London Asphalt Specification Revision

Version 2
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Edition

LONDONWIDE ASPHALT SPECIFICATION

Guidance on the selection and recommendations
for the use of road surfacing materials

September 2009

Please consider the environment and do not print this document unless you really need to

London Centre of Excellence

London Technical Advisors
Group

Transport for London

LCE, Lotag HMSG and TfL Streets
Guidance on the selection and recommendations for the use of road surfacing materials
Version 2
nd
Edition
Document control sheet
Client: LoTAG / Transport for London Job No: 11412
Project: London-wide Asphalt Specification Project Revision Status 2
nd
Edition
Title: LONDON ASPHALT SPECIFICATION
Guidance on the selection and recommendations for
the use of road surfacing materials and European
Standards for Asphalt

Prepared by Reviewed by Approved by
NAME

NAME

NAME

ORIGINAL
Ian Walsh Andy Simms Rob Penman
DATE

SIGNATURE

SIGNATURE

SIGNATURE

10 Sept. 2009

NAME NAME NAME

DATE

SIGNATURE SIGNATURE SIGNATURE

NAME NAME NAME
REVISION

DATE

SIGNATURE SIGNATURE SIGNATURE

Copyright Jacobs U.K. Limited. All rights reserved.

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This report has been prepared for the exclusive use of the commissioning party and unless otherwise agreed in writing by Jacobs
U.K. Limited, no other party may use, make use of or rely on the contents of this report. No liability is accepted by Jacobs U.K.
Limited for any use of this report, other than for the purposes for which it was originally prepared and provided.

Opinions and information provided in the report are on the basis of Jacobs U.K. Limited using due skill, care and diligence in the
preparation of the same and no warranty is provided as to their accuracy.

It should be noted and it is expressly stated that no independent verification of any of the documents or information supplied to
Jacobs U.K. Limited has been made.
LCE, Lotag HMSG and TfL Streets
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Contents
1 Introduction 1
1.1 General Introduction 1
1.2 Preface to the document 1
2 The new European and British Standards for Asphalt supply and installation 3
2.1 The New European Product Standards for asphalt 3
2.2 The European Standards for Microasphalt and Surface Dressing 7
2.3 The Short List of Asphalt materials for use in Construction and Maintenance 9
2.4 BS 594987, the new British Standard for Transportation and Laying Asphalt 10
2.5 Performance parameters in European Standards 10
2.6 National Highway Sector Schemes 11
2.7 BBA Highway Authorities Product Approval Scheme (HAPAS) 16
2.8 Specifying non-HAPAS Approved proprietary products 17
3 Pavement Design 18
3.1 Introduction 18
3.2 Evaluating existing pavement structure and condition 18
3.3 Defects 19
3.4 Assessing the structural strength of the existing road 25
3.5 Traffic Volume 26
3.6 Structural design and material selection 27
3.7 Selection of surfacing types and thickness 30
3.8 Safety 32
3.9 Sustainability 36
3.10 Surface water and drainage requirements 42
3.11 Aesthetics - surface type and characteristics 43
3.12 Noise reduction characteristics 44
3.13 Innovation 45
4 Surfacing Materials selection 46
4.1 Introduction 46
4.2 Slurry surfacing 46
4.3 High Friction Surfacing [HFS] 47
4.4 Microasphalt 48
4.5 Surface Dressing 48
4.6 Resin bound surfacing 49
4.7 Hot mix asphalt surfacing 50
5 Binder Course Materials selection 56
5.1 Introduction 56
5.2 Stone Mastic Asphalt [SMA] binder course 56
5.3 Hot Rolled Asphalt [HRA] binder course 57
5.4 Dense Rolled Asphalt Concrete binder course 57
6 Base Materials selection 59
6.1 Introduction 59
6.2 Dense Asphalt Concrete base 59
6.3 Hot Rolled Asphalt base 60
7 Summary of selected asphalt layers by Road Type 61
7.1 Road Type 1 61
7.2 Road Type 2 61
7.3 Road Type 3 and 4 61
8 Preferred options for materials selection 62
9 Draft Appendix 7/1 for preferred materials 63
9.1 Surface course materials 63
9.2 Binder course materials [also suitable for regulating] 66
10 Draft Bill of Quantities for preferred materials 68
Appendix 1: Translations of all mixes notified from BS to EN Standards 71
Appendix 2 Summary of relative performance of surface courses 74
LCE, LoTAG HMSG and TfL Streets
Version 2nd Edition 1
1 Introduction

1.1 General Introduction

Based on Gershon Efficiency saving practices, London Centre of Excellence
funded a project to carry out a review of asphalt materials used for highway
construction and maintenance and to make recommendations for a simplified
list. The project sponsors, LoTAG HMSG and TfL Streets approached
Jacobs to undertake this project, which was commissioned through the
Ringway Jacobs Highway Works Maintenance Contract for TfL Central Area.
LB Lambeth project managed this work.

The purpose of the original project brief to Jacobs was:
To review the content of specifications and bills of quantities
submitted by London Boroughs and TfL and to propose a
standardised, agreed list of materials
To encourage optimisation and standardisation of materials which are
durable and economic to procure
To convert all references to British Standards within contract
documentation to the new European Standards for Asphalt
implemented on 1 January 2008.

In addition it was expected that the project would bring the following
additional benefits:
To gain cost savings from the economies of scale and to encourage
competition.
Facilitate business processes, tendering and reduce the cost of
preparing contracts

The sponsors also requested that for the selected materials Appendix 7/1
and Bills of Quantities templates should be provided and Notes for Guidance
on materials selection and use prepared, taking account of sustainability and
safety issues.

During Sept and Oct 2007 consultations took place with LOTAG members
and TfL to finalise the document with a series of presentations,

At the request of LOTAG the document was reviewed, assisted by a
questionnaire of their members. This was completed, with this document, in
September 2009

This Guidance Note uses the agreed list of a standardised and reduced
number of asphalt materials developed from the Review, and provides
guidance on their use in the context of other materials available to specifiers.

The use of a reduced list
of asphalt materials for
highways maintenance is
often cost neutral and in
many cases can deliver
good financial returns

The use of a reduced list
of asphalt materials for
highways maintenance
should provide
opportunities for
improved quality in
manufacture and less
waste

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This document also gives more general guidance on pavement design considerations
and on materials selection. The principal changes to the document in this revision are
related to these aspects.

The referencing system used for surfacing type selection and in the Bill of Quantities
remains unchanged.

1.2 Preface to the document

This Guidance note has been issued for the use of the initial commissioning party
comprising the project board (London Centre of Excellence, LoTAG HMSG, TfL
Streets and LB Lambeth) and its members.

It is laid out in a number of sections to give users ready access to the information they
need to implement the necessary changes to all of their documentation that refer to
Macadam or Asphalt. This could include drawings, existing and proposed scheme and
term maintenance contracts, developer agreements, schedules and the ordering
systems to their contractors.

The specification that underpins most asphalt procurement and installation in the UK is
the Specification for Highway Works [SHW] published by the Highways Agency and
available free of charge by downloading from http://www.standardsforhighways.co.uk/
The SHW is updated from time to time. This Guidance document references the 08/08
update to the SHW Most contracts use the version current at the time the contact is
let, however with long term contracts, a failure to allow for updates to the specification
can lead to significant obsolescence.

Section 2 contains details of the European Standards for asphalt, the EN 13108 series
which replaced the British Standards BS 594 -1 and 4987 -1 in January 2008. All Local
Authority contracts must use these European Standards for their procurement.

Information is supplied on the preferred short list of materials agreed as a result of the
consultation, using the European Standard terminology.

Transportation and laying is covered by a new British Standard BS 594987: 2007,
though the Specification for Highway Works Clause 903 is slightly different in detail, in
particular with respect to the air voids requirements for compacted material and the
treatment of joints

The Guidance makes recommendations concerning the quality of asphalt produced by
asphalt plants and recommendations for audit testing.

Paragraphs have been added describing in more detail National Highway Sector
Schemes and BBA HAPAS and what to do if products do not have independent
assessment

Section 3 considers best practice in Pavement Design, considering the fact that most
is targeted at repairing defects. The relevant documents for pavement design are
iscussed and extracts provided for convenience. The causes of common defects are
identified, i.e. fretting, deformation, cracking; including reflective cracking. Suitable
treatments for these as well as low skid resistance are suggested. The road hierarchy
used in the Guidance Document is outlined. The safety of the surface, especially early
life skid resistance, is discussed and recommendations are made.
Guidance on the selection and recommendations for the use of road surfacing

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Methods of improving the sustainability of maintenance operations are outlined,
including the need to determine and minimise the carbon footprint. Attention is drawn
to the Exchange Carbon Trading Scheme commencing April 1 2010. Aesthetics and
noise reduction have not been ignored.

Section 4 has short updated sections on the options for surfacing materials for
maintenance - Slurry Surfacing, High Friction Surfacing, Microasphalt, Surface
Dressing, Resin bound surfacing and Hot mix asphalt; Thin Surface Course Systems
(TSCS), Hot Rolled Asphalt and Asphalt Concrete. Materials are recommended, using
EN13108 nomenclature, for the three traffic categories, based upon the NRSWA
definitions, Type 1, Type 2 and Types 3 and 4 roads. Thickness examples for overlay
have been provided

Section 5 describes the materials choices for binder course

Section 6 describes the materials choices for base materials and includes cold mix
asphalt

Section 7 provides a summary chart that identifies for each road type the asphalt
materials options and gives them a materials reference

Section 8 provides a summary chart that gives designers various options for surface,
binder and base course selection, using the materials reference.

Section 9 provides Appendix 7/1 information on the materials recommended for use.

Section 10 gives a typical Bill of Quantities for the materials.


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2 The new European and British Standards for Asphalt supply and installation

2.1 The New European Product Standards for asphalt
European Standards superseded the British Standards for Asphalt on January 1
st
2008
This made obsolete: British Standards BS 594-1:2005 Hot Rolled Asphalt, BS4987-
1:2005 Coated Macadam and BS 1447 Mastic Asphalt

The use of British Standards for asphalt procurement by public bodies became illegal
in Summer 2008.

The replacement European Standards are as follows:

BS EN 13108-1 Asphalt Concrete (replaces BS 4987-1)
BS EN 13108-2 Asphalt Concrete for Very Thin Layers
BS EN 13108-3 Soft Asphalt (Nordic countries)
BS EN 13108-4 Hot Rolled Asphalt (replaces BS 594-1)
BS EN 13108-5 Stone Mastic Asphalt (not BBA HAPAS Thin Surface Course)
BS EN 13108-6 Mastic Asphalt (replaces BS 1447)
BS EN 13108-7 Porous Asphalt

They are supported by two standards that relate to Quality Assurance matters

BS EN 13108-20 Initial Type Testing
BS EN 13108-21 Factory Production control [FPC]

These are discussed in Sections 2.1.1 and 2.1.2 below.

The suite of test methods in the BS598 series which supported the British Standards for
materials; have all been superseded by 44 new test methods in the EN 12697 series.
Information on which are used is given in PD 6691:2007 Asphalt - Guidance on the use
of BS EN 13108 Bituminous mixtures Material specifications

Whilst many tests methods are similar to those in the British Standards, some are
completely new. The most significant of these is the new Small Wheel Tracking test,
which uses the equipment familiar to UK Laboratories but uses a different test protocol.
This new method gives values that users of the British Standard will find unfamiliar so a
transition period has been permitted which is almost at an end. There is also a Heavy
Wheel Tracking test for base materials using a test originated in France.

The Wheel Tracking Test is used to ensure adequate rut (deformation) resistance of
surface courses and binder courses.

Work is still ongoing to define values for the Wheel Tracking Rate [WTR] using the
European test protocol in BS EN 12697-22:2003. Until data is validated the test in
BS598:110 is being used. This is referenced in PD 6691:2007. Guidance will be
available on the new specified values shortly


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There are two Classes for wheel tracking in PD6691 Annex C
WTR 1 refers to testing at 45C and is for normal use
WTR 2 refers to testing at 60C and is for heavy traffic as it is more onerous.

The major noticeable change in the European Standards is that the term macadam has
been changed to a name commonplace worldwide, Asphalt Concrete.

The nomenclature for products has been rationalised so that all the essential information
is contained within the product description. For example: AC20 dense bin 40/60.

For completeness Appendix A contains a list of translations for all those materials that
London Boroughs said they used in the data provided by participants to the
questionnaire exercise carried out as part of the project.

The rationalised, short list of asphalt materials recommended for highway construction
and maintenance are given in Section 2.2.

Guidance on where these materials should be used on the network is given in Section 3.
2.1.1 Initial Type Testing
BS EN 13108 standards require the asphalt producer to demonstrate that a mixture
conforms to the detailed specification requirements using procedures known as Initial
Type Testing. This is similar to but replaces, the requirements in Specification for
Highway Works [11/04] Clause 929 for a mix approval for every scheme

The supplier installs the trial site and carries out the required tests; in all cases air voids
after compaction and in addition for design mixtures, deformation resistance, using the
small wheel tracking device. This confirms the target mix design formula, to which
standard tolerances are applied as described in EN 13108-21.

The Type Test Report is part of the evidence needed to prepare a valid CE mark
certificate
2.1.2 Factory Production Control
The Factory Production Control (FPC) requirements set out BS EN 13108-21 are similar
to the long established procedures in National Highway Sector Scheme 14 for the
production of asphalt mixtures with which suppliers are familiar.

The aim of factory production control procedures is to ensure that the mixture is
produced in a consistent way, using the agreed constituents, so that its binder content
and grading reflects the mixture formulation derived from the Type Test Report.

There are different levels of compliance within the Factory Production Control Process
as shown in the table below. Sector Scheme 14 has been amended to conform to EN
13108-21 Operating Compliance Levels [OCL] based upon the results of 32 tests,
together with some additional requirements on permitted deviation for target binder
contents. Temperatures of mixtures is not included in OCL

Operating Compliance
Level [OCL]
Number of tests in previous
32 not conforming
i.e. % non-compliance
A 0-2 < 6%
B 3-6 9% - 18 %
C 7+ >18%

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A consequence of the change is that material quality becomes part of the product
specification. However there is a recognition that materials can be supplied not
complying with the specification. Clients need to take a view on what level of compliance
they are prepared to accept

London plants generally comply with OCL level A. LOTAG and TfL have agreed to add
a clause to make this a requirement.

Appendix 0/2 Additional Clause 901.19

Quality Assurance

Asphalt shall be supplied by CE marked plants operating at OCL level A.

