binder of bitumen emulsion sprays on shear strength
of asphalt-concrete interface

Where:
Q is water flow (m3. s-1),
L is thickness of the specimen (m),
A is area of the sample (m2), and
(h2 - h1) is the change in height of the water
column (m)

150 mm diameter specimens of 20 mm

asphalt concrete are compacted by gyratory
device to provide sufficient air voids so that
they are interconnected (target 7-8%). The
specimen diameter is reduced by coring to
~ 124 mm. Weighing of the specimen with
an application of broken emulsion on the
surface provides a means of quantifying
the residual binder. Sealing of the space Figure 2. Effect of rate of spread of residual binder of bitumen emulsion sprays on shear strength
between the specimen and the test mould of asphalt-asphalt interface

is ensured by filling with bitumen around

its entire thickness.

This study examines the effect of rate of

spread of two different types of bitumen
emulsion spray on the permeability to water
of the asphalt specimen. Figure 4 gives the
plotted results for each emulsion spray.

As expected, the permeability of the asphalt

layer decreases with increasing amount of
residual binder. It appears that the more
fluid bituminous spray with modified binder
is more effective at the lower rates of
application than is the more viscous spray
with unmodified binder. At higher rates, it is
not possible to differentiate between them.
However, due to the scatter of results, more
data are needed to support the conclusions. Figure 4. Effect of rate of spread of residual binder of bitumen emulsion sprays on vertical permeability

16 Asphalt Professional • February 2019 www.instituteofasphalt.org

 TECHNICAL PAPER

As expected, the
permeability of the
asphalt layer decreases
with increasing amount
of residual binder. It
appears that the more
fluid bituminous spray with
modified binder is more
effective at the lower rates
of application than is the
more viscous spray with
unmodified binder.

Acknowledgments
The authors are indebted to Bernard
Yvinec at the Colas Campus for Science
and Techniques for his assistance with
the permeability studies.

References

[1] Nicholls, JC, McHale, MJ, and Griffiths,

RD (2008), “Best practice guide for
durability of asphalt pavements”, Road
Note 42, Transport Research Laboratory,
Wokingham
Figure 3. Test equipment for
measuring permeability of specimen [2] Richardson, J (2006), “The importance
of bond coats and tack coats”, Asphalt
Professional, No. 21, July 2006, Institute
5. Conclusions 5. The bond between asphalt layers is
of Asphalt Technology
significantly greater than that obtained
1. The right type of bituminous spray at the
with a concrete substrate and it appears [3] BS 594987: 2015+A1:2017, “Asphalt
interface can ensure sufficient bond of
that the optimum rate of spread of for roads and other paved areas –
asphalt to concrete, irrespective of the
bituminous spray for the former case Specification for transport, laying,
type of curing compound.
should be lower. compaction and product type testing
2. The more fluid types of bituminous spray protocols”, British Standards Institution,
6. Permeability of an asphalt layer
with modified binder enhance interlayer London
decreases with increasing amount
bond.
of bituminous spray on its surface. [4] prEN 12697-48: 2013, “Bituminous
3. The bond strength between layers with mixtures — Test methods for hot mix
7. The data scatter is such that there is
modified binder reduces at the higher asphalt — Part 48: Inter-layer bond
a low level of confidence, but, at the
rates of application, possibly due to strength”, (in preparation), CEN, Brussels
lower rates of application, it appears
slip of an excess amount.
that the more fluid bituminous spray [5] BBA (2013), “Interim guideline
4. Over the practicable range of with modified binder is more effective document for the assessment and
application, the bituminous spray with at resisting penetration of water into certification of thin surfacing systems
unmodified binder achieves generally an asphalt layer than is the more for highways”, June 2013, British Board
lower bond strength. viscous spray with unmodified binder. of Agrément

www.instituteofasphalt.org Asphalt Professional • February 2019 17

TECHNICAL PAPER

Developing Cold Bitumen Emulsion

Mixtures for Surface Courses using Different
Types of Filler
1. Introduction
In recent years, the construction of roads using cold asphalt mixes (CAMs) has gained increasing interest
around the world. For example, the annual production of CAMs is 1.5 million tonnes in France and 2 million
Dr. Ahmed I. M. Nassar
tonnes in Turkey (Gómez-Meijide and Pérez 2014).
Pavement Engineer,
Jean Lefebvre (UK) Ltd, However, in the UK, the use of CAMs is limited to base and sub-base courses of structural layers (Needham
Station House, 191-195 1996, Khalid and Monney 2009, Thanaya et al. 2009). There is a significant need to carry out an intensive
Windmill Lane, Cheshunt, scientific research in order to develop CAMs, more precisely cold bitumen emulsion mixtures (CBEMs),
Hertfordshire, UK for use as a surface course (Eckmann et al. 2004).