If Clients suspect, or have evidence of, a systematic failure of a plant to comply, this
should be brought to the attention of the Nominated Body (the correct title for the
Certification Body of a CE marked product). If proved to be correct, it could lead to
draconian penalties through Trading Standards legislation. However in order to this a
statistically significant number of test results are necessary which is likely to be
impracticable in the context of Local Authority maintenance schemes, though possible
for large HA motorway contracts

Clients are encouraged to show interest in the quality of material supplied by regularly
seeking data on the OCL of the plants their contractors use to and be prepared to
eliminate plants that persistently do not meet the required OCL. .

Audit testing

Any audit testing of supplied material will need to have a sufficiently large number of
samples to demonstrate that the OCL level is not being achieved. Only then can serious
discussions be carried out with the supplier on a firm basis.

It is suggested that up to 30 samples may need to be tested, for binder content and
grading, to clearly show the Factory Production Control is not working effectively,
depending upon the quality of the plant; the poorer the plant the greater the number
required.

BS EN 13108 does not deal with the subject of acceptance testing as this is a
contractual issue.

Sampling and testing should be carried out by a UKAS accredited laboratory.

Testing of installed material is still a very important activity to ensure the performance of
the road pavement. A UKAS accredited technician should visit or be present on all sites
where asphalt is being laid.

Measuring the laid voids using indirect density gauges, and deformation resistance
measured on cores if specified, are particularly important for fitness for purpose and
durability. Within the Specification for Highway Works [08/08] it is a mandatory
requirement for design binder courses. Specialist calibrated indirect density gauges are
required on thin layers; otherwise this can only be done by using cores taken

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subsequently. This may require traffic management and will leave visual evidence of
coring if carried out after the surface course has been laid.

Monitoring the rate of spread of bond/tack coat, and keeping laying records of truck
deliveries, weather and temperatures of material are all necessary for contractors
compliance with Sector Scheme 16 Asphalt Laying .
BBA HAPAS Approved Thin Surfacing is unaffected by European standards therefore
any current QA regime can continue. With the 5 years guarantee, fitness for purpose
becomes much more significant than any audit test results.
2.1.3 CE marking
The procedures for the evaluation and attestation of conformity
in the BS EN Standards for bituminous mixtures are a formal
process leading to a declaration of conformity in the form of a
CE mark certificate.

As part of the complex procedures for CE marking, each
production plant will be subject to Initial Inspection and
Continuous Surveillance (audit) by a third party Certification
Body with Notified Body status.

All plants and all mixes are now delivered with CE marking

Sector Scheme 14 contains additional details to the requirements in EN 13108-22 to
assist auditors to carry out expert and consistent auditing to maintain a similar level of
quality across the industry

European Standards relate to the performance of a product as manufactured. They do
not cover installation. The quality of installation in the UK is covered by Sector Scheme
16.
2.1.4 UK Published documents

PD 6691 Asphalt Guidance on the use of BS EN 13108 Bituminous mixtures
Material specifications

The European Standards contain details of all mixtures required for roads anywhere in
Europe. The standardisation rules then permit a member nation to select from this large
range to produce a document containing details of the mixtures preferred by that nation

The National Guidance Document on the use of BS EN 13108 is published by BSI as
Published Document PD 6691 and has been drafted to contain all the relevant
information required for specifying and producing asphalt materials. The UK British
Standards Committee (B510/1) contains representatives of all sides of industry who
have carried out this task

PD 6691 includes guidance on constituent materials, performance classes for specified
mixture characteristics e.g. temperature, void content, stiffness etc., as well as a series
of Appendices containing example specifications for traditionally specified UK asphalt
materials.

The materials which are explicitly considered in PD 6691, in view of their importance in
the UK, are: Asphalt Concrete, Hot Rolled Asphalt, and Stone Mastic Asphalt.


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PD 6691 is as much, if not more, relevance to specifiers and producers of asphalt as the
material ENs themselves.

PD 6691 retains some of the traditional BS nomenclature as additional mixture
descriptors for Asphalt Concrete to better describe the grading or texture of many of
those (macadam-type) materials i.e. dense, open, medium (graded), heavy duty etc.

In the case of HRA, the mixture designations have reverted to those used in BS594
before the 2003 revision, removing the % descriptor. For all materials, the small sieve
introduced in 2003 has been removed from material descriptions.

The relevant tables of BS 6691 can be referenced by Clients in documentation and have
been included in the relevant clauses in the updated Specification for Highway Works
(08/08). The references can also be used in Appendix 7/1.

PD 6692 Asphalt Guidance on the use of BS EN 12697 Bituminous mixtures
Test methods for hot mix asphalt

A second Guidance Document, PD 6692, provides advice on the use of the EN Test
Methods for asphalt which are called up by BS EN 13108.

PD6692 lists and gives particular details of the sample preparation and test methods
relevant to UK, as referenced in BS EN 13108 and PD 6691. It is of particular interest to
UK test laboratories.

2.2 The European Standards for Microasphalt and Surface Dressing
BS EN 12271: 2009 specifies a range of categories for properties of Surface Dressing to
enable users to select appropriate limiting values for a wide range of uses, from
footpaths to motorways. The specifier needs to define categories for properties relevant
to the particular end-use of the surface dressing as tabulated below
BS EN 12273:2009 specifies a range of categories for properties of slurry
surfacing and microsurfacing to enable users to select appropriate limiting
values for a wide range of uses from cycle paths to heavily trafficked roads.
The specifier needs to define categories for properties relevant to the
particular end-use of the slurry surfacing and microsurfacing as tabulated
below.
European Standards are not easy to use and the new ENs are complemented
by a new Published Document (PD) 6689 from BSI which gives guidance on
the use of both standards to deliver levels /classes of in-service performance
in the United Kingdom. Customers who use this method of procurement via
for example, SHW Clauses 918 and 922, for these products, should find the
EN with PD 6689 straightforward
The latest date for the implementation of these new European Surface
Treatment Standards is January 2011. From that date CE marking should be
in place and Public Procurers must start using the new standards.
In advance of implementation, a Type Approval Installation Trial [TAIT] has to be carried
out over a period of a year so that visual assessment and macrotexture can be

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measured on the installed product. This enables the acceptable performance categories,
as summarized below, to be placed on the CE Certificate.
This assessment is carried out by the Contractor, provided he has a Factory Production
Control certificate from a Notified Body, to demonstrate he has a Quality Assurance
protocol in place; including design procedures; the TAIT itself need not be inspected.
Different TAITs may be carried out for different end uses, demonstrating the ability of the
contractor to provide performing products for different traffic situations and stresses. The
number of TAITs needed relates to the type of road maintenance contracts the
contractor wishes to carry out. If he only wants to work on footways, just one TAIT may
be sufficient. PD6689 provides guidance on the number of TAITs to cover the whole
network. Because they can be identified in normal contract work, fitted in easily and self-
assessed, the TAIT is not foreseen as an onerous task.
Surface Dressing installers already have Certificated Quality Assurance schemes to
NHSS 13 but some still have yet to organise their TAIT data. The number of certificated
Microasphalt companies is small but growing.
Properties for which information will be provide on a CE Certificate are as follows
EN 12271 Surface Dressing EN 12273 slurry surfacing and microsurfacing

Suppliers can declare No Value Determined if necessay


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2.3 The Short List of Asphalt materials for use in Construction and Maintenance
The list of 17 materials in the table below should fulfil most of the requirements for
construction and maintenance.
The Reference key may be used for pavement construction options, Appendix 7/1 and
Bills of Quantities at the users discretion.
2.3.1 Surface Courses
ST14 HAPAS TSCS PSV XX Macrotexture level 3, 2 or 1
ST10 HAPAS TSCS PSV XX Macrotexture level 3, 2 or 1
S1H HRA 35/14 F surf PMB PSV
50
des WTR 2**+ PCC PSV XX
S2H HRA 35/14 F surf 40/60 PSV
50
des WTR 1** + PCC PSV XX
S3H HRA 30/14 F surf 40/60 PSV
50
+PCC PSV XX
S3A AC10 close surf 100/150 PSV XX
For footways and cycleways
FSA AC 6 close surf 100/150 PSV
50

2.3.2 Binder Courses
Bi1S SMA 14 bin 40/60* des WTR 2**
Bi2S SMA 14 bin 40/60* des WTR 1**
Bi3S SMA 10 bin 40/60
Bi1H HRA 60/20 bin 40/60* des WTR 2**
Bi2H HRA 60/20 bin 40/60* des WTR 1**
Bi3H HRA 60/20 bin 40/60
Bi2A AC 20 HDM bin 40/60
Bi3A AC 20 dense bin 100/150
BiRH HRA 50/10 reg 40/60
BiFC 14 proprietary cold mix to Clause 948
BiFA AC14 dense bin 100/150
2.3.3 Base Courses
Ba1H HRA 60/32 base 40/60***
Ba2H HRA 60/20 base 40/60
Ba2A AC 32 HDM base 40/60
Ba3C 20 proprietary cold mix Clause 948
Ba3A AC 20 dense base 40/60
BaFC 14 proprietary cold mix Clause 948
BaFA AC14 dense base 100/150
* a proprietary polymer modified binder mix may be more appropriate to meet the Wheel Tracking
Rate class [WTR ]
** WTR 1 and WTR 2 refer to the classes of performance given in PD 6691 using the small [UK]
wheel-tracking machine
*** 30/45 pen grade bitumen may be required for major schemes
PSV XX refers to the relevant PSV required for the site. c.f. Section 3.6
S = Surface course Bi =Binder Course Ba = Base Course
1, 2, 3 = road type from the NRSWA hierarchy where the material, should be
F = Footway T = Thin Surface Course Systems followed by aggregate size
S = SMA H = HRA A = Asphalt Concrete C = Cold Mix


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2.4 BS 594987, the new British Standard for Transportation and Laying Asphalt
The specifications in the BS EN 13108 set of European Standards only apply to the
mixture at the time that it is loaded into the delivery vehicle. The methods of transport,
laying and compaction bituminous mixtures are covered by national regulation.

For the UK, BSI has published BS 594987 Asphalt for roads and other paved areas
Specification for transport, laying, compaction and type testing protocols BS
594987:2007 replaces BS 594-2:2003 and BS 4987-2:2003.

The requirements of BS 594987 draw on current best practice and are included in Series
900 of the Specification for Highway Works [08/08].

The requirements for transportation and laying to be in accordance with BS594987:2007
should be inserted into the contract.

The requirements for tack coats and/or bond coats are as described in BS 594987. Bond
coats are now mandatory between all layers. Clause 903 of the Specification for
Highway Works [08/08] contains some requirements that are additional to those in BS
594987. These are intended to reduce the amount of surface water penetrating the
pavement at joints. They include additional binder to be applied at the joint and
additional cores be taken to measure compaction. However these will be accompanied
by some increased cost. They may also be less practicable in a heavily trafficked urban
situation.

It is recommended that Specification for Highway Works Clause 903 is implemented on
current and new contracts except for sub clauses 21 to 26.

Useful information is provided in BS 594987 Table 6A to Table 6D.for the requirements
for the nominal thickness of a layer and the minimum thickness of a layer at any point.
These have been used in this document.

The laid thickness of Thin Surface Course Systems (TSCS) to Clause 942 is critical to
material performance and may mean that a binder course regulating course and/or
milling out of the existing surface may be required. The thickness and requirements for
the size of aggregate and use of a binder course are discussed in Section 3.7.

BS 594987 recommends minimum materials delivery temperatures and temperatures
prior to rolling in Table A.1.

BS 594987 specifies minimum rolling temperatures in Table 8 for HRA mixtures and
Table 9 for designed asphalt concrete mixtures.

2.5 Performance parameters in European Standards
European Standards are based upon the premise that it is the performance of the
product that is important and the product supplier is responsible for carrying out a mix
design to meet the performance class selected by the purchaser from one of the classes
in the relevant standard.

This Guidance Document links the material performance requirements in the European
Standards to the traffic levels pertaining at the site. This option has been chosen for the
heavy and normal traffic categories c.f. Sections 5 and 6.

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HRA mixtures are still to be designed using Marshall Stability and Flow but the Wheel
Tracking test is used to define performance.

HRA Marshall Stability (4 8)kN roughly equates to WTR class 1
HRA Marshall Stability (6 10)kN roughly equates to WTR class 2

For lightly trafficked roads defined as NRSWA Road Types 3 and 4, (which comprise the
majority of the network), recipe mixtures are available for Hot Rolled Asphalt.
However for Asphalt Concrete, whilst these mixtures are available the use of a designed
mix has been generally recommended to ensure consistent performance during
installation.

As the performance parameters are based upon laboratory work, to achieve these in-
service it is essential that materials are installed correctly. SHW Clause 903 together
with BS 594987, and any additional requirements, set the installation standard to be
achieved.

Sector Scheme 16 is the underpinning supplement to ISO9001 to ensure that quality
standards are maintained.

Only contractors certificated to Sector Scheme should be used and they are responsible
for not only their own quality but also the quality of the work of their subcontractors.

2.6 National Highway Sector Schemes
National Highway Sectors Schemes were developed by CSS and HA with the co-
operation of UK Accreditation Service [UKAS], Certification Bodies and Industry just 10
years ago. The principal drivers were that Clients recognised that operating Second
Party QA schemes, such as that for asphalt manufacture, and trying to ensure installed
quality by random inspection and testing were no longer appropriate, when highway
construction and maintenance was being outsourced to long-term contractors who must
be responsible for the installed quality. However the Ultimate Clients still have the
responsibility for highway safety and ensuring value for money which can only be
demonstrated by ensuring durability for a period possibly longer than the term contract.
BS EN ISO 9001 and its predecessor BS 5750 provided the opportunity for Clients to
use independent professional Certification Bodies to provide an audit function of their
Contractors Quality Management System.
The underlying principal is that a good quality system would deliver a good quality
product all of the time.
Inspection and Testing, by their very nature, can only prove snapshots or samples of
product delivery. Testing cannot always be carried out because of site constraints such
as access, because the installation process makes testing impossible or because of the
destructive nature of some tests. It can lead to arguments about the validity of results
especially with CE Marked products. Inspection requires teams of trained and
competent staff for which it can be difficult to provide continuity as workloads fluctuate; it
also blurs the responsibility for quality.
Asphalt is covered by the Factory Production Control [FPC] processes within European
Standards. Additional requirements for the use of external audit by Certification Bodies
of the system and to cover the items not included within FPC e.g. Contract Review and

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detailed training requirements for supervisors and operatives, can be included within a
Sector Scheme, as has happened with Asphalt Production NHSS 14.
System Certification is not a guarantee of quality. It is a mechanism to improve the
chances that good quality work will be delivered. Where a Client is not prepared to
accept any lowering of standards, even inadvertently, he will have to supplement the
schemes with his own Inspection and Testing.
Sector Scheme 13 covers Surface Dressing and Microasphalt. The Secretary of the
NHSS committee responsible is Howard Robinson, RSTA.
Sector Schemes 14 covers Asphalt Manufacture and Sector Scheme 16 Asphalt Laying.
The Secretary of the NHSS committees responsible is Malcolm Simms, MPA.
Suppliers must confirm their registration to an NHSS with schedule of suppliers and
can log their Certification and scope on www.scheduleofsuppliers.co.uk which is
searchable. It should be noted that this list may not be complete and the absence of a
company from that list does not necessarily mean that they are not certificated. If in
doubt ask the company for their certificate of registration and ensure that the relevant
Sector Scheme is clearly referenced in their scope.
Each Sector Scheme Committee meets at least annually to manage the operation of
their scheme and make any necessary changes to the documentation. This could take
account of any feedback, including that from other NHSS, changes in available training
and reference documents and improvements to the scheme as a result of its operation.
Quality Management System Documentation
The Quality Management System needs to contain all the key elements to ensure the
consistent manufacture and installation of a product. These should be familiar to most
people, as BS EN ISO 9001 principles are now widely used by Clients and Consultants.
They may be summarised as follows:
A Quality Plan to set out how the contractor will address all the problems that will
need to be solved during the process of manufacture and/or installation, and may be
generic to the Scheme. It will normally contain a Method Statement for a particular
job.
Documents giving a detailed record of what, when, how, by whom and what with,
tasks were carried out and the results of inspections and testing.
The Clients order documentation and details of the review of these prior to accepting
the order [contract review] to ensure they are practicable, appropriate resources are
available for the tasks and they are possible in the timescale.
The role of management in delivery of the Quality Management System.
The training and competency requirements for staff and operatives.
Policies for procurement and subcontracting.
How non-conforming product is identified and the actions to be taken to correct the
problem and prevent its recurrence.
Details of the internal audit process normally every aspect of the process is
covered over a 12mth period, including site works, by the contractors own auditors.
What the organisation is doing to continually improve the quality of its service to
customers.

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Whilst these are spelt out in general in ISO 9001, it was
recognised that additional guidance was required both for
companies seeking certification to National Highways Sector
Schemes and for their Certification Bodies to ensure a
consistent approach to the certification process. This is
provided in the Sector Scheme Documentation.
Sector Schemes build on the systems-based approach by giving appropriate emphasis
and clarity to key areas within the systems. Specific requirements such as the type and
frequency of quality control testing, compliance levels and corrective and preventive
actions are set out to try to ensure that the systems deliver a suitable level of quality and
consistency. Details training requirements for staff and operatives and also the
knowledge competency of Auditors are spelt out.
The documents can also be use by Contractors QA staff and customers to help identify
particular important features of a scheme.
The Sector Scheme documents can be viewed by using the link below under Sector
Schemes for Quality Management in Highway Works:
http://www.ukas.com/information_centre/Publications/PubsForCBAccred.asp
All the documents for all the schemes follow the same format. They contain definitions
of staff and operatives, jargon definitions and details, clause by clause, of any special
interpretation of ISO9001. They do not repeat any ISO9001 clauses. There follows a
series of Appendices as follows the titles of which are largely self explanatory.
Appendix A - Detailed requirements for the contents of Quality Plans.
This can contain draft checklists
Appendix B Reference documents
This lists the key reference documents e.g. Specifications, BS and EN Standards, trade
and other bodies best practice guidance documents.
Appendix C - Training Requirements and Health and Safety.
It will normally contain details of what knowledge is required, and how and from whom
the training can be obtained. An appropriate level of CSCS Card is mandatory for all
schemes. In most Sector Schemes, including Sector Schemes 13 and 16 a schedule of
competencies has been provided.
Appendix D - Sample record of training and competencies attained
Appendix E - Calibration.
Requirements for all equipment that takes a measurement
Appendix F - Certification Bodies.
This gives details of how to find details on the UKAS website of the Certification Bodies
that provide services to the scheme. A summary list that is updated at quarterly intervals
is contained in MCHW Volume 1 Appendix A
www.standardsforhighways.co.uk/mchw/vol1/pdfs/appendix_a.pdf
Appendix G - The role of the certification bodies and assessor competence.
The Certification Body must be able to demonstrate to UKAS that it possesses and can
maintain the necessary assessor experience and technical understanding of process
covered in the scope of the relevant Sector Scheme. However auditors are expected to

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have knowledge of a very wide range of activities to keep them fully employed. They will
not therefore be experts in the particular field but will, to an extent, depend upon the
supplier/contractors quality plan and method statements. Assessor training modules
have now been prepared to assist with providing adequate knowledge and UKAS have
appointed consultant expertise to help them. An Assessor would normally be a graduate
and/or have an NVQ level 4 or equivalent experience.
The scheme contains a list of the principal points within the process that an auditor
should check and comment upon, this can also be used to guide internal audits.
Appendix H - Organization acceptance and guidelines for new entrants.
This states that only NHSS Certificated companies can carry out the function on the HA
Network. For other customers it may be a contractual requirement. From its inception
CSS as made it its policy that its members will implement Sector Schemes in contracts,
as they come up for review.
Appendix J - Feedback.
Feedback is important on how the scheme is delivering the required customer quality.
However, almost no feedback is being received by the NHSS Committees. This makes
continual improvements and targeting customers particular concerns very difficult.
Supervisory staff are strongly urged to bring to the attention of the relevant NHSS Chair
when they observe things on site that suggest that the scheme cannot a have been
complied with, e.g. clearly incompetent /untrained staff or with no knowledge of the
specified requirements or without CSCS Cards, a repeated need to do remedial works.
Appendix K: The interpretation of certificates issued by Certification Bodies.
This ensures that Certificates show the scope of accreditation of the company and the
locations, both offices and depots from where it is supplied.
Appendix L: Guidance to Clients
This is a new section where the NHSS Committee can explain matters pertaining to
Client implementation of the scheme
Role of Certification Body and UKAS
CBs are organisations assessed by UKAS as competent to carry out the process. They
do this using staff with the minimum competencies listed in Appendix F, who carry out
independent audits of the company, normally so that the every aspect of the quality
system is inspected over a 3 year period. They pay particular attention to the internal
audit reports and test results as these are the main link to actual works. They inform the
company of the minor and major non-conformities they find; these must be addressed
promptly.
UKAS carry out a review of the paperwork produced by CBs, to ensure that it is thorough
and that appropriately qualified auditors have been used. They also carry out
surveillance audits with the CB.
System Certification
System Certification can only be effective if it is adequately robust and is implanted
within the culture of the company. However these are all overheads at a time when
every aspect of a contractors operations is being scrutinised to reduce costs. The
proper planning of the site works, production of contract specific documentation, the
training and re-training of staff, carrying out testing as required at the frequency specified

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in the scheme or specification, the maintenance of Quality Assurance audit teams and
payment to Certification Bodies are all essential activities to demonstrate a quality
installation.
Health and Safety legislation impinges on the need for trained and competent staff and
Corporate Manslaughter legislation can lead to extensive and intrusive police activity if a
road death is contributed to by negligent activities. Absence of the documentation that a
NHSS provides could become a serious matter.
Certification is contractual requirement for most contractors to the Public Sector and
experienced, reputable contractors recognise the benefits in terms of reduced risk and
costs of poorly planned work and remedial works a good system will provide.
A major fear still expressed by certified firms is that some Clients still prefer to buy the
cheapest product even if it has no QA pedigree, or depend on a main contractors QA to
ensure quality. These solutions do not provide any assurance of quality and will not
therefore enable authorities to demonstrate Best Value.
System Certification has also changed the role of Clients supervisory staff. Whilst
watching what operatives do for a short time gives a snapshot of performance, it does
not necessarily ensure work is done well when they are not there. The records taken as
part of the QA system provides this traceability and should be inspected.
Notwithstanding the chain of internal audit, certification audit and overall supervision by
UKAS is still only a sampling exercise and faults, deliberate or inadvertent can still occur
It is important that client supervisors know what are the key activities that affect the
performance and attend site to see that these have been carried out. Assistance with
what these are, is provided un the Checklists in the Sector Scheme Documents available
from UKAS. For asphalt some are listed below. Supervisors should also consider their
role as a Second Party auditor of the quality system, checking that the key elements
have been and have been addressed. Particular attention needs to be paid to the correct
implementation of the Method Statement and the competency of sub-contractors
operatives (if they are not already known).
Key aspects for asphalt installation include:
The material specified has been delivered
Accuracy of layer thickness, taken from painted dips but including local
irregularities
Staff available monitoring temperatures of materials delivered and during rolling
A clean substrate with correct rate of spread of bond coat for the bond coat used
Clean cut edges to previous layers painted with bitumen
Covers set to level prior to laying surface course if at all possible
Materials around covers properly compacted
All rollers on site, with water and working close up behind the paver and rolling
hand laid material promptly.
Staff present to measure air voids, texture depth and rolling straight edge and
keep the laying records up to date


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2.7 BBA Highway Authorities Product Approval Scheme (HAPAS)
The Highways Authorities Product Approval Scheme [HAPAS] was set up by the
Highways Agency, the County Surveyors Society (CSS) and the British Board of
Agrment (BBA) as a National Accreditation Scheme for innovative proprietary highways
related products and systems. The first Certificates for Thin Surface Course Systems
were issued in 1997. Work is currently ongoing for products for reflective crack control
(SAMI).
HAPAS generally does not look after products that are the
subject of British or European Standards. However where
the quality of the delivered product involves a significant
element of installation e.g. TSCS, BBA HAPAS can and
does assess this at audit.
Unlike BS EN ISO 9001, it is a Product Certification Scheme not a system certification
scheme. It is also particularly relevant for products that require a higher degree of
certainty of performance either on safety or durability grounds. This includes High
Friction Surfacing and Permanent Cold Lay Materials
For HAPAS to provide a nationally agreed method of assessment it wasstructured to
ensure that any assessment and Certificate would satisfy key product performance
requirements based on advice from a broad representation of the UK highways industry.
A governing committee was set up, commonly referred to as HITAC (Highways
Technical Advisory Committee), along with several sub-committees, known as Specialist
Groups. SG1 covers High Friction Surfacing, SG2 Overbanding, SG3 Thin Surfacing,
SG4 Bitumen Additives including Polymers Modified Binders, SG 8 Permanent cold-lay
surfacing, SG9 Colour retention of pigmented surfacing, SG10 Coloured surface
treatments, SG11 Grids and stress absorbing membranes.

On occasion, HAPAS is presented with a unique one-off application. HiTAC decreed
that the need for a Guideline in these circumstances is unnecessary although the route
to approval is very similar. The only difference is that a bespoke Assessment
Specification is drafted between the BBA, the manufacturer and ratified by HITAC. This
helps to avoid the lengthy timescales and resource needed to create a Guideline through
a Specialist Group.

HAPAS assessment stages

A HAPAS assessment can be split into 3 key stages:

1 Manufacture and installation
A review of, manufacturing and installation quality controls, generates documentation
needed for Certification audits. Consistency of performance is one of the key attributes
of the scheme. This is achieved by the ongoing post-Certification auditing using
technically expert assessors and testing of samples

2 Performance trials
All HAPAS assessments include both laboratory and site evaluations. The site
performance trial remains a key element of the HAPAS assessment process. For
example in the case of Thin Surfacing the product must show satisfactory performance
for a minimum period of two years on at least 3 separate sites. If this is not available, a
2 year performance trial must be completed. In the absence of an agreed surrogate test
to measure long term durability, this is considered to be the minimum necessary for
HiTAC and Specialist Groups to support a claim on a products performance and
durability.

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3 HAPAS Certificates
HAPAS Certificates contain information that reflects the findings of the BBA evaluation
based on the assessment criteria from a Guideline or an Assessment Specification

Guidance documents and all Certificates are available on the BBA website and
Certificates should be read carefully. They should provide the potential customer with
sufficient information to make an informed choice on whether the product is suitable for
their purposes. Note: If a matter is not referenced in the Certificate then it is unlikely that
the BBA have assessed it.

Specifying HAPAS Approved materials
For all innovative materials, the SHW requires BBA HAPAS certification.

It is possible that a product required for highway maintenance does not have such a
Certificate. A customer might accept the product provided it was contributing to the 2
year Assessment process as the underpinning Quality Assurance and Laboratory work
will have been completed. There may be available a BBA Assessment report givingthe
results of this work.

2.8 Specifying non-HAPAS Approved proprietary products
If the innovative product is unique but has no HAPAS Approval certificate, the customer
has to carry out his own expert technical and quality management assessment,
because if the product leads to an unsafe situation, the Local Authority is still at risk. This
is in addition to the financial loss if premature failure occurs. The likelihood of being able
to obtain redress from the original contractor/installer in the current climate is remote,
despite the apparent rigidity of any guarantees offered.

A typical technical assessment would include the following:
1. Evaluation of the process in theory and based on work elsewhere to see what added
value it gives.
2. Laboratory work done on the material they propose to use in the Authority, with the
parameters set by the Authority and agreed with the supplier. The Laboratory results
provide Type Approval' test data. A UKAS Accredited Laboratory should be used,
even if they are not accredited for the particular test.
3. Trial site agreed to suit the worst case future use and check out the detailed method
system provided.
4. Material from site tested as in 2 to see it the installed matches the Type Approval.
5. Site monitoring against the method statement for issues about installation.
6. Approval given by the Authority for its use more generally where the improved
performance will be beneficial.
Experience has shown that it is essential, with a proprietary product without BBA HAPAS
accreditation, to check out the references provided, and with others who may have used
it but are not quoted, and to get an independent check on in-house data.
In accepting such a new product, time and budget must be allowed for the technical
assessment and for monitoring the installations on site to ensure they conform with the
method statements provided.

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3 Pavement Design

3.1 Introduction
The design of a maintenance treatment requires an evaluation of the
following
Existing Pavement structure condition
Traffic volume, composition, speed particularly with reference
to commercial vehicle and bus flow
Safety surface characteristics
Sustainability and the opportunities to reuse/recycle existing
pavement materials,
Surface water and drainage requirements taking account of
climate change
Aesthetics - surface type and characteristics
Noise reduction

Whilst a complete pavement design guide is beyond the scope of this
Guidance Document, sufficient information has been provided directly
or by reference to enable commonplace treatment situations to be
designed.

3.2 Evaluating existing pavement structure and
condition

The structural design of new roads and areas of widening should be
based on the principles of DMRB Volume 7. This requires assessment
of ground conditions for the design of sub base thickness, with
thickness of bound (asphalt) layers being based on the traffic loading to
be carried.