This demands novel and sustainable CBEM n To increase the early mixture strength Why these products in particular?
products. The properties of these novel and stiffness by binding excessive These materials are proposed because a
mixtures should be similar to conventional water released by the emulsion. significant quantity is produced annually
hot mix asphalt (HMAs) in order to use them in the UK with an estimated 2.2 and 6
n To reduce the negative influence
as a surface course. CBEMs are known and million tonnes of granulated blast-furnace
of the released water and improve
accepted products that save resources and slag (GGBS) and fly ash (FA), respectively.
the adhesion of the binder to the
energy consumption, giving environmental Accordingly, it is hoped that wider
aggregate.
protection with low pollution (Nikolaides
utilization of CBEMs in the construction
1994). However, CBEMs have several n To increase the pH value of the aqueous
of highway and pavement materials
drawbacks that make their performance phase of the emulsion, and thus,
(with both environmental and economic
inferior as compared to HMAs (Thanaya accelerate its breaking.
impacts) can be derived from the current
2003, Liebenberg and Visser 2004).
However, the use of relatively high cement research. Consequently, it could be useful in
The weather in UK (wet/cold climate)
content for CBEMs increases their cost and protecting the environment by minimizing
adds another dimension to the problem
would contribute to increasing cement the volume of waste disposed to landfill.
of the limited use CBEMs.
demand worldwide. The emission of CO2
What is the aim of this study?
In the past, different attempts have been to the atmosphere during the production
made to investigate and to enhance the The aim of this study is to improve the
of cement is about (5-7%) of the total CO2
performance of CAMs using hydraulic mechanical properties and the durability of
emission from different sources (Humphreys
binder such as cement and lime. The CBEMs with low cement content and different
and Mahasenan 2002, Benhelal et al. 2013).
most extensively used hydraulic binders by-product materials, namely FA and
Therefore, it is worth reducing the amount
are ordinary Portland cement (OPC) and GGBS. To achieve this aim, the mechanical
of cement in CBEMs and for this reason a
hydrated lime (Niazi and Jalili 2009). properties have been assessed by:
relatively low cement content was adopted
Needham (1996) claimed that the n Indirect Tensile Stiffness Modulus Test
in this research (1.0%).
incorporation of cement into CBEMs can (ITSM)
increase: stiffness modulus, resistance What could be a potential/alternative
n Uniaxial Cyclic Compression Test (UCCT)
to permanent deformation, resistance solution?
to fatigue cracking and improve resistance The most sensible way to achieve this is n Durability assessment using Moisture
to moisture damage. to use by-product fillers (manufacturing Susceptibility Test.

wastes) as supplementary cementitious

The role of the hydraulic binder in
materials. Examples include:
CBEMs could be summarised as follows:
n To control the breaking behaviour n Granulated Blast-Furnace Slag (GGBS)
of the bitumen emulsion. n Fly ash (FA)

18 Asphalt Professional • February 2019 www.instituteofasphalt.org

 TECHNICAL PAPER

2. Material and Testing Programme These materials are

2.1. Material Characteristics proposed because a
2.1.1. Aggregate significant quantity is
The aggregate used in this study was crushed limestone, as shown in Figure 1. The
gradation of aggregate was within the limits of 0/14 mm size close graded surface course,
produced annually in the
according to PD 6691. The gradation of the aggregate is shown in Figure 2, and its physical UK with an estimated 2.2
properties are listed in Table 1. and 6 million tonnes of
Properties Value Standard granulated blast-furnace
Density- Oven Dried 2.68 Mg/m3 BS EN 1097-6 slag (GGBS) and fly ash (FA),
Density- Saturated Surface Dried 2.69 Mg/m3 BS EN 1097-6 respectively. Accordingly,
Density- Apparent 2.70 Mg/m 3
BS EN 1097-6 it is hoped that wider
Water Absorption 0.4 % BS EN 1097-6 utilization of CBEMs in the
Table 1 Physical characteristics of limestone aggregate
construction of highway and
pavement materials (with
both environmental and
economic impacts) can be
derived from the current
research.

Figure 1 Limestone aggregate size fractions

Figure 2 Limestone aggregate gradation of 0/14 mm size close graded surface course according to
PD 6691

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TECHNICAL PAPER

2.1.2. Bitumen emulsion

A cationic slow setting bituminous emulsion, C60B5, was used to manufacture the CBEMs.
40/60 penetration grade bitumen was used in emulsion production. The other relevant
properties of the selected bituminous emulsion are shown in Table 2.

Properties Value Standard

Black to dark brown
Appearance
liquid
Softening Point (°C) 52 BS EN 1427
Viscosity - Efflux time 2mm - 40°C (s) 15-70 BS EN 12846
Bitumen content (%) 60 BS EN 1428
Penetration (0.1 mm) 47 BS EN 1426

Table 2 Bitumen emulsion properties

For comparison purposes, a HMA has been included in the study. This mix contained the
same aggregate type, gradation and base binder (40/60) as used in the CBEM. The bitumen
content in the HMA was 4.9% as recommended by BS EN 12697:2005 .

2.1.3. Selected Fillers

Four types of filler material were used in the preparation of CBEMs, as shown in Figure 3:
n Natural limestone filler (LF) was used in the control CBEM
n The OPC used in this study was CEM I 52.5R
n FA type 450-S was provided by Cemex
n GGBS was supplied by Hanson Cement Group

Figure 3 Types of selected fillers in this study

2.2. Mix Proportions and Sample Preparation

All samples produced for this study were prepared using the optimum bitumen emulsion
content of 6.75% and the optimum pre-wetting water content of 2.12% of the total weight
of aggregate. Figure 4 illustrates the laboratory manufacturing process for CBEM.

Figure 4 Manufacturing process for CBEMs

20 Asphalt Professional • February 2019 www.instituteofasphalt.org

 TECHNICAL PAPER

The total amount of fillers was fixed at deformation of 7 ± 2 μm. Ten conditioning
5% by total weight of the aggregate. In pulses were applied to the specimens
this study, OPC, FA, and GGBS were used followed by five test pulses. For HMA, the
to fully/partially replace the conventional specimens were conditioned and tested at
limestone filler in CBEMs. The same mixture 20ºC. The ITSM was performed at 3, 5, 7, 14,
proportions were used to prepare four 28, 45 and 84 days. Four specimens per mix
alternative CBEMs with cement and other were tested under the same conditions.
selected fillers as shown below.
n LF-CBEM containing 100% of LF.
n Low OPC-CBEM containing 80%
of LF and 20% of OPC.
n FA-CBEM and GGBS-CBEM containing
80% of FA/GGBS and 20% of OPC.
n High OPC-CBEM containing 100%
of OPC.