The standard highway design document for carrying the process
leading to the sub base thickness is HD25/94 Foundations.
This is available in Volume 7 of Design Manual for Road and Bridge
works www.standardsforhighways.co.uk/dmrb/vol7/section2/hd2594.pdf

An Interim Advice Note IAN 73/06 has been published by Highways
Agency introducing a draft replacement to HD 25/94. County Surveyors
Society has agreed that this draft is inappropriate for use on a Local
Authority network and that HD25/94 should continue to be used.

Since the sub base thickness from this design document is designed to
take motorway construction traffic, it is very conservative for typical
road maintenance applications but this is offset by the difficulties of
achieving the same high level of compaction as major works.

The existing structural strength of the pavement should always be
assessed prior to maintenance works in order that the predicted design
life of the pavement can be achieved and value for money obtained.

TRAFFIC
GROUND
CONDITION
SUB BASE
STRUCTURAL
LAYERS
SURFACE
CHARACTERISTICS
EXISTING
PAVEMENT
STRUCTURAL


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For example applying a single Thin Surfacing overlay to a road with observable
structural weakness, is unlikely to deliver bests value in the use of that surfacing

For strengthening existing roads, this is a significantly more complex procedure
which involves an identification of
a) the defect that the treatment is intended to solve and its cause,
b) the overall structural strength of the existing road.

It is extremely unlikely that a road will be scheduled for maintenance
unless a surface defect is visible. Most County Councils now use the
SCANNER device, which measures all the essential surface
characteristics at traffic speed, to maintain an ongoing record of the
state of their principal road network. Computer software is now
available to take this data on a year-by-year basis to generate surface
treatment and budget plans for future years. A typical output from a
SCANNER Survey is shown below.

Red means intervention is critical, amber - likely to required shortly, green - the
road is in good condition.

For individual schemes identified from SCANNER or otherwise, e.g. the Detailed
Visual Survey more commonly used in London, the type and extent of a defect will
often give a very strong indication of the type of maintenance treatment likely to be
necessary .

3.3 Defects
Common defects and suggested treatments are as follows:
3.3.1 Fretting
Deep potholes or fretted areas can present a real hazard to traffic and pedestrians.
Each Local Authority will have a policy a to when a pothole becomes a safety
hazard to traffic and pedestrians.

Fretting is the loss of material from the surface through the effects of trafficking
and/or weather, and is associated with a weakness in the surfacing such as a joint,

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thin layer or poorly compacted area, or material where the surface is oxidised due
to prolonged exposure to the weather. Fretting affects the ride and allows water
penetration through the surface, increasing the damage.

Fretting of the surface of roundabouts and sharp bends can be the result of too
large an aggregate size being used in the Thin Surfacing. Normally a 10mm
aggregate size material is recommended. Thin Surfacing laid in winter is more
prone to early fretting as the surface is more likely to have been insufficiently
compacted. The greater the texture depth, the more prone to fretting is the
surface.

It is strongly recommended that particular attention is given to cutting
back of sufficient material at joints during installation; particularly those
subject to trafficking All joints should be painted.

Fretting may be very discrete and localised, forming a pothole which
can be readily and cheaply patched, but when these are numerous or
when the fretting is more widespread, then resurfacing may be a more
economical and satisfactory solution.

Fretting is not necessarily a deep-seated problem, but can be a safety and political
issue. Depending on how deep it is and the basic causes, fretting can usually be
remedied by inlay of a surface course, with possible inclusion of a binder course
particularly in heavily trafficked or stressed areas.

In the case of Thin Surface Course Systems TSCS and SMA, the increase in
surface texture with time will not be at the same rate as fretting in macadam or loss
of chippings in Hot Rolled Asphalt. Notwithstanding, fretting of TSCS, particularly
near joints, can spread rapidly especially in winter and lead to a requirement for
pothole filling or even replacement.

Monitoring the increase in surface texture by SCANNER may give information on
incipient failure.

Prompt attention by Surface Dressing or Microasphalt should hold the surface and
help prevent further deterioration.
3.3.2 Deformation
Deformation may be broadly considered as two types: wheel track rutting and
general loss of profile by wear.

Wheeltrack rutting, as the name implies, is due to intense loading by
traffic tyres in the wheelpaths, and occurs where there is heavy
commercial vehicle traffic and especially where the vehicles are
travelling slowly. Where traffic is channelled at locations of gateways,
build-outs, pedestrian refuges or bus lanes this increases the risk of
damage; when these are added the pavement strength/ rut resistance
should be evaluated.


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It is often caused as the surfacing or binder course becomes softened by high
summer temperatures and is displaced in the wheelpaths, with consequent heave
to the offside and nearside which may not always be visible. South facing slopes,
which are in full sun in the summer months, can have very high
surface temperatures that soften the bitumen and increases the risk
of rutting. In an unshaded place the summer surface temperature
can be twice the air temperature. This problem will increase with
Climate Change predicting an air temperature increase of up to 5C
which can ,ad to a conseqien siurfce tempwrature increase of up to
10 C.

Deep ruts [>20mm ] can be a safety hazard for motorcyclists. Shallow
rutting may be tolerated provided that the texture is maintained on
high speed roads and water is not collecting in the ruts.

Deformation is readily measured and data is provided by SCANNER
surveys. It is the most important defect in determining best value
performance indicators.[BVPI].

It is important to determine the depth to which rutting has affected the road layers
in order to decide on treatment. This may be carried out by taking a number of
interlocking cores across the affected area and measuring the layer thickness.

Materials made with a hard, or suitable polymer modified binder and/or containing
a high percentage of aggregate, with good mechanical interlock, such as designed
Asphalt Concrete and particularly TSCS, are less prone to deformation than Hot
Rolled Asphalt. This has been taken account of in the recommended materials.
However further increased durability has been claimed by some suppliers of
proprietary products. Purchasers need to be sure the benefit is delivered sufficient
to justify the additional cost.

Increased temperatures make the deformation of binder courses an increasing
probability; it is already clearly evident at many traffic light sites. For this reason it
is recommended that Asphalt Concrete with 100/150 bitumen is not used in binder
courses for Road Types 1 and 2. Rutted binder course can only be resolved by
its removal.
3.3.3 Cracking

Cracking results from overstressing asphalt in tension. The type of
cracking visible at the road surface can give useful clues as to its
cause and the underlying pavement construction and provides
information to assist with any maintenance works.

Cracking may be due to:
a single or small number of load applications by a heavy vehicle e.g. overrun
of an unsupported edge edge cracking,

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repeated load applications by heavy vehicles over an inadequate foundation
e.g. longitudinal fatigue cracking or crocodile/ alligator crazing, generally
associated with vehicle wheelpaths.
thermal movements, as the asphalt contracts in cold weather thermal
cracking this is uncommon in the UK,
reflective cracking where the asphalt overlays a concrete base where the
joints or cracks in the concrete/cement bound material below reflect through
to the surface these are typically regular spaced transverse cracks.
All cracking other than hairline cracking (very narrow width cracking)
is detrimental to the structural condition of a road as it reduces the
structural strength of the layer [ c.f. Table in Section 3.6] and lets in
water. The water can freeze, expand and thus lead to damage
ranging from fretting of the material around the crack to delamination
and fragmentation of the pavement layers with, ultimately, complete
structural failure. In severe cases where the cracking extends through
the full depth of the bound layers, the water ingress can cause mud-
pumping whereby fine material is removed from the sub-base or sub-
grade and pumped to the surface, leading to poor support and
instability to the bound road.

New asphalt is a relatively flexible material, the greater the bitumen content the
better resistance to cracking. However as the bitumen ages under the effect of air
and water, it gets harder, more brittle and more likely to crack. Less permeable
materials and those made with softer binder and/or higher binder content, or a
suitable polymer modified binder are generally more durable. However further
increased durability has been claimed by some suppliers of proprietary products.
Purchasers need to be sure the benefit is delivered sufficient to justify the
additional cost.

For asphalt roads on a concrete base, whether lean concrete or overlaid concrete
slabs, it is hugely expensive and disruptive to reconstruct, and if at all possible the
best and most suitable solution is to leave the concrete in place. Unless it is
obvious, a site survey by coring is essential to identify the type of concrete and the
thickness of asphalt overlying it. If cracked concrete is found in cores assessment
of slab stability and strength may well be justified using Falling Weight
Deflectometer and trial pits may be a useful means of assessing the condition of
the concrete surface.

There are many different types of repair available for cracked roads, ranging from
the simplest and cheapest short-term solutions e.g. sealing the cracks by
overbanding to the most comprehensive, but costly complete reconstruction.
Suitable treatments for reflective cracking

Overbanding by poured or screed sealant.

A hot poured sealant can be poured from a can along the joint.
Alternatively, and better because there is control of the finished width,
an overbanding of hot filled bitumen can be screeded out along the
crack/joint with surface applied grit if necessary. Where the crack or
joint is wide enough the material may flow down and partly fill the void,
but this rarely happens to any significant extent . Overbanding should, if
possible, be preceded by applying a hot lance to dry the crack/joint and

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warm it to assist with penetration of the liquid. The process should be limited to
transverse joints or on longitudinal joints less than 50mm wide, unless the skid
resistance has been verified, as the surface can be very slippery for motorcycles.
This is a short term solution until the material has been worn by traffic.

Overbanding is covered by a BBA HAPAS Certification Scheme and only products
with a certificate should be used. These are uncommon as the requirements are
onerous and few contractors can satisfy them

Use of an inlay joint treatment.

The most effective material is a proprietary modified partly stone filled
mastic asphalt with surface applied chippings - Permatrack H. This is
BBA approved. Other products are under evaluation. The material is
designed to be flexible but have sufficient deformation resistance to cope
with even the heaviest traffic. It is inserted by hand into a milled trench
over each joint, overnight if necessary, and can be trafficked when cool.
For many situations it is the most effective solution although rather slow
and very expensive.

Removal of all or part of the asphalt overlay and replacement with materials
that will be more flexible and elastic.

Appropriate Polymer Modified Binders (pmbs) in the asphalt should not only
improve resistance to cracking but should cracks eventually appear, the material
will be less prone to fretting along the crack.

The current list of materials tested and their performance is given in Section 4.7.1

Not all Thin Surface Course Systems are designed to be crack resistance, some
have been designed to be very rut resistant or retain their high texture depth under
very heavy traffic. Different polymers impart different properties. In general the
greater the binder content the more resistant to cracking is the material.

In addition, cracks in lower layers e.g Cement Bound Bases or trench sides will
inevitably reflect through to the surface. The length of time this takes is largely
dependent on the thickness of overlay material installed, though this can be
extended by the use of a SAMI (see below) and a more flexible binder course and
surface course.

Introducing a stress absorbing membrane interlayer [SAMI] prior to overlay.

This can help to delay the onset of reflective cracking.

Evidence from installations suggests they are very effective for treating reflective
cracking in overlays to jointed concrete where there is good load transfer between
joint.

Clients should consider carefully the costs and practicality of installing such
systems compared with the use of an increased thickness of asphalt that will have
a similar effect.

SAMIs available in UK include:


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Sprayed polymer modified bitumen membrane system with an overlay of fibre
reinforced microasphalt to protect the membrane from construction operations and
use by light traffic - Flexiplast. This is a specialist proprietary system that requires
sufficient area to justify the mobilisation costs

Non- woven Geotextile membranes
These are specialist proprietary systems using Polyfelt PGM 14
Geotextile to protect a sprayed bitumen membrane from construction
traffic. They are too slippery for use by normal traffic. They have
been used in the UK for about 15years and there is some evidence of
effectiveness at delaying reflective cracking

Geogrids, (glass fibre reinforcing meshes)
These are systems of self adhesive meshes of glass fibre laid on a
regulating course or a fine milled surface - Glasgrid. The grid may
have an additional sprayed overlay. The grid needs to be slightly
tensioned to be effective and permit construction traffic. They have
been used in the UK for about 15years and there is some evidence of
effectiveness at delaying reflective cracking.

Combination systems of membranes interlayered with grids are also available.

Crack and Seat

If the concrete is in poor condition, it may be mechanically broken up
in-situ to provide a granular foundation that can be overlaid using a
process sometimes known as Rubbleising. Additional asphalt may
be required to replace the lost structural strength

If the concrete forms slabs of consistent high quality and is
unreinforced, controlled cracking known as crack and seat may be
employed. This retains more of the concrete strength than rubbleising
but requires a substantial size of job to justify plant mobilisation and
testing by Falling Weight Deflectometer. There may also be issues
regarding possible damage to underlying services.

Hot Mix In-situ recycling
This is a system that reheats the joint to a depth of about
50mm with infra-red heaters, the area is raked to close
the crack and a grit applied to the surface to complete
the process (Rhinopatch ) The system in BBA AHAPS
Approved.

3.3.4 Skid Resistance
Visual surveys, SCRIM or GripTester data or accident records can identify sites
that may deficient in Skid Resistance and therefore present a safety hazard.

What action to take in case of a safety hazard is discussed further in Section 3.6.

The appropriate treatment, from those described in Section 4, will depend upon the
presence/absence of other defects, and the causes of the poor skid resistance.


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If the cause is only due to excess bitumen on the surface; e.g. as a result of fatting
up of surface dressing, loss of aggregate from microasphalt, excess bitumen on
the surface of Thin Surfacing/ SMA, or polishing of inappropriately specified
aggregate for the site, short term benefit may be achieved by water jetting or
physical removal; these are proprietary systems.

3.4 Assessing the structural strength of the existing road
Where the surface defect observed is only within the surfacing layers themselves
(as described in Section 2.2), removal of all or part of the affected area, followed by
replacement or application of an overlay, may be carried out without carrying out
an assessment of the overall structural strength.
When significant sums are to be spent on a road it is prudent to carry out an
assessment, of appropriate complexity, to determine whether a strengthening
overlay with or without milling, or a strengthening inlay, would provide improved
durability and value for money.

In most cases where longitudinal wheel path cracking, and particularly
alligator/crocodile cracking is present, it is likely that a full reconstruction or deep
strengthening inlay will be required.

Where the primary fault is surface deformation it may be necessary to confirm
whether this is in the pavement layers alone or structural if this is not clear from
visual assessment.

In such circumstances, a site investigation, probably involving cores but possibly
also supplemented by Falling Weight Deflectometer [FWD] and/or Ground
Penetrating Radar [GPP], will more than justify the outlay in ensuring an
appropriate, durable solution. In combination with cores the former measures
pavement strength, the latter measures pavement thickness, including an estimate
of depth to services.

From cores the thickness and existing strength of asphalt pavement layers can be
measured in the Laboratory using the Nottingham Asphalt Tester ( NAT), the sub
base thickness measured and the sub grade strength assessed using MEXE Probe
or Dynamic Cone Penetrometerer ( but NOT where services are suspected). This
information can be used to determine the feasibility of strengthening within the
same overall thickness or whether overlay or reconstruction is necessary.

Where cracking has all the appearance of reflective cracking surface replacement
alone may be cost effective as full reconstruction may be prohibitively expensive.
However where the cracks suggest inadequate structural strength, for example by
mid-bay or corner cracking, a site investigation as above is recommended,
supplemented by 0.5m square trial holes to expose the concrete enable its
condition and in particular the degree of cracking to be assessed.

Tar

Tar is a carcinogenic binder used in highway construction from the beginning of the
last century to around 1965.
Millings containing tar cannot be reused as granular fill, sub base or in a hot mix
asphalt plant

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Tar cannot be disposed of except to a specially licensed landfill site; this is
expensive.
Where the defects analysis shows that an inlay or reconstruction will be necessary,
a supplementary site investigation must be carried out to determine whether or not
tar is present. This normally consists of two parts, taking cores and using a spray
that changes colour in the presence of tar identify presence or absence. The spray
can change colour for other reasons than tar, so if tar is suspected the relevant
material needs to be sent to an environmental laboratory analysis of the Poly-
Aromatic Hydrocarbons (PAH).
The results can significantly affect the treatment choices for the site and even the
overall maintenance budget. Sufficient time and budget should be allowed for the
site investigation process.
3.5 Traffic Volume
For the purpose of road surfacing design in accordance with this document the
network has been classified using the Road Type described in the New Roads and
Streetworks Act 1991 [NRSWA] prepared by the Highway Authorities and Utilities
Committee [HAUC].
All roads are classified into one of 4 road types and these are available to staff by
means of a Gazetteer. This is used by the Public Utilities [Statutory Undertakers] to
carry out reinstatements to the appropriate technical standard.
The road categories are determined by the number of millions of standard axles
[msa] that will use the road as follows:
Category Traffic Capability - Roads carrying
Type 1 Over 10 to 30 msa
Type 2 Over 2.5 to 10msa
Type 3 0ver 0.5 to 2.5msa
Type 4 Up to 0.5msa
Roads with more than 30msa are out-with this categorisation range and will need
scheme specific calculations.

Where a road on the network has not been placed into one of the above categories
a traffic count of commercial vehicles will need to be carried out over at least a few
hours on a typical day and scaling up the value to a whole day.

Different vehicle types should be translated into standard axles using the wear
factor as shown in the table below, an allowance made for traffic growth over the
design period and the length of the design period i.e. 20 years, or 40 years if
appropriate.

Total standard axles = ( number of vehicles per typical day x vehicle class
x wear factor x growth factor ) x 365 x Design life


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Table 2.3 HD 24/06

Detailed information is provided in HD 24/06 Traffic Assessment. This is available
in Volume 7 of Design Manual for Road and Bridge works
www.standardsforhighways.co.uk/dmrb/vol7/section2/hd2406.pdf .

Where traffic counts are carried out and the traffic is believed to be channelled it is
prudent to multiply the msa by a factor of 2 before placing the road in the
appropriate category. A similar factor of 2 is recommended for slow speed
vehicles (less than 10 mph). It is not necessary to use both factors for slow speed
and channelled traffic. This is particularly relevant where constraints on width are
introduced such as pedestrian refuges and build-outs.

Slow traffic has a much greater effect on the deformation of asphalt than high
speed traffic. This deformation commonly takes place with Hot Rolled Asphalt
surfacing, but is infrequent with TSCS. It can also take place in the binder course
as described above. The effect of slow moving traffic has been taken into account
in the table of recommended materials in this Guideline.

3.6 Structural design and material selection
In 1984 TRRL published Report LR1132, The Structural Design of Bituminous
Roads Powell, Potter Mayhew and Nunn. This research document still underpins
current UK design guidance though further work has been carried out for the
Highways Agency and published in the Design Manual for Roads and Bridges
[DMRB] in Volume 7 as HD 26/06
www.standardsforhighways.co.uk/dmrb/vol7/section2/hd2606.pdf
HD26/06 is intended for the construction and maintenance motorways and trunk
roads with an emphasis on heavily trafficked roads and thick pavements and where
delay costs are a significant component of in the whole life costing of a pavement
solution. This affects minimum pavement thickness where 200mm is required and
design life where 40 years is demanded . This assumption is not necessarily the
case on Local Authority roads.

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The new standard, as one would expect, gives pavement thicknesses about 20
mm thicker than the old, to provide the extra 20 years life, and this increases
construction costs. However the HAUC reinstatement specification still used
designs based upon HD26/01 and these reinstatements have a disproportionate
effect on urban streets
It also includes a relatively new material, EME 2, which requires a very stiff base
which may not be present in a Local Authority road. This requirement is to ensure
good compaction and limit deflections in the EME2 that could cause cracking as
the material embrittles with age. The material replaces HMB35 for HA roads
however this material is still a cost effective material on Local Authority roads and
will become even more useful with increased temperatures
County Surveyors Society guidance is that for Local Authority roads HD26/01
should continue to be used
NB HD26/01 is no longer available from the HA website as the Highways Agency
has superseded HD26/01 by HD26/06: The principal design chart is shown as
follows

There are many roads with less than 2.7msa, the traffic level that requires the
minimum thickness of 200 mm of asphalt. It is possible to reduce the thickness for
lightly trafficked roads below 200mm, using the design information in LR 1132,
which has been used in UK since 1985. This is shown for AC dense bin/base 50
[DBM 50] by the line extrapolation in red down to 1msa, further reductions below
this are possible to 110mm minimum.
The thickness in HD 26/01 are dependent upon the stiffness of the surfacing
material used. The current issue of SHW has reduced these. To use the chart from
HD26/01 with confidence it is necessary to use the underpinning minimum stiffness
values for binder course and base. These are as follows [BS594987 Annex E].
DBM50 S
min1800
HDM S
min 2500
HMB35 S
min 5200
.
These values should be inserted in Appendix 7/1 together with any other site
specific performance requirements e.g. deformation resistance.

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These are initial stiffness values. With time, as the binder ages, the layer stiffness
will increase. This is taken account of in the design process for layer thickness.
Further information is contained in TRL Report 250.
Existing Pavement evaluation
There are many situations where maintenance schemes require strengthening as
inlay or overlay or combinations of both.
A pavement investigation as described in Section 3.4 together with expert analysis
using analytical pavement design techniques will provide the necessary
information.
Put simply, the existing pavement layers have to be substituted with stronger ones
and/or added to, to increase the overall strength of the pavement For example in-
situ cold mix recycling changes a weak unbound granular/cohesive material into a
stronger, bound material.
A cracked layer has considerably less strength than an intact layer, the loss
depending upon the degree of aggregate interlock The remaining strength can vary
between 20% and 80% of the original.
Designed asphalt base and binder course permits stiff and rut resistant products to
be produced. The stiffness refers to the Characteristic Strength in GPa measured
in the Nottingham Asphalt Tester [NAT].
The stiffness of the material is strongly related to the penetration of the bitumen as
given below. However the actual stiffness achieved is also dependent on binder
quantity, the properties of the aggregate used and full compaction being carried
out. For example, one would expect that a mixture made with crushed rock fines
would achieve a higher stiffness than one with sand fine aggregate. However the
former will be harder to compact than the latter. It is also possible to reduce the
binder content and increase stiffness but at the risk of reduced durability caused by
moisture damage and increased problems of workability and segregation of the
material. There are minimum binder content requirements in EN 13016-1 to
prevent very low binder contents.
Layer equivalence
For standard combinations of materials i.e. with decreasing stiffness the closer to
the surface, it is possible to substitute one layer of materials with another
depending upon their stiffness. This concept was pioneered by Asphalt Institute
in USA and is there used in a very sophisticated form
The table below based upon BS 7533-1 gives some equivalence factors that
may be used for commonly experienced materials
For example. 100mm of AC100/150 may be replaced with AC30/45 pro rata as
follows 100/1.32 x 0.95 = 72mm


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3.7 Selection of surfacing types and thickness
In order to limit the number of possible materials the materials tabulated below
have been selected. These should be used as described in the Sections 4, 5 and
6.
The layer thickness are as described in BS 594987 Table 6A Asphalt concrete,
6B Hot Rolled Asphalt and 6D SMA binder course
Thin Surface Course Systems can be laid in the thickness range specified in the
BBA HAPAS Certificate for the particular product. The values below are typical
ranges.
Materials laid greater than 50mm thick are no longer Thin Surfacing and are not
included in HAPAS
Combinations of surface course and binder course
Layers can be combined together as necessary provided that the minimum and
maximum layer thickness is not exceeded.
The thickness of layers selected for inlay will depend upon the existing layers
present. It is good practice when milling either to take out a complete layer +5mm
into the underlying layer to allow for previous laying tolerances, or to not mill
within 15mm of the layer interface so as not to leave a layer of possibly
fragmented material which is unbonded.
Category of Material Material equivalence factor

Suggested Value
Range
Cement bound material 3 and 4 0.7 0.5 to 0.9
Pavement quality concrete 1.7 1.5 to 1.9
AC 30/45 HMB Base / Binder Course 1.32 1.25 to 1.35
AC 40/60 Dense Base / Binder Course 1.12 1.10 to 1.2
AC 100/150 Dense and HRA Base /Binder Course 0.95 0.85 to 1.05
Thin Surfacing 1.0 0.9 to 1.1
HRA Surface Course 0.8 0.8 to 1.0
Cold Mix asphalt storage grade and insitu stabilisation 0.75 0.7 to 1.0
Type 1 [150Mpa] granular sub base material over material
with a CBR of 5%
0.3 0.15 to 0.4
Condition Factors for existing pavements
The equivalence factors above should be multiplied by these to give current equivalence
As new
Slight Cracking
Substantial Cracking
Wide and frequent cracks and fretting
1.0
0.8
0.5
0.2

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Thickness (mm) Course Material
Nominal Minimum **
TSCS 14 35 50 30
TSCS 10 25 35 20
TSCS 6 18 22 15
HRA 35/14 50 45
HRA 30/14 40 35
AC 10 close 30 - 40 25
Surface Section 4
AC 6 dense * 20 - 30 15
SMA 14 bin 30 - 60 25
SMA 10 bin 25 - 50 15
HRA 60/20 bin/base 45 80 40
AC 20 HDM/dense bin 50 100 40
AC 14 close surf * 40 55 35
Binder Section 5
14mm cold mix 40 - 70 35
AC 32 HDM 70 150 55
AC 20 dense bin 50 - 100 40
Base
Section 6
20 mm cold mix 50 - 100 40
HRA 60/32 60 - 150 55
HRA 60/20 45 80 40
* Footway use only
** NB The minimum thickness at any point is to allow for surface tolerance and is not
available to designers.
Examples of some combinations to treat a typical existing 40mm Surface
course and 60mm Binder course are given below.

For an inlay/overlay the use of a Thin Surface Course alone is not
recommended, unless the existing surface is sound and reasonably strong; a
minimum deflection under a wheel of 0.65mm has been found suitable, and has
a reasonable surface profile so that the TSCS thickness is always within the
40mm
60mm
Existing TSCS
6
20mm
TSCS
10
25mm
TSCS 6 +
10 SMA
20mm
20 -50mm
TSCS 10 +
14 SMA
25-35mm
30 -60mm
TSCS 14 +
14 SMA
35-50mm
30 -60mm
TOTAL 100 40 - 70 55 - 95* 65 110*
* Beware of proximity to layer interface

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permitted range. If this is not the case the use of a binder course is strongly
recommended to give the best chance of a durable surfacing
In cold windy weather thicker layers are recommended to help the contractor with
compaction but even so durability is likely to be compromised
Information on appropriate and inappropriate sites for TSCS is given in Section
4.7.1.
3.8 Safety
The safety of a road is a complex combination of a number of factors, of which
the road surface itself is only one.

All crashes are caused by people, and the actions they took, or failed to take. To
a significant extent, this is affected by the visual and tactile information presented
to them. Excessive information, commonly known as clutter, can confuse,
inadequate information leads to wrong decisions.

Engineers can use colour to provide information on the presence of a hazard.
They can also use appropriate surface types e.g. small element paving and
edge details, to make it plain that the road is being shared between vehicle and
pedestrian.

Inappropriate speed can lead to crashes or pedestrian injury, as the driver has
inadequate time to react to the unexpected event. In conjunction with signing,
chicanes, humps, cushions, rumble strips, road markings and similar techniques
on the road surface, can reduce traffic speeds.

The decision as to whether a road surface is unsafe and should be treated, must
be a conscious one, carried out in accordance with the Authoritys Skidding
Policy and implemented in a systematic way that is fully recorded.

The Policy should identify the records to be kept of all the monitoring carried out
to identify the site, the prioritisation process, the surface treatment selection and
the site records that demonstrate that the clients instructions were carried out.

The use of a published policy and good quality record keeping will significantly
help an Authority to defend itself from a potential Corporate Manslaughter charge
should a fatality occur and where the road surface was deemed to be
contributory.

Attention is drawn to the Road Death Investigation Manual published by
ACPO.
[www.acpo.police.uk/asp/policies/Data/rd_death_manual_v2_2004_updated_1
9x04x04.pdf ]
Appendix F of the 2004 version is helpful in describing the kind of
information sought by the Police
Further useful information on how Highways Agency approaches this
issue is contained in IAN 98, available from
www.standardsforhighways.co.uk/ians/pdfs/ian98.pdf


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3.8.1 Obtaining adequate Skid Resistance

The skid resistance of a road surface is a combination of the texture depth
(macrotexture) and the microtexture. The latter can be assessed by the Polished
Stone Value [PSV] of the aggregates at the surface of the road. In the early life of
a new surfacing, the PSV is masked by the bitumen film, which takes time to
wear away. In addition the skid resistance is affected by the contact stress at the
road/tyre interface that is affected by aggregate size and shape.

The texture depth, or surface roughness, helps the tyre tread to disperse
the water away from the contact patch, so that the tyre can grip on a dry
road surface. This macrotexture is more important at higher speeds than
at lower speeds. It is important not to incorrectly specify too high a texture
depth because the layer durability can be adversely affected. This is not
only as a result of the increased access to air and water to the surface but
also the increased risk of loss of surface aggregate, or coated chippings in
the case of HRA, in areas of high braking and turning stresses.

SHW Clause 921 [08/08] contains a table, shown below for completeness,
that describes the minimum new and retained texture depth requirements for Hot
Rolled asphalt and Thin Surfacing, the difference recognises that the loss of
texture depth with time for a TSCS is slower than HRA and precoated chippings

The HAPAS Guideline for Thin Surfacing gives three levels of performance for
the systems as shown below. This is used in accordance with the traffic figures
on the demonstration sites given in the certificate to provide information on the
performance of the system.