Cylindrical specimens were prepared for Figure 6 Configuration of UCCT test

all CBEMs. Mixing was carried out using a
3.3. Moisture Damage Test
Sun and Planet mixer. Thereafter, impact
Moisture damage test is a feature directly
compaction was utilized to compact the
related to the effect of environmental
specimens with 75 blows being applied
condition on the performance of asphalt
to each face.
Figure 5 Configuration of ITSM test mixtures during the service life. Moisture
After compaction, the curing protocol damage modes are potentially serious
followed was such that the specimens 3.2. Uniaxial Cyclic Compression Test problems in a climate such as the UK.
were left in the moulds (in a sealed (UCCT) Moisture damage was evaluated based on
condition) after compaction for 24 h, after The Uniaxial Cyclic Compression Test is the BS EN 12697-23. The test was carried out
which they were extruded. Specimens most used standard mechanical test in the using three sets of specimens:
were conditioned in a thermostatically UK for assessing the permanent deformation n The first set (unconditioned/dry) was
controlled air chamber at 20ºC. This curing characteristics of bituminous mixtures. The tested after curing for 7 days at 20ºC;
temperature was selected as the most protocol for the UCCT test was performed
n The second set (first conditioned group/
conservative approximation to simulate based on BS EN 12697-25. During this
wet) was cured at 20°C for 7 days, after
actual performance of CBEM on site as well test, the repeated load is applied axially
which the specimens were subjected to
as to avoid any early ageing of the binder and consists of a square wave form with
vacuum saturation for 30mins (6.75kPa)
(Serfass et al. 2004, Khalid and Monney a frequency of 0.5 Hz, i.e. a pulse of one-
before being soaked in a water bath for
2009, Ojum et al. 2014). second duration followed by a rest period
3 days at 40°C and finally soaked for
of one-second duration. This simulates slow
3. Experimental Programme 2hrs at 20°C.
moving traffic, which leads to the most
3.1. Indirect Tensile Stiffness Modulus deformation in a real road. Figure 6 shows Moisture damage of mixtures can be
(ITSM) the test configuration of the UCCT (European defined as the loss of strength in a mixture
The curing trends of CBEMs were developed Committee for Standarization 2005b). After due to the effects of the exposure condition.
by monitoring weight loss and stiffness gain compaction, the specimens were cured at The evaluation of durability was measured
over a period of time. The non-destructive 20ºC for 28 days; thereafter they were cured as indirect tensile strength ratio (ITSR) as
stiffness test, ITSM, was selected for in a forced draft oven for a further of 7 days defined in equation (1).
assessing the stiffness of these CBEMs over at 40°C. This curing protocol was selected
a period of 3 months, as shown in Figure 5. to make sure that the fully curing condition
ITSconditioned
was achieved as recommended ITSR = x 100
Following BS EN 12697-26 (European
by Needham (1996) and Oke (2011).
ITSunconditioned
Committee for Standarization 2012), an
impulsive load was applied with a rise-time
of 124 ms, to achieve a target horizontal

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TECHNICAL PAPER

The ITS test involved applying diametric the positive effect of GGBS. Although, it is 4.2. Temperature Influence on Stiffness
compression with a constant deformation known that FA has higher reactivity than Figure 8 presents the CBEM stiffness
rate of (50 ± 2) mm/min to the samples GGBS (Megat Johari et al. 2011), it produced modulus at 28 days under different
between two loading strips, which creates much lower stiffness as well as a lower testing temperatures, namely 5, 10, 20,
tensile stresses along the vertical diametral rate of increase. This may be attributed to 30 and 40ºC. Generally, the stiffness
plane causing a splitting failure. The test the ability of GGBS mixtures to maintain a modulus decreased with an increase of the
was conducted at 20°C using Instron test higher amount of trapped water relative to temperature; the trend is very clear in both
equipment. FA mixtures replacement as well as to the HMA 40/60 and LF-CBEM. However, the

similarity of the chemical oxides (Nassar variation of stiffness decreased with the
4. Result and Discussion
presence of active filler, especially GGBS
et al. 2016). Therefore, this might increase
4.1. Indirect Stiffness Modulus in GGBS-CBEM and High OPC CBEM. This
the efficiency of GGBS in by enhancing the
Figure 7 shows the stiffness gain over might be considered as an advantage in
hydration process significantly.
time for different CBEMs. It is known that terms of performance, potentially making
the monitoring of CBEM properties over At the end, this increase in stiffness at the the material less prone to rutting at high
the curing period is essential in order to early life would be able to reduce the time temperatures.
understand the performance properly. for opening the site for traffic.
4.3. Uniaxial Cyclic Compression Test
The results of UCCT on the different
mixtures are plotted in Figure 9 as the
average of three specimens in each mix.
The incorporation of OPC and other active
fillers resulted in a significant decrease in
the permanent strains relative to the control
mix (LF- CBEM), implying that CBEMs with
OPC, FA and GGBS are much less susceptible
to rutting distress. The improvement shown
into FA-CBEM relative to low OPC-CBEM
is probably rather larger than would be
expected based on ITSM data.