[1.3]

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Most systems achieve Level 3 even under the heaviest traffic,
although this may not be appropriate for low speed urban streets
where less than 1.0mm would be preferable, there is no mechanism
at present to set a maximum texture depth.
.
The Polished Stone Value of the aggregate to be incorporated into
bituminous materials must be selected for the appropriate number of
commercial vehicles that use the road and the amount of braking and
turning or the Risk Rating of the site.

Information should also be provided on the hardness of the aggregate
in the surface to prevent damage during construction and ensure
durability (e.g. at small radius mini roundabouts. The aggregates in
Thin Surface Course Systems [TSCS] can be a little softer than in
Surface Dressing or Hot Rolled Asphalt (HRA).

The surfacing material aggregate selection should be carried out
using HD36/06, Surfacing Materials for New and Maintenance
Construction Tables 3.1 (PSV) and 3.2 (AAV). This is available in
Volume 7 of Design Manual for Road and Bridge Works [DMRB ] HD 36/06 at
www.standardsforhighways.co.uk/dmrb/vol7/section5/hd3606.pdf

For each traffic description, a choice of minimum Investigatory Level [ IL] for the
Characteristic SCRIM Coefficient is provided ranging from 0.30 for an easy site
to 0.55 for a high risk site. The Authoritys Skidding Policy will define how these
values are selected for a maintenance scheme, largely based upon wet skidding
accent records from the police. For new schemes guidance including pictures of
typical sites is provided in IAN 98, available from

Recent work strongly suggests that TSCS provides a better Skid Resistance for
the same aggregate source/level of PSV than Hot Rolled Asphalt. This may be
because of the aggregate size or that a greater percentage of the road surface is
covered with aggregate.

It is expected that further advice on PSV selection for TSCS should be available
early in 2010

Where the fine aggregate in TSCS has a much lower PSV than the coarse
aggregate e.g. limestone, this may be detrimental. Further work on these
aspects is in progress.

It is recommended that TSCS should be specified with the coarse and fine
aggregate having the same PSV

Early life Skid Resistance and Horses

Concern has been expressed in the media about the early life skid resistance of
TSCS. There is no evidence that this is inferior to HRA. However guidance has
been published by the Highways Agency as IAN 49 Use of warning signs for new
asphalt road surfaces. This is available from


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A number of Local Authorities do not follow Highways Agency advice but have
published their own procedure in their Skidding Policy document, to overcome
the possible proliferation of signing that may be of limited value.

A worthwhile enhancement of early life skidding resistance can be
achieved by the addition of a small quantity of grit applied to the new
surface whilst it is being compacted. This can readily be carried out
by a gritting box on the vibrating roller

Alternatively, the surface bitumen may be carefully removed by a
proprietary mechanical or water jetting system to expose the
aggregate. Some time may have to elapse before this can be done
successfully; full aggregate exposure is not necessary.

The locations where grit is normally specified is on roads with traffic speeds in
excess of 30mph where the risk rating shows that > 0.45 SFC is required e.g.
approaches to and across junctions. It can be used prior to the installation of
HFS.

Surface applied grit can also be used where a binder course must
be trafficked prior to overlay. Temporary Road Surface and
Slippery Road signs should be erected.

In addition, there are situations particularly on hills where horses
have been known to slip on new TSCS. The application of surface
applied grit is effective in improving the resistance to slipping by
horses and should be considered for any new TSCS on roads
regularly frequented by horse riders.

CSS/British Horse Society Guidance has been published to reduce
the risk of this occurring. Available at
http://www.bhs.org.uk/About_Us/Campaigns/Safety/Slippery_Road
_Surfacing/Slippery_Road_Surfacing.aspx

In order to implement this requirement the following additional clause is
necessary.

Appendix 0/2 Additional Clause 942.17

Surface applied grit
Where required the surface shall be gritted with 0/4 dust free or very lightly
bitumen coated crushed rock fines at a rate exceeding 600gms/m
2
before final
compaction is complete and rolled in. Excess material shall be removed by
sweeping.

High Friction Surfacing

The use of HFS can lead to damage to the underlying road surface.

Guidance has been published by CSS on the Use of High Friction Surfacing

In summary CSS recommends that whilst in the past all High Friction Surfaces
have been 50m in length, more recent guidance has indicated that the High

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Friction Surface should be installed where braking takes place. Typical best
practice guidance suggests the following based upon Highway Code braking
distances
Speed limit length of HFS
(1)

Km/h MPH (m)
32 20 15
(2)

48 30 25
64 40 40
80 50 55
96 60 75
112 70 100

Note 1. The length of HFS has been determined by adding both thinking and
braking distances in the Highway Code on a normal road surface. It therefore
already incorporates a safety factor to take account of the drivers exceeding the
speed limit.

Note 2. HFS should only be provided on 20mph sites when there is a very
hazardous location and evidence of skidding accidents

Note 3 Where tailbacks are commonplace engineering judgment should be used
on the extent of the HFS

Further information on types of High Friction Surfacing is in Section 4.3

Alternative solutions include use of TSCS with PSV >68; or use of Surface
Applied Grit or physical removal of the bitumen as above, and monitor the
surface skid resistance with a Griptester Mk2 within the first month and quarterly
thereafter, depending on the results obtained. It may be that HFS need not be
installed at that location subsequently, depending upon traffic, degree of braking
and an evaluation of risk.

3.9 Sustainability
Sustainability in the context of highway construction and maintenance means
minimising the use of primary materials and the reducing the amount of energy
used in the site preparation, and in production, transportation and laying of the
new material.
3.9.1 Minimising the use of primary materials

There are three ways of achieving this
a) by using less material in total
b) replacing primary materials by recycled and secondary materials
c) using the pavement designs and material with the longest possible
service lives

Using less material in total

Using less materials involves not removing the existing road surfacing if this can
be avoided and using stiffer materials for the maintenance treatment. Stiffer
materials, within reason, can be used thinner as they are stronger, to provide
similar structural contribution. Details of the relative strengths of various
materials is given in Section 3.6 layer equivalence table.

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It should be noted that concrete whilst it is very strong in itself is only as strong
as the joints or cracks in the slabs and this is reflected in the equivalence factors.

Overlay can either be a thick overlay, leaving all the existing road in place, or a
part overlay where for example a rutted surface course is replaced with a new
binder course and surface course.

Where it is intended that pedestrians and vehicles share the
carriageway, for example in streets where delivery trucks attend the
shops at night, reducing the kerb face and overlaying with small
element pavers or asphalt can be an effective way of strengthening in a
sustainable way, provided safety is not compromised. Where the
footway could as a consequence be overridden, measures need to be
put in place with bollards, planters or other street furniture to prevent
this.

A strengthening inlay is particularly appropriate as an alternative to
reconstruction of a cracked carriageway, or where binder course rutting is
present as a result of the soft bitumen or tar macadam used in the past. The
strength of the existing cracked or rutted carriageway can be assessed by cores
and Falling Weight Deflectometer surveys or by expert visual assessment .

With the use of an appropriate polymer-modified binder and proprietary systems,
it is not always necessary to plane down to the concrete where this material
comprises the road base and the lower layers of the existing asphalt overlay are
in sound condition.

The use of Surface Dressing and Microasphalt involve application of only small
quantities of primary materials to the surface and are therefore very sustainable
solutions for the defects they can treat.

Replacing primary materials by recycled and secondary materials

The benefits of reduced energy usage are discussed in Section 3.9.2

Hot Mix

Hot mix asphalt binder course and base can contain a significant percentage of
recycled material; usually about 18% Recycled Asphalt Products [RAP](millings
or crushed rejected or plant mixed material) by mass is added in summer. This
percentage is generally reduced to approximately 10% in winter, as RAP addition
can affect mixture workability.

Greater than 10% addition requires the supplier to increase his quality
control by testing the penetration of the binder in the millings and
possibly making subsequent adjustments to the mix. Up to 50%
incorporation can be carried out without adverse effect, if the plant
technology is available locally to process, heat and mix the millings.

The quality of recycled material in asphalt is codified in EN 13108-8 and called
up in SHW [08/08] Clause 902.


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RAP addition into surface course ( up to 10% ) is possible but requires a large
quantity of millings of known coarse aggregate PSV, as for example may be
available from a motorway contract.

The performance of hot mix materials containing recycled asphalt is identical to
material made with 100% primary aggregate and can be used in the same
thickness.

Warm Mix

There are now number of processes that produced lower energy hot mix
material. These may be based upon an additive with a different temperature
/viscosity relationship to bitumen i.e. they solidify at a particular temperature so
provide low viscosity for mixing but high viscosity at ambient temperature.

An alternative technology involves incorporating a small quality of water into the
hot mixture. As steam it lowers the viscosity for mixing but on cooling the water is
insufficient to detrimentally affect the performance. This process must be very
well controlled and the performance of the resultant mix checked.

Particular attention is required to ensure that the time between the delivery at the
lower temperature and completion of compaction is practicable for the weather
conditions.

A problem with these processes is that the energy saved does not outweigh the
increased cost of the additive and changes to the plant required. The asphalt
produced is therefore more expensive than standard hot mix.

Cold Mix

Cold mix materials are particularly valuable as a sustainable solution as they are
generally made from at least 95% recycled concrete or processed demolition
waste or most commonly processed millings. They can be very sustainable in
terms of energy used and CO
2
emissions (c.f. Section 2.7.2).

The materials are described in Specification for Highway Works
Clause 948. This specification encompasses binders of
Portland cement ( quick setting QH),
Hydraulic binders, pfa, slag, lime (slow setting - SH).
Bitumen with cement addition ( quick setting - QVE), also
known as Structural Grade.
Bitumen with optional lime addition (slow setting - SVE), also
known as Storage Grade.

The first two are rigid materials when cured, and are now readily available. As
they comply with Clause 948 they may also be used for reinstatements without
the need for a trial.

Storage Grade contains foamed bitumen, water and possibly pulverised fuel ash
[pfa]. As the name implies it may be stored for periods up to 3 months. This
grade is particularly suitable for footway base / binder course and housing
development carriageway base. It can also be used for HAUC Reinstatements It
requires a increased thickness of 25% compared to the hot mix asphalt.


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Structural grade is manufactured from the same base material as storage grade
with the addition of a small percentage of cement. It must be used within a few
hours of mixing.

Structural grade is suitable for base course on any road, including motorways
and principal roads. With a suitable thickness of surfacing it may also be used for
binder course on lightly trafficked roads.

Clause 948 contains different grades of material. Class B4 can be used at the
same thickness as Hot Mix material;

The design of pavement thickness using cold mix materials may be carried out in
accordance with TRL 611.

In situ recycling

There are a number of companies that specialise in hot mix in-situ recycling of
surface courses and cold mix in-situ recycling of all surfacing and sub base
layers.

Hot mix in-situ recycling is particularly suited to closing cracks in a surface
course prior to overlaying with a new Thin Surfacing, which can be hot bonded.
Despite reusing 100% of the existing road pavement these processes may not be
as energy efficient as conventional asphalt unless there are savings in haulage if
the asphalt plant is some distance away. (c.f. Section 2.7.2).

Cold mix in-situ recycling is particularly effective as an alternative to full
reconstruction and should always be considered where full
reconstruction is required. In any road where the depth of material to
be removed exceeds 70mm it is necessary to check for the presence
of tar. (c.f.) Section 3.4 ). Cold mix in-situ recycling is an acceptable
way of encapsulating the tar on site so that expensive removal to a
contaminated material landfill site can be avoided.

To carry out cold mix in-situ recycling an enhanced site investigation is
required to determine the thickness and types of materials present and
the depths to services. This is normally done with coring and a Ground
Penetrating Radar (GPR) survey. This permits the feasibility of the
process at that site to be determined. It is followed by a trial pit
evaluation, normally done by the specialist contractor, when the design
has been finalised and prior to works commencing.

Using the pavement designs and material with the longest possible service
lives
Standard pavement design processes in accordance with HD26/01 Volume 7 of
Design Manual for Roads and Bridges had a 40 year design life with
maintenance overlays after 20years. This design document is still the one
recommended for use by Local Authorities.

The thickness of the pavement construction is similar to those that are used by
Public Utilities using the HAUC Specification of June 1992 as they both refer
back to TRRL Report LR1132. However in urban streets, overlay is rarely
possible so a longer life may be justifiable and is frequently used to accept
pavement designs for developments for subsequent adoption.

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For existing streets the continual opening and reinstatement to the old standard
by Public Utilities may negate the benefits to the Highway Authority.

Each Local Authority must take a view on what design life to use.

HD 26/06 does not include HMB35 as base or binder course e.g AC 20 HMB bin
30/45, which some Local Authorities find most useful. The document instead
introduces EME2, e.g.AC20 EME2 bin 10/20.

EME2 is a material similar to Hot Rolled Asphalt but with a special very hard
binder to give it a similar stiffness to HMB35. It is very expensive but has the
advantage of having low voids, not dissimilar to SMA 20 bin 40/60. It must,
however be laid on a stiff receiving layer.
There are concern about embrittlement with ageing leading to cracking problems
similar to CBM base, and with the high carbon footprint

This guidance document has retained HMB for special cases and has not
incorporated EME2
3.9.2 Reducing energy usage.

Energy is used in the transportation of aggregates and binder to the plant,
heating, drying and mixing the hot aggregate with bitumen, transportation to the
site and laying and compaction. There is also the energy used by staff transport.

For many asphalt materials the typical greenhouse gas emissions from their use
is shown in the chart below.


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A more detailed computation programme will shortly be available to more
accurately predict the GHG Emissions (CO
2
e) from the manufacture,
transportation and laying of asphalt. The quantity of CO
2
in hot mix asphalt can
be declared in accordance with an agreed method of evaluation. This will permit
the relative efficiencies of various asphalt plants to be compared.

It may be seen from the chart that the use of cold mix asphalt with primary
aggregate and either emulsion or foam bitumen is beneficial in reducing
emissions. Cold mix in-situ recycling is by far the best minimum energy option
and hence generator of CO
2
for the base layer, as there is no transportation of
materials and no quarry energy to consider

There is an energy calculator available produced for the Environment Agency in
the form of an Excel spreadsheet that calculates the embodied carbon dioxide
(CO
2
) of materials plus the CO
2
associated with their transportation. It also
considers personal travel, site energy use and waste management. It may be
downloaded free from the Environment Agency website www.environment-
agency.gov.uk/business/444304/502508/1506471/1506565/1508048/

The Waste Recycling Action Programme, [WRAP] also have a calculator that
simply considers the material up to and including installation. This maybe
downloaded from
www.aggregain.org.uk/sustainability/try_a_sustainability_tool/co2_emissions.html.

Asphalt manufacturers are rolling out improvements to the energy efficiency of
plants, for example by better insulation, covered storage, reduced friction in
belts and gearboxes, more efficient heating arrangements. However these are
capital intensive and many plants are not currently making the tonnage required
to justify the expense.

The declared value provides the opportunity for customers to select the source of
their asphalt to minimise its carbon footprint

However what is of prime interest is that the asphalt as delivered, has the lowest
CO
2
; transportation, particularly in trucks, is energy intensive. It may be better to
use a local inefficient plant than an efficient plant further away.

Manufacturers of other products; surface treatments such as HFS, microasphalt
and surface dressing, concrete/stone paving products and road marking are
being challenged to provide information consistently and transparently calculated
on the embedded CO
2
e

From April 1st 2010 construction products have to form part of the Carbon
Exchange Trading Scheme. In simple terms, each producer must determine how
much carbon he needs to purchase for the year and buy the credits. Excess
unused credits may be sold, more can be purchased but at a higher price. The
cost of these credits may or may not be passed on to the customer. They will
add about 0.70 /tonne to the cost of asphalt.

Local Authorities must also reduce the amount of CO
2
generated by their
operations. Until recently the electricity used in street lights has been a very
major priority as well as that used in offices. This has beenfollowed by fuel usage
in the Authoritys vehicles. As soon as accurate information is available, the
maintenance activities themselves can be added and the CO
2
involved is
considerable.

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As Microasphalt and Surface Dressing generate perhaps only 10% of the CO
2
of
hot mix, a maintenance department can reduce its carbon footprint by amending
their maintenance programme. Whilst this can be of short term benefit it is still
necessary to consider if this is best value and whether it is in the Authoritys
interest to defer more carbon intensive treatments to a time when the Cost of
Carbon is likely to be significantly greater than now.

3.10 Surface water and drainage requirements
Hot Rolled Asphalt is almost completely impermeable when new, unlike Thin
Surfacing [TSCS] or SMA which are designed to be porous so that water can
move easily from beneath the tyre/road contact patch. This means that if excess
water is to be prevented from reaching the more vulnerable base and foundation
layers an impermeable layer must be introduced beneath the surface course.

Current BS 594987 bond coat requirements are being and simplified but these
are much more copious than the thin tack coats used in the past. Bond coats
shall be used between all layers

TSCS are laid on a bond coat that is part of the system. This rate of spread may
not be sufficiently high for the binder film to act as an impermeable layer.

Clients are recommended to ask the Installer for a method statement that will
incorporate the minimum requirements of BS 594987 for all layers including
beneath TSCS

An SMA binder course is strongly recommended for use beneath
TSCS and has been used in this document. This will have the added
benefit of permitting a thinner surface course and will also contribute
to improved transverse and longitudinal profile.

Where resurfacing is to take place, it is very prudent to review the
current drainage of the carriageway or area as part of the planning
process.

Areas identified by the Environment Agency as likely to flood regularly and areas
of water ponding, particularly in wheelpaths, are very detrimental both to the road
surface and to the adjacent footway, boundary walls and fences as a result of
spray from passing vehicles. These areas can be recognised by and included
within the SCANNER survey interpretation.

Where these wet conditions cannot be otherwise alleviated it is recommended
that a Hot Rolled Asphalt Surface Course is used to improve long term durability
of the pavement

Gulleys need to be sited at the low places taking account of surfacing tolerances.
If necessary linear drainage may be appropriate. Linear drainage also provides
an opportunity to drain the TSCS.

Climate change estimates state that road drainage will have to cope with 20%
greater rainfall volume than currently experienced. Where new roads are being
considered or major reconstruction works planned such increased volumes
should be taken into account in storm sewer and gully design.

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SUDS continues to be a challenge for trafficked roads, as water penetrating the
road surface will reduce the durability of asphalt. The foundation and sub base
layers must be designed to be wet
.
As a result of the inevitable clogging, ongoing maintenance of SUDS and the
liability for it must be addressed.

Whilst Porous Asphalt is included in the European Standards, the porous materials
used in SUDS applications are proprietary products that form part of the systems
marketed by the companies and lengthy guarantees should be demanded.

For highways (as against public and private car parks), methods of attenuating run-
off which do not depend on permeable pavements are preferred.

3.11 Aesthetics - surface type and characteristics
In urban areas, aesthetics are particularly important and significant
funds are often allocated to environmental improvements.

Landscape architects and urban designers tend to prefer concrete
pavers, bricks, stone setts and slabs rather than asphalt. These can
be designed and used successfully by both vehicles and pedestrians.

However it is strongly recommended that a knowledgeable pavement
engineer provides advice on modular paving at as early a stage as
possible, as inappropriate and unsafe materials selection and
installation is very common.

The BS 7533 Series provides best practice design and installation
guidance for the whole range of these products. Using this guidance,
and taking due account of Statutory Undertakers activities, an
extremely durable surface can be achieved that can justify the initial
high outlay.

Red coloured asphalt is made with standard bitumen and red
pigment, but a wide range of colours is available using clear binder
and natural aggregate. This can look extremely attractive instead of,
or in combination with paving units. The PSV of red aggregate may
be less than desirable, but these have been used for many years
without significant accidents occurring.

Microasphalt is a surface treatment that is available in a number of
colours. It is particularly suited to footways, cycleways and lightly
trafficked roads.

Surface Dressing normally uses grey natural aggregate but it can be
carried out using a red aggregate, provided the binder/aggregate
affinity is checked. It can also make an important visual contribution to
safety and by improving skid resistance. The binder/aggregate affinity
should be checked by testing

Coloured resin bonded surfacing is available, normally red but blue
green and blue are also available. When it incorporates calcined
bauxite aggregate this has a very good skid resistance. However the

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longevity of the coloured coating to the bauxite depends on traffic levels and can
be very short.

Some products are available that use the resins as a binder
incorporating natural aggregate to form a resin bound (encapsulated
system). These can have the appearance of an asphalt concrete to
create a layer up to 50mm thick and are made as hot mix or are laid
cold as a surface treatment up to 3mm thick, in which case they
have the appearance of a road marking product. Highway and
Footway grades are available

Imprinted surface treatments are available that provide an acceptable alternative
ot concrete blocks and paving flags. These are thin layers so can
overlay an existing sound base or better be applied to a HRA
support course. These are especially valuable where the Client
demands paving flags but vehicular overrun cannot be prevented .

Guidance on streetscape design has been published by TfL
available on
http://www.tfl.gov.uk/businessandpartners/publications/4858.aspx

3.12 Noise reduction characteristics
The noise emitted by a vehicle travelling along the road is a combination of a
range of factors; engine, transmission, exhaust, wind as well as tyre/ road
interaction. As speeds increase the tyre / road interaction increases as a
proportion of the total and becomes the largest factor above 25km/hr.

Tyre/ road surface noise is primarily generated by the
tread distorting and by vibration of the tread and side
walls as the tyre passes over the road surface

Rough surfaces (high macrotexture] created by the
use of large aggregate at the tyre/surface interface
generate significant noise; small aggregates much
less. In addition Thin Surface Course Systems have
texture depth [macrotexture] generated by voids in
the surface layer, these absorb some noise so they
are quieter than equivalent non porous materials [e.g.
Surface Dressing, Microasphalt and Hot Rolled
Asphalt] for the same aggregate size.

The BBA HAPAS system quotes a number known as Road Surface Influence
[RSI] This gives the number of decibels [dB(A)] that a road surfacing material is
quieter than HRA. HRA was the standard product when BBA HAPAS for Thin
Surfacing was developed.

Typical values are -3 dB(A) to -5 dB(A). 3 dB(A is very noticeable to a
bystander. There are also benefits in reduction of noise within the vehicle


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Recent work in an urban area has demonstrated and conformed that the use of a
Thin Surface Course System with a 6mm aggregate laid 25mm thick generated
a saving in noise of 5.9 dB(A)

A programme has been developed based upon this and traffic figures that can be
applied to any road treatment proposal to give the number of people that will
benefit from such a surfacing . For presentation to Members this has been
displayed visually as follows

3.13 Innovation
Innovation and innovative products have a significant role to play in improving
best value to customers and public satisfaction with outcomes, whether in a
surfacings aesthetics or its durability.
.
The core list of asphalt materials given in Section 3 sets the basic standards for
the performance of a standard material for that location in the highway.

There could nevertheless be opportunities for proprietary products that claim to
provide some added benefit, although these will probably not have the track-
record of the standard materials, nor should the claims be taken at face value.
How these should be addressed is detailed in Section 2.6 and 2.7
5.5dBa
quieter
Range reflects
different surface
porosity
Regression Equation:
Relative change in traffic noise level, RSI
H
= 11 Log
10
(Agg
max
) - 16 dB(A)
R
2
= 0.6722
-10.0
-9.0
-8.0
-7.0
-6.0
-5.0
-4.0
-3.0
-2.0
-1.0
0.0
0 5 10 15 20 25
Maximum aggregate stone size, Agg
max,
(mm)
R
e
l
a
t
i
v
e

c
h
a
n
g
e

i
n

t
r
a
f
f
i
c

n
o
i
s
e

l
e
v
e
l
,

R
S
I
H
d
B
(
A
)

Version 2
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4 Surfacing Materials selection

4.1 Introduction

The surface course is the layer in the pavement with the most
complex set of criteria to satisfy.

It must
resist rutting
resist cracking if overlaying a cracked but otherwise
structurally sound base
be skid resistant
be durable
be smooth
provide a quiet surface when used on higher speed roads
be aesthetically satisfactory
be capable of being laid safety in all localities
be able to be laid swiftly when necessary to reduce traffic
disruption
be suitable for new works and maintenance activities
offer value for money

This guidance is intended to provide information that can be used
in conjunction with consideration of these and wider issues to
assist engineers select the most appropriate surfacing option.

The materials choices are arranged in order of increased
thickness

The information is also summarised in tabular form in Appendix 2

4.2 Slurry surfacing

This is an extremely economical way of restoring the surface of
footways, pedestrian areas and cycleways.

With thicker versions, small defects e.g. shallow potholes, open
texture, cracking, can be covered. Thinner versions are best
considered as paint.

Slurry surfacing is available in a wide range of colours and so can
be used for delineation

It can be laid by hand in small areas or by small machines that
can lay narrow widths

Since it is so thin, milling is not required.

Durability in carriageways can be low therefore it is unlikely to
provide value for money in these locations despite its cheapness.
Microasphalt should be considered

The materials selected for
the maintenance of a road
will take account of the
following
the defect (s) to be
rectified,
priorities and funding,
sustainability and
durability,
site traffic conditions,
time of year,
environmental
considerations,
value for money
customer preferences.

Slurry Surfacing

High Friction Surfacing

Micro asphalt

Surface Dressing

Resin bound surfacing

Hot mix asphalt

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4.3 High Friction Surfacing [HFS]

HFS is a veneer treatment applied at situations where high resistance to skidding
is required.
The systems comprise a resin binder which also acts as an adhesive
for the fine single-sized calcined bauxite aggregate. This is very hard
and has a high Polished Stone Value. Cold applied resins include the
traditional epoxy material, polyurethane and the more recent Methyl
Methacrylate [MMA]. Hot applied thermoplastic resins include tall oil
also used in road markings
Cold applied resins are installed as continuous film of glue sprayed by
machine or squeegeed out, onto which the aggregate is broadcast.
Cold and hot applied materials can be applied as a mixture of resins
and aggregate screeded out in strips or squeegeed over the surface
If necessary the surface is swept of loose material and again after 24 hours.
The Client should agree with the installer the ongoing regime of sweeping to
keep the road free of debris that could present a hazard to motorcyclists,
normally this is at least 30 days.
Calcined bauxite aggregate has either a grey or buff natural colour.
HFS can be coloured through pigmentation of the binder and coating
of the aggregate, but the colouration of the aggregate can be short
lived as traffic action removes the pigment to expose the natural
colour of the calcined bauxite.
All material should come with a BBA HAPAS Certificate as described
in section 2.7 that demonstrates its performance
HFS should last at least 5 years; there is increasing evidence that the cold lay
materials are more durable than the hot screeded mixtures.
HFS is relatively expensive and should only be applied to a sound road surface,
not only as it would be uneconomical and wasteful if structural maintenance is
required soon after, but also because HFS transmits high horizontal stresses to
the underlying surfacing, which can quickly develop cracks particularly if it is
aged or unsound.
Most Local Authorities have safety policies setting out where to use HFS,
normally on approaches to pedestrian crossings, traffic lights and roundabouts.
These should be kept under review so that the material is not used un-
necessarily. The recommended length of HFS are given in Sections 3.8.1
It is now generally accepted that HFS can be applied soon after a new TSCS has
been laid. Advice is being prepared by RSTA.


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Resin bonded surfacing
This type of surfacing uses similar resins and techniques to HFS but uses
natural aggregates to provide a long lasting coloured surface even after
wear.
The surface does not have the high friction characteristics of HFS but skid
resistance more related to the PSV of the aggregate used.
It is very suitable for gateways, cycleways and other areas of
carriageway or footway where colour is helpful for delineation or safety. A
wide range of colours is available.
The application in winter can be expensive as the road needs to be free from salt
and dry. Curing times can be lengthy requiring traffic management.
4.4 Microasphalt
Microasphalt is a superior slurry surfacing that usually contains a
polymer modified binder to improve cohesion of the mix and adhesion
to the surface.
It may be specified using the parameters in EN 12273 shown in
Section 2.3 using the guidance in PD 6689
It is mixture of bitumen emulsion, cement, aggregates and additives. It may
contain coarser aggregate (6mm) to enable a thicker application, and fibres to
improve wear and crack resistance. Some shedding of fine aggregate occurs
and it should be swept after a few days.
It is available in a range of colours, typically green and red, using natural sands
and aggregates.
It can be used for regulating of ruts, shallow potholes and trench
reinstatements. Some adjustment to ironwork may be necessary for
thicker applications.
It is well liked by the public on account of the speed of laying and
smooth texture on completion.
It has an extended laying season from around March to October.
It is suitable for a wide range of traffic especially urban streets and the
rural network, except in locations with very sharp turning and braking
where wear and polishing could be a problem. Some materials are
very stiff and are primarily designed for rutted heavily trafficked roads,
whereas others are more flexible and crack resistant.
Clients should ensure they are aware of the strengths and weaknesses of the
particular proprietary systems offered
4.5 Surface Dressing


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This is an extremely economical way of restoring skidding resistance and sealing
the surface but, as with slurry surfacing and HFS, it is a purely cosmetic surface
treatment that does not improve structural strength.