Figure 8 Stiffness modulus of CBEMs at 28 days

under different testing temperatures
Figure 7 The stiffness modulus of studied
mixtures over the curing period

A considerable increase in modulus was

found when all or part of the conventional
filler in LF-CBEM was replaced by other
active fillers. It has been already established
that the stiffness of CBEM is highly reliant on
the removal of moisture from the mixture
as well as the breaking of bitumen emulsion
(Needham 1996).

The rate of CBEM stiffness modulus increases

as the OPC percentage increases. Also, the
rate of increase in stiffness modulus of
GGBS-CBEM is slightly higher than those
for Low OPC-CBEM and FA-CBEM, which all
have the same OPC content (1%), indicating

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 TECHNICAL PAPER

Normally, the standard UCCT test uses

a vertical stress of 100kPa and it is not
common to test at higher pressures.
However, tests at 200 and 300kPa have
been included in the present investigation
in order to give a broad picture of what
would happen if the CBEMs were used as a
surface layer under a high stress level due
to direct tyre content. Under these higher
stresses, the sensitivity of result to mixture
components became particularly apparent.

Figure 10 presents a comparison between

the accumulated permanent strains under
different stress levels, namely, 100, 200 and
300kPa. Untreated mixtures such as LF-CBEM
showed a quite high permanent strain of
Figure 9 The permanent strain in CBEMs under 100kPa stress
3.10% under 200kPa whilst the specimens
were completely damaged under 300kPa.
Also, it was found that incorporating
GGBS had a reasonably good resistance to
permanent deformation particularly under
100kPa relative to High OPC-CBEM.

In conclusion, the findings generally show

that treated CBEMs have an excellent
resistance to permanent deformation under
high stresses, since strain is less than 1%
(Thom 2008). Therefore, treated CBEMs
can potentially be successfully used in the
construction of surface layers for low to
medium traffic volume roads.

4.4. Moisture Susceptibility Test

The results in Figure 11 illustrate the
potential benefits gained from incorporating
Figure 10 Accumulated permanent strain of CBEMs under different stresses
OPC and by-product fillers into CBEMs. It is
clearly shown that ITSR of treated CBEMs
was higher than that for the control mix
(LF-CBEM) and the equivalent HMA (HMA
40/60). However, the equivalent HMA shows
exceptionally lower values than expected.

The higher values of ITSR may be related to

additional activation of cement hydration,
in addition to the high temperature which
would accelerate the hydration process of
active fillers. The results are consistent with
trends noticed in concrete (Lothenbach et
al. 2008) and lead to the conclusion that
CBEMs with FA and GGBS are less susceptible
to moisture damage, and this behaviour
corresponds to the results obtained for
temperature susceptibility (section 4.2). Figure 11 The results of moisture damage for CBEMs

www.instituteofasphalt.org Asphalt Professional • February 2019 23

TECHNICAL PAPER

OPC-CBEM by means of ITSM, UCCT and

resistance to water damage.
n Treated CBEMs were also found to be less
temperature susceptible as the slopes
of stiffness modulus variation were
less than those of equivalent HMA and
untreated CBEM (control mix).
n FA and GGBS treated CBEMs showed less
susceptibility to severe environmental
conditions such as moisture damage.
n Although the new sustainable CBEMs
have shown superior performance in
Figure 12 Fracture surface after moisture conditioning (a) without active filler (LF-CBEM) (b) with
active filler (High OPC-CBEM) terms of stiffness modulus, resistance to
permanent deformation and durability
Figure 12 (a) and (b) show the fracture would like to express his sincere gratitude properties, fatigue characteristics and
surfaces of damaged specimens after ITS to Dr. Nick Thom and Dr. Tony Parry at the skid resistance, a full evaluation needs
testing moisture susceptibility test for Nottingham Transportation Engineering to be carried out in order to get the full
CBEMs. Differences between the CBEMs Centre for their support and supervision. characterisation in the structural design
are found by visual inspection of the of pavements.
6. Conclusions
fracture surface after testing. The fracture
The research work aimed at studying the 7. References
surfaces of LF-CBEM (without active filler)
effect of incorporating by-product fillers with Benhelal, E., Zahedi, G., Shamsaei, E. &
occurred either in the asphalt mastic,
low cement content within CBEMs in order Bahadori, A., 2013. Global strategies
or at the interface between the asphalt
to investigate the production of a durable and potentials to curb CO2 emissions
mastic; no aggregate fractured (Figure
surface course. The investigation was carried in cement industry. Journal of Cleaner
12 (a)). However, for treated CBEM (with
out by evaluating both mechanical and Production, 51 (0), 142-161.
active filler) such as High OPC-CBEM, visual
durability performance of CBEMs.
observations indicate that a significant Eckmann, B., Delfosse, F. & Conan, J.,
portion of the fracture passed through the The conclusions of the study can be 2004. Cold bituminous mixtures for
aggregate particles in the mixture (Figure summarized as the following: surface courses. Proceedings of the 3rd
12 (b)). This might be related to the Eurasphalt and Eurobitume Congress.
n A considerable improvement was
improved adhesion between the aggregate Vienna.
achieved in both mechanical properties
and bitumen due to active fillers in treated
and durability due to incorporation of low European Committee for Standarization,
CBEMs relative to untreated CBEM.
cement content with by-product fillers 2005. BS EN 12697-25 bituminous
The results also showed that the use of such as GGBS and FA. mixtures. Test methods for hot mix
GGBS and FA improved the resistance n Although FA has higher reactivity asphalt. Part 25: Cyclic compression test.
of moisture damage by maintaining compared to GGBS in the presence London, UK: British Standards Institution.
approximately the same values as for High of an activator such as cement, the
European Committee for Standarization,
OPC CBEM and HMA 40/60. Therefore, it replacement of OPC by GGBS exhibited 2006. BS EN 13108-1 bituminous
is recommended to use these materials better performance than the replacement mixtures- material specifications Part
(especially GGBS) to increase the of OPC by FA in CBEMs. This may be 1: Asphalt Concrete London, UK: British
opportunity to use CBEM as a pavement seen in the fact that GGBS mixtures Standards Institution.
surface layer. This requires a relatively low maintained a higher amount of trapped
OPC value (1%) but produces durable and water inside the mixture relative to European Committee for Standarization,
sustainable CBEMs. FA replacement which also may be 2012. BS EN 12697-26: Bituminous
due to similarity of chemical oxides in mixtures: Test methods for hot mix
5. Acknowledgments
GGBS relative to OPC. Therefore, this asphalt. Part 26: Stiffness. London, UK:
The author of this research would like to
might enhance the hydration process British Standards Institution.
acknowledge the University of Nottingham
which has funded this research during, considerably. Gómez-Meijide, B. & Pérez, I., 2014.
his PhD study, between October 2013 and n The replacement of GGBS showed a Effects of the use of construction and
September 2016. Furthermore, the authors good performance comparable to High demolition waste aggregates in cold

24 Asphalt Professional • February 2019 www.instituteofasphalt.org

 TECHNICAL PAPER

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www.instituteofasphalt.org Asphalt Professional • February 2019 25
TECHNICAL PAPERS

asphalt mixtures. Construction and Needham, D., 1996. Developments in Ojum, C., Kuna, K., Thom, N.H. & Airey, G.,
Building Materials, 51 (0), 267-277. bitumen emulsion mixtures for roads. 2014. An investigation into the effects
PhD thesis. University of Nottingham. of accelerated curing on cold recycled
Humphreys, K. & Mahasenan, M., 2002.
Niazi, Y. & Jalili, M., 2009. Effect of bituminous mixesed. International
Toward a sustainable cement industry.
Substudy 8: Climate change (Geneva: portland cement and lime additives Conference on Asphalt Pavements, ISAP

World business council for sustainable on properties of cold in-place recycled Raleigh, North Carolina, USA, 1177-1188.

development) [online]. mixtures with asphalt emulsion.

Construction and Building Materials, Serfass, J.-P., Poirier, J.-E., Henrat, J.-P.
www.wbcsdcement.org/
23 (3), 1338-1343. & Carbonneau, X., 2004. Influence
[Accessed Access Date 01/06/2015].
of curing on cold mix mechanical
Nikolaides, A., 1994. A new design method
Khalid, H.A. & Monney, O.K., 2009. performance. Materials and Structures, 37
for dense cold mixturesed. The First
Moisture damage potential of cold (5), 365-368.
European Symposium on Performance
asphalt. International Journal of
and Durability of Bituminous Materials, Thanaya, I.N.A., 2003. Improving the
Pavement Engineering, 10 (5), 311-318.
University of Leeds, UK, 259.
performance of cold bituminous emulsion
Liebenberg, J. & Visser, A., 2004. Towards Nassar AI, Mohammed MK, Thom N, mixtures (CBEMs): Incorporating waste.
a mechanistic structural design procedure Parry T, 2016. Characterization of High PhD thesis. University of Leeds.
for emulsion-treated base layers: Performance Cold Bitumen Emulsion
Technical paper. Journal of the South Mixtures for Surface Courses. International Thom, N., 2008. Principles of Pavement
African Institution of Civil Engineering, Journal of Pavement Engineering. Engineering London, UK: Thomas Telford
46 (3), p. 2-9. Manuscript accepted for publication. Publishing Ltd.

NVQ Level 3 offers Technicians

appropriate CSCS Smart Card
Increasingly, technicians testing asphalt on in the CSCS card system (gold supervisory The NVQ qualification requires each
site are being asked to confirm that they card) for experienced Laboratory Technicians candidate to be assessed for competence
hold the appropriate level of training and as required for site access to carry out lab by an assessor on four occasions and
experience i.e. that they hold a relevant activities using the smart card process. this will be completed during the week’s
CSCS card. attendance. Completion of the NVQ will take
www.cscs.uk.com/card-type/supervisory/
between 6 weeks and 2 years, depending
All CSCS cards are Smart – They contain The course has been designed in conjunction on the candidate’s prior experience, skills
a chip which stores information on the with Pavement Testing Services (PTS) Ltd and time available.
cardholders identity, qualifications and and Preston College to match the mandatory
training. Site managers can read this qualification stipulated in the competency Upon successful completion of the NVQ,
information using a smartphone, tablet requirements of National Highway Sector membership of the IAT at technician grade
or PC with the Gosmart app installed, Scheme 16 for Technical Personnel involved (Tech.IAT) can be awarded. It is expected
allowing them to instantly record the with the laying of asphalt mixes. the holders of this qualification will attend
cardholder’s information, and be secure IAT meetings to continue their CPD after
Candidates will gain the knowledge and
in the knowledge that the cardholder completion of the course.
practical experience required to monitor
is qualified for the job they do on site.
the quality of laid asphalt. It is held in a The IAT will continuously monitor the
Our NVQ Level 3 in Laboratory and functional asphalt-testing laboratory with quality requirements required for the
Associated Technical Activities offers lectures given by experienced industry laying of asphalt mixes and update the
candidates a qualification that is included professionals. qualification accordingly.

26 Asphalt Professional • February 2019 www.instituteofasphalt.org

 TECHNICAL PAPER

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www.instituteofasphalt.org Asphalt Professional • February 2019 27

INTERVIEW

Laying the ground for new horizons

Peter Hyde, highways services This includes highways condition reports, What are the most exciting developments
director at Tarmac, talks to Dominic data collection with advanced analysis in materials at the moment?
Browne about asset management, and management support in developing Our work with Amey to optimise low
materials and data in the new world a preventative maintenance model to volume asphalt heater technology and
of the new code of practice combat network decline. deliver advancements in bagged asphalt
It also provides guidance about the most materials is significant.
The risk-based approach is now upon us.
appropriate forms of bespoke surfacing This partnership has delivered a new
How can a materials supplier like Tarmac
treatment and help navigating through commercially viable alternative approach
help clients with asset management in
the types of financing options available. to using hot mix asphalt for minor
the new age?
highways defects and utility reinstatements
The introduction in October of the Well- You first teamed up with Gaist and Metis
to increase the quality, efficiency and
managed Highway Infrastructure code of last year. How has this partnership
workability of bagged asphalt while
practice firmly puts a risk-based approach developed?
reducing costs and waste compared to
to asset management at the heart of This service has been going from strength traditional methods.
highway maintenance. to strength. One area where we have The quantity of asphalt required for small
Essentially, local authorities now need experienced significant success is helping hot asphalt patching has traditionally
to ensure they have a clear and robust councils develop successful funding bids. created both supply and quality issues.
understanding of their assets, which We help develop bids that are underpinned
Patching works are undertaken 24/7 and
has been informed by an assessment by a clear understanding of the asset, which
the opportunity to collect small quantities
of the likelihood of failures and what provides greater clarity for local authorities
of asphalt can be restricted. With asphalt
the consequences of these would be. and funders of the cost of renewal.
collected on small trucks in up to three
Tarmac’s end-to-end proposition for asset A crucial part of the process is also helping tonne quantities, there is wastage
management goes beyond traditional councils navigate through the types of associated with cold material, and excess
materials supply and is delivered in financing options available, from challenge material over and above that required for
collaboration with highways data specialist, investment to prudential lending, as well as the scheduled works is normally ordered. As
Gaist, and civil engineering consultancy providing assistance in unlocking additional material temperatures fall, it becomes more
Metis, to cover a wide spectrum of services. funding from the Department for Transport. difficult to spread and compact hot asphalt.

28 Asphalt Professional • February 2019 www.instituteofasphalt.org

 INTERVIEW

Operatives must often take the difficult Inconsistent specification has been a long- As you will appreciate, production figures
decision whether to scrap the remaining term issue in our industry, so a greater are commercially sensitive.
asphalt or attempt to lay the material, standardisation of materials would be
What new ventures are you involved
which can result in inadequately compacted a positive and welcome step forward.
in at the moment?
material affecting long-term performance. At present we can often experience
We are seeing a shifting trend towards
This new on-site heater technology, when challenging situations at the points where
whole-life thinking across the industry,
combined with our pre-packed Ultipatch two authorities’ assets meet.
and this includes the types of products and
Sitemix, aims to eliminate any loss of The specification for the road and footpath
solutions we are being asked to develop
bitumen performance in the mixing and on one side of the road can be different from
and supply.
storage process to deliver fresh asphalt at the other. This results in clear inefficiencies
the point of use, improving its compaction, For example, we have seen an uplift in
in the long-term, both financial and in terms
workability and durability. Investment in the demand for our bauxite-based skid-resistant
of resource, as we have to provide bespoke
manufacturing process for the product has asphalt UltiGrip, which is able to unlock
materials which usually have very similar
also been critical in order to produce a free- whole-life cost savings.
performance.
flowing material partly mixed that can be The material lasts on average more than
Ultimately, a road in one county can be
easily bagged. three times longer than similar surfaces,
the same as one in another, so it would be
reducing the maintenance burden over
What are the most interesting beneficial for suppliers and councils alike
its surface lifetime.
to promote more consistency.
developments in data that have helped
We have seen that improved procurement
companies like yourself, both in terms However, this isn’t to say that some
processes and early engagement between
of your research and in the laying and specialist products are not required in
clients, contractors and suppliers can help to
maintenance of your products? certain situations and necessary for some
applications. A more joined-up approach ensure that supply chain innovation can be
Developed by consulting and process incorporated into projects at an early stage.
would undoubtedly be advantageous for all.
optimisation company Volz Consulting
GmbH, our new BPO ASPHALT software Can you give us a breakdown of your What areas (geographical and business)
allows our teams to plan highways schemes plant in the UK – what you have where, would you like to expand into?
and inner-city projects in meticulous detail and how much it produces? We provide national coverage. Tarmac’s
ahead of work starting on site.
Tarmac operates around 70 asphalt plants recent acquisitions of leading contractors JB
Using GPS data to highlight the full project across the UK as well as having a portfolio Riney and Griffiths have further enhanced our
area including site entrances and exits of RAP hubs and significant recycling highways maintenance and civil engineering
for delivery vehicles, the software uses capabilities. offers in both London and Wales respectively.
inputted surface area values to produce fully
optimised planning documents and work
schedules for people, plant and resources,
enabling waiting times and delays to be
minimised to maintain efficient project
delivery.
Based on the site’s parameters and project
requirements, the software automatically
calculates the time needed for mixing and
loading asphalt at the plant and the number
of wagons required for transportation, as well
as the density of material and the maximum
volume of asphalt that can be laid per shift.
This level of data-led understanding drives
quality and safety improvements and boosts
productivity, which ultimately reduces the
impact on road users.

What is your take on whether there

should be more clear standards and
directions on what materials to use
and where?

www.instituteofasphalt.org Asphalt Professional • February 2019 29

NEW PRODUCT DEVELOPMENT

Aggregate Industries takes on new tandem roller

Aggregate Industries’ Contracting division
has started its introduction of a fleet of
the market’s latest pivot-steered rollers,
ensuring operatives are ‘always facing
forward’ while working on the network
as part of its overall commitment to the
highest health and safety standards
across its sites.

After a trial of BOMAG’s new BW 154

pivot-steered tandem roller earlier in
2018, operators in the business’ Southern
division are now benefiting from the highest
operating comfort thanks to the machine’s
well-defined arrangement and its 270°
rotating seat, capable of manoeuvring
across the full width of the cab.

With a split drum and the absence of an

enclosed front and rear cab, operators
have the ability to always face in the right Shaun Hillier, Southern Area Director piloting SmartBrake – a collaborative
direction for compaction. This not only for Contracting at Aggregate Industries, development of Vision Techniques’ Auto-
facilitates a safer working environment comments: “We’re always actively seeking braking Radar System that’s linked to forward
due to the improved visibility and reduction improved technologies or new ways of and rear facing cameras – on the roller.
in reversing manoeuvres associated with working to ensure that our workforce goes
Mr Hillier adds: “Even though the standard
operating a traditional roller but it should home safely at the end of every day. Those
safety features on the BOMAG 154 are
lead to improved productivity levels as well. operators who have trialled the roller so far
excellent, that doesn’t mean we are resting
have found its manoeuvrability to be second
Fitted with BOMAG’s intelligent compaction on our laurels. People, plant and vehicle
to none and it has exceeded their comfort
system ‘Asphalt Manager’, the roller interface is still one of the biggest risks
expectations due to the vastly reduced
monitors compaction and alerts the roller in our industry, therefore the purchase
levels of vibration within the cab.”
operator when no further compaction is of pivot-steered tandem rollers and the
required. This eliminates over-compaction, Aggregate Industries is rolling out a collaborative development of SmartBrake is
optimising the whole-life performance of complete fleet of eight rollers across its another step towards completely eradicating
the asphalt. It also reduces drum bounce Southern division by the end of the year. the risk of reversing incidents on our sites,
and vibration, lessening the risk of our It is also working with Bomag to further and another way in which Aggregate
operators developing a repetitive strain improve the health and safety credentials Industries is driving a positive change
injury (RSI). of the BOMAG 154, and as such is currently in behavioural safety culture.”

30 Asphalt Professional • February 2019 www.instituteofasphalt.org

 TECHNICAL PAPER

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TECHNICALLY SPEAKING

Technically Speaking
Highways England are on their way to IAN73 uses stiffness and strength, and
producing a full revision of the Design swaps between the two in a rather confusing
Manual for Roads and Bridges (DMRB). manner. It also introduces static stiffness
UKPLG (United Kingdom Pavement Liaison measurement in the form of the plate load
Group) is a liaison group between the test, static and dynamic stiffness moduli are
pavement team (this is not their full rarely the same for road materials and should
title) at Highways England and the rest of never be used interchangeably.
industry, including clients, producers and
The stiffness modulus of a material depends
contractors. UKPLG only cover the pavement
on how it is measured. IAN73 uses dynamic
aspects of the DMRB (Volume 7), as well as
stiffness modulus, meaning that the
the relevant parts of the Manual of Contract
deformation of the material is measured
Documents for Highway Works (MCHW,
under a cyclic or impact load. In cyclic
this also includes SHW).
loading the material is loaded and unloaded
John Booth
The revision is quite comprehensive, and repeatedly (the Nottingham Asphalt
Chair of IAT Technical Committee
HE will be removing a lot of the advice and Tester does this), impact loads are usually
Chair of Western Branch
guidance currently available in the current from a dynamic plate or falling weight
DMRB. deflectometer. The load applied must be especially if, as often happens, the short
www.standardsforhighways.co.uk/ha/ much smaller than the failure load of the term stiffness is a lot higher. It would seem
standards/dmrb/vol7/index.htm material, this makes the LWD a more difficult a fabulous cost saving to use the higher
test on soft soils, though not as unreliable strength, which would reduce the amount of
One of the areas currently being reviewed
as an in situ CBR. It is important when foundation materials needed, but the whole
is the much misunderstood pavement
comparing dynamic moduli that the load point of assessing the equilibrium stiffness is
foundation design. The current version is
times are similar. In foundation design there that the soil may return to that strength after
IAN73/06 (rev 1). The document necessarily
is no issue. construction meaning the foundation would
crosses the boundary between geotechnics
Another tricky part is the geotechnical be under designed.
and pavement engineering. The basic
principle of any foundation design is to assessment. The idea of all UK design guides I’ve mentioned capping a couple of times
make sure that the structure above will be since 1984 is to assess what the stiffness without really explaining what it is and
supported without significant movement. modulus of the soil will be after completion why it’s used. Capping is usually made of
In roads in the UK this is achieved by a sub of the road construction, known as the fairly low grade crushed rock or gravel, it’s
base layer, and possibly a capping layer equilibrium stiffness modulus. In many cases meant to be cheap. It is used on very soft,
underneath, that protects the natural ground this will be different than the stiffness before or potentially very soft, sub grades to protect
(the sub grade) from construction traffic and, or during construction, particularly for fine the sub grade during construction of the rest
ultimately, normal traffic loads. The designs grained soils, like clays, silts, and fine sands of the road. It does make a contribution to
used in the UK are independent of traffic containing clay or silt. LR1132 probably the pavement foundation, but this appears
volume, so the same foundation design is gives the best description of how to do this quite small when doing an analysis of the
used on the M25 as is used on any other assessment. For clays this means simply pavement construction using the required
road. measuring the liquid and plastic limits, computer software. Because of this it can be
actually much easier than doing laboratory tempting for the designer to leave out, or
A major source of confusion is the difference
strength tests. In the UK soils take on a reduce, the capping in favour of a bit more
between stiffness modulus and strength.
wide range of properties and I can’t, in this sub base for example. This is a risky strategy
Stiffness and strength can be defined as short article give a full guide. LR1132 is still as it affects the buildability of the road.
follows: available for download from TRL:
IAN73 is not perfect, and it gives quite a
n Stiffness Modulus is an indicator of the www.trl.co.uk/reports/LR1132 free rein to designers, a good thing in many
tendency for a material to return to its The strength of the soil at the time of respects, but computer modelling does
original form after being subjected to construction, the short term stiffness not take into account the requirements of
a force. modulus, also needs to be assessed as the practical construction. It’s too soon to entirely
n Strength measures how much load foundation design is done using the lowest predict what the new document will look
can be applied to a material before of the short term and equilibrium values. like, but I am sure it will build on the success
it deforms permanently or fractures. This can cause much consternation on site, of IAN73.

32 Asphalt Professional • February 2019 www.instituteofasphalt.org

 SMART TECHNOLOGY

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• 33
Asphalt Professional February 2019
ASPHALT PEOPLE

Jon Taylor
How did you get into the industry? gradually become more and more involved
Completely by accident. Having finished with the project, which has led to other
5 years in higher education, I was opportunities in the meantime.
struggling to find a job related to Industrial What is the worst thing about it?
Mineralogy and Herts County Council were The lack of time to do everything that needs
daft/desperate enough to take me on to be done. I’ve always wanted to have a go
as a Engineering Assistant in Pavement at a PhD, but won’t be able to do this given
Assessment. The great benefit of working the time constraints with work and family
in one of the old County Labs was the commitments. I can just hear my late father
variety of work that one would be given, saying “I told you to do this when you were
so was fortunate enough to spend 3 years in your twenties”. Point taken, Dad.
in Geotechnics as well.
What are your greatest
What do you do now? achievements? (both in and out
I run a small business (OK, it’s just me) of the industry)
essentially providing Asset Management, Setting up on my own, and after a difficult
Jon Taylor Geotechnics and Pavement Engineering first 2-3 years, am now really enjoying life
Consultancy services to the industry. My as an independent consultant, constantly
trying to improve my piano/organ playing
main role is managing the O&M on Newport
and I also enjoy being a Dad and family
Southern Distributor Road (SDR) DBFO
man, if I’m honest.
Born 1966 Contract for Morgan Vinci Ltd. This has been

Education
BSc (Hons) Geology, a superb experience as it has enabled me Would you recommend your job
MSc Industrial to diversify into a broader highways related to anyone else?
Mineralogy, role than previously. I would always advise people to do what
MBA Construction they really want to do with regard to their
and Real Estate What does a typical day look like? job. It was never my intention to work for
School run, catch up on e-mails, get the this length of time in the highways industry,
Work for Vale Civils Ltd
work done, school run etc. Slightly less but if one puts their mind to it, they can be
Since 2011
whimsically, I appreciate still having the successful in their chosen field. The industry
Job Title General Dogsbody chance to visit site on a regular basis, perhaps produces few billionaires, but
IAT Role Managing Editor make decisions and have a significant success is not all about money (says
Twitter Name: @jont_jon involvement in Health and Safety and he through gritted teeth).
Quality Management.
If you could improve the IAT for
What sort of person are you? What is the best thing about it? members, what would you do?
I’d like to think versatile and straight talking The variety of jobs that I deal with in an A message to all members – please get
would be top of the list. Ask my wife and average week. Having been involved involved. Tell us what you want, please
you’ll probably get a different answer (or with the SDR more or less on a full time write some articles for inclusion in the
answers)... basis since 2008, it has been excellent to AsPro. WE WANT TO HEAR FROM YOU!

So you’ve reached the end of this issue of Asphalt Professional. What did you think?
Please contact us if you would like to contribute your thoughts, images, reports, technical papers or have a product
you would like to advertise – email us at [email protected] or via Facebook, Twitter or LinkedIn –
www.facebook.com/InstituteofAsphalt, @The_IAT or www.linkedin.com – look for The Institute of Asphalt Technology in Groups.

34 Asphalt Professional • February 2019 www.instituteofasphalt.org

 ASPHALT PEOPLE/ADVANTAGE

The power to drive landmark projects

At Thomas Bow, breaking new ground is the heart of what we do. Right across the UK, we’re
constructing highly advanced roads, runways, high streets and race tracks – harnessing the
latest technology to deliver specialist projects with outstanding long-term performance.

This year marks the 150th anniversary of our family business. Today we’re proud to be one of the
Midlands' most prominent civil engineering and surfacing companies, trusted with landmark
developments, critical infrastructure and, above all, the hard-earned reputations of our clients.

0115 924 4555

thomasbow.com
www.instituteofasphalt.org Asphalt Professional • February 2019 35