It was traditionally known as tar and chip due to the process being
the successive application of chippings spread onto a previously
sprayed binder. Tar is no longer permitted for Health and Safety
reasons and has been replaced with bitumen emulsion. The new
dressing is then rolled and the excess aggregate swept before
opening to unrestricted traffic. The binder can be unmodified, or
polymer modified in two grades; intermediate and premium. These
have improved grip with the chipping adhesion and tensile strength.
Best practice means that windscreen and bodywork damage should no longer be
significant issues. Traffic delay during installation and in early life can be reduced
and good design can reduce tyre noise.
Designs should be based upon Road Note 39 [6
th
Edition] and the quality of
installation covered by the National Highway Sector Scheme 13A; details of this
can be downloaded from the UKAS website
www.ukas.com/information_centre/publications.asp
Many Clients prefer to specify a performance or proprietary Surface Dressing
from their contractor, where a performance guarantee is provided, normally in the
form of a maximum limit to loss of surface texture and/or chipping loss.
Performance dressing is specified in Specification for Highway Works Clause
922. Design is then the Contractors responsibility.
From 2011 performance surface dressing shall be specified using the
parameters in EN 12271 shown in Section 2.3 using the guidance in PD 6689 .
However SHW Clause 922 contains similar requirements but it includes a
requirement for a performance guarantee
Surface dressing can only be carried out in the suitable weather in the summer
months, and therefore requires forward programming, including measuring the
road hardness the season before and advance patching where necessary.
It is suitable for all road categories except those with high volumes of braking and
turning traffic.
The availability of premium emulsion binders has now made the use Surface
Dressing suitable for residential locations. Previously problems have been
experienced due to the risk of bitumen being carried into adjacent properties by
pedestrians.
The use of multiple surface dressings as a regular treatment can build up a thick
layer of soft material. This issue will become more important as surface
temperatures increase with climate change. It can on;ly be addressed by removal
and replacement.
4.6 Resin bound surfacing
Resin bound surfacing is a mixture of clear or pigmented resin binder and natural
aggregates. It can be manufactured cold on site, or off-site in a hot-mix asphalt
plant. The colour of the aggregate gives the principal colour of the layer

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It is used as a decorative surface as an alternative to stone or clay paving, in
areas where a high quality of surface finish is required especially where traffic
may be too heavy for rigid products.
Resin bound surfacing materials are all proprietary products with
different characteristics. Some are soft and flexible for use on weak
footpaths; others are very strong and some are brittle. Binders can be
clear or pigmented to suit the aggregate and application.
They are very expensive and users should ensure they have seen
real installations typical of the traffic loading anticipated. The amount
of traffic in the companys sales brochure gives an indication of the
usage but not necessarily of the colour.
4.7 Hot mix asphalt surfacing
There are three types of surfacing products in use in the UK Thin Surfacing, Hot
Rolled Asphalt and Macadam (now known as Asphalt Concrete).
4.7.1 Thin Surfacing Course Systems
Research has shown that two different forms of thin surfacing are being used,
HAPAS Thin Surface Course Systems (TSCS) and generic Stone Mastic
Asphalt (SMA).
Generic SMA is either delivered to no quoted specification or to one
produced in the early 1990s, before BBA HAPAS products became
available. The principal problems with these concern the liability for
failure and where skidding accidents occur, especially those leading
to a fatality.
Some TSCS failures can be addressed during the contract
maintenance period but this period should be far less than the life of a
surfacing.
A good thin surfacing should be largely defect free after 5 years and for many
HAPAS TSCS installations this can be over 10 years.
However where a TSCS is applied to a poor substrate or in cold, windy or wet
weather durability will be compromised. Lives as little as 2 years have been
experienced. Installers should identify such sites at Contract Review stage and
make their concerns known to the Client
In a case with a fatality one of the questions asked during the police
investigation under the Police Road Death Investigation Manual is
whether best practice was adopted. C.f. Section 3.8.
Generic SMA is not best practice as controls on quality of supplied
materials and on laying are less onerous than with BBA HAPAS
products. For example, early life fatting up and loss of skid resistance
and texture depth is more likely.
Better products come at increased cost, however this should be very
small and more than offset by the transfer of risk to the Contractor with

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reduction of risk to the Authority, as well as improved consistency of performance
and durability.
TSCS complies with Highways Agency Specification for Highway Works Clause
942 and has important safeguards compared with SMA.
In particular the performance, for example regarding loss of texture depth, which
can directly relate to surface skid resistance, has been assessed on sites under
strict controls over at least a two year period by BBA.
If specified by reference to the Specification for Highway Works Clause 942.14
using Appendix 7/1, the performance is subject to a guarantee period of 5years.
This is strongly recommended
HAPAS Thin Surface Course Systems (TSCS) have to be installed in accordance
with a strict Quality Assurance regime based upon a detailed method statement
and supervision requirements.
The Client is recommended to ask for these and ensure for himself they are
being followed. In addition, visual assessment of the retention of surface
macrotexture, with tests in case of doubt will help ensure the material is
performing as stated in the Certificate. This is particularly relevant on high speed
roads where texture depth contributes to safety
It is strongly recommended that only TSCS should be specified in preference to
generic Stone Mastic Asphalt [SMA].
TSCS is available in three nominal coarse aggregate sizes: 14mm, 10mm and
6mm. The smaller the aggregate size the quieter the tyre noise generated and
the better the skid resistance for a given aggregate.
TSCS may be laid in thickness ranges as shown in the table below.
The table below also gives indications of appropriate and inappropriate locations.
Stone Size Laid
thickness
range [mm]
$

Appropriate sites Inappropriate sites
6mm 15 22 Medium and high speed
roads

On a binder course
Slow speed sites
Sites with braking and
turning
On an existing road
surface
Sites requiring handlay
10mm 25 35* All sites
On a milled surface** or
binder course
None
Sites at minimum
thickness requiring
handlay
14mm 35 50* All sites except as
stated
On a milled surface** or
binder course
Roundabouts and other
sites with sharp turning
traffic
$
Any thickness within the permitted range is acceptable

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* On sites with very heavy traffic the texture depth may not be retained sufficiently for
high speed traffic when TSCS is laid at the maximum permitted layer thickness
** Additional bond coat may be required with the agreement of the installer
6mm TSCS material has not been included in the draft Bill of Quantities and has
been left for users. On suitable sites it does offer significant noise reduction as
described in Section 3.12.
The Polished Stone Value of the aggregate should be selected in accordance
with HD 36/06 as outlined in Section 3.8 unless evidence of improved skid
resistance performance can be provided.
For improvement in early life skid resistance and where the road is extensively
used by horses, the use of surface applied grit is strongly recommended. Cf.
Section 3.8.
As temperatures fall below 10C, and on a wet surface, it becomes
increasingly difficult to lay and compact thin layers of material to form
a durable surface particularly at joints. This should be considered by
Clients when planning and ordering works in the winter months.
The deformation resistance of HAPAS TSCS has been evaluated as
part of the approvals process and is acceptable for the traffic level
without additional requirements being added into the contract. This
would not be true for SMA surface course.
Some systems may be more prone to reflective cracking than others. This is also
discussed in Section 3.3.3. Research work for CSS has provided the
information in the table below on a number of proprietary TCSC, listed in
descending order of resistance to cracking as measured by the Tensile Bending
Test at 0C.
Systems not listed have not yet been evaluated. Text in italics denotes the use
of fibres rather than a Polymer Modified Binder.
Rank Product
Aggregate
size (mm) Supplier
Toughness
[N/mm
1.5
]
1 SuperFlex 14 Bardon 36
2 HRA SC SBS 30/14 35
3 Axophalt Compave 10 Lafarge 33
4 MasterPave 14 Tarmac 31
5 HRA SC 50pen 35/14 Ringway 29
5 MasterFlex 14 Tarmac 29
5 ULM - H 10 Ringway 29
10 SMATex 14 Bardon 27
11 SMATex 10 Bardon 26
11 SMA 10 Ringway 26
13 SMA 14 Ringway 25
15 ULM - U 10 Ringway 23
15 ULM - U 14 Ringway 23

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Clients wishing to have the improved racking resistance from TSCS
designed for this purpose should insert an appropriate minimum
toughness value in Appendix 7/1
Good Thin Surfacing performance is best achieved if the layer
thickness is constant, and with no areas less than the minimum
permitted thickness, as these will certainly delaminate or fret out.
If the existing road does not have a planar transverse profile across
the lane i.e. is barrelled, milling to achieve a straight plane is most
strongly recommended.
This substrate may be overlaid with TSCS directly on a suitable bond
coat, or for better durability have a binder course/regulating course
applied. Suitable thickness combinations are given in Section 3.6
Where red TSCS is required it is strongly recommended that the
binder is pigmented and red aggregate is used to ensure a durable
colour retention.
4.7.2 Hot Rolled Asphalt [HRA] surfacing
HRA Surfacing, with superimposed coated chippings, was the material of choice
until the middle 1990s when the poor rutting characteristics, price and difficulties
of laying made it much less popular and HA prevented its routine use on their
network.
Notwithstanding there are significant lengths still in existence and
where a length of HRA has to be replaced some Clients prefer to
replace like with - like. In addition in areas prone to waterlogging or
flooding HRA can provide a more durable surface. Lack of
confidence in the perceived durability of TSCS is better addressed by
improving the design and installation of TSCS rather than reverting to
HRA in
The principal reason for the demise of HRA was the rut resistance of standard
recipe mixes. These are still available in the European standard and are
recommended but only for lightly trafficked roads. They tend to be more workable
than designed mixtures.
In accordance with the Specification for Highway Works, implementing
European Standards, design HRA surface course is no longer
specified by Marshall Stability and Flow, but is specified using the UK
Small Wheel Tracking Test. The test is carried out at 60C (WTR 2) for
very heavy trafficked roads (Type 1 and heavier c.f. Section 2.5) and
45C (WTR1) for medium trafficked roads (Type 2) . It is anticipated
that the UK test will be superseded by the similar European Test
shortly with a consequent change in specified values
It is unlikely that WTR 2 can be achieved with HRA without the use of a
polymer modified binder.

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For normal and lightly trafficked roads a recipe design is sufficient.
The following table summarises this specification
Traffic Heavy Normal Light
NRSWA type 1 2 3 and 4
msa [cv/day] >10 [600] 2.5 to 10 <2.5 [220]
HRA 35/14 F surf des
PMB WTR 2
35/14 F surf des
40/60 WTR 1
30/14 F surf
40/60
The conversion of msa to cv/day is approximate
In accordance with BS 594987 Table 6B
HRA 30/14 F surface course can be laid 40mm thick (minimum thickness
at any point 35mm)
HRA35/14 F surface course can be laid 50mm thick (minimum thickness
at any point 45mm)
NB The minimum thickness at any point is to allow for surface tolerance and is
not available to designers.
Coated chippings must be applied to cover the surface. The rate of
spread is given in Clause 7.2 of BS594987.
The Polished Stone Value of the coated chippings should be selected in
accordance with HD 36/06
Where red HRA is required it is strongly recommended that the binder is
pigmented, red aggregate is used and red coated red chippings are used
to ensure a durable colour retention
The materials should be installed in accordance with a Quality Assurance
regime using the National Highway Sector Scheme 16 based upon a
detailed method statement
4.7.3 Asphalt Concrete surfacing

Close Graded [Dense] Asphalt Concrete surfacing (previously known as Close
Graded macadam) will not give the durability of TSCS nor the ongoing retention
of texture depth under heavy traffic
However it is much easier to lay by hand and to compact.
It has therefore been included for lightly trafficked roads (Types 3 and 4) and
more particularly for footways
The recommended materials are
AC 10 close surf 100/150 (PSV XX) Type 3 and 4 carriageways
AC 6 dense surf 100/150 (PSV 50) Footways
PSV XX refers to the PSV of the coarse aggregate. In this application, PSV 55
minimum is probably a suitable default Limestone should not be used as a fine
aggregate
In footways. PSV 50 minimum is probably a suitable default. Limestone should
not be used as a coarse aggregate.

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Where red AC is required it is strongly recommended that the binder is
pigmented and red aggregate is used to ensure a durable colour retention.
AC 10 material can be laid 30 to 40mm thick (minimum thickness at any point
25mm)
AC 6 material can be laid 20 to 30mm thick (minimum thickness at any point
15mm)
NB The minimum thickness at any point is to allow for surface tolerance and is
not available to designers
Close graded/dense surfacing has been selected to give improved durability and
prevent water ingress into the pavement structure that can adversely affect
performance
Materials should be manufactured in compliance with National Highway Sector
Scheme 14 and EN13108-21 c.f. Section 2.1.
The materials should be installed in accordance with BS 594987 and a Quality
Assurance regime using the National Highway Sector Scheme 16 based upon a
detailed method statement provided to the customer
AC10 close surf can also be used as a patching material for TSCS and SMA
surfacing
For large flat areas such as school playgrounds and sports surfaces, an open
surface course may be more acceptable, a number of proprietary products are
available
For car parks the 100/150 grade binder used can often lead to problems with
power steering scuffing the surface. A 10mm TSCS or 6mm SMA is
recommended; a number of proprietary products are available.

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5 Binder Course Materials selection

5.1 Introduction
The binder course contributes the following to the pavement construction:

an impermeable layer below the surface to provide pavement durability
a well profiled support so that the surface course can be laid at constant
thickness, which ensures even compaction
structural strength
rut resistance
be crack resistance if overlaying a cracked but structurally sound base
value for money
Three European Standards materials are available
Stone Mastic Asphalt [SMA] to EN 13108-5
Hot Rolled Asphalt to EN 13018-4
Asphalt Concrete to EN 13108-1
Each has its strengths and weaknesses as outlined below

Materials should be manufactured in compliance with National Highway Sector
Scheme 14 and EN13108-21 c.f. Section 2.1
The materials should be installed in accordance with BS 594987 and a Quality
Assurance regime using the National Highway Sector Scheme 16 based upon a
detailed method statement provided to the customer
In addition binder courses and bases should have the minimum necessary structural
strength and be water resistant.

The Specification for Highway Works [08/08] gives minimum stiffness values for
materials for use in accordance with design guide HD 26/06.
It is recommended that HD 26/01 is used in which case the following stiffness values
are inserted in Appendix 7/1
DBM50 S
min1800
HDM S
min 2500
HMB35 S
min 5200
.
These values should be inserted in Appendix 7/

5.2 Stone Mastic Asphalt [SMA] binder course
SMA binder course has been specified in a Clause within the Specification for
Highway Works [Cl. 937] for a number of years. It is the preferred material for use
beneath TSCS as it can satisfy all of the criteria above provided it is correctly
specified.

The following SMA binder courses are recommended for the traffic levels shown
msa [cv/day] >10 [600] 2.5 to 10 <2.5 [220]
SMA 14 bin 40/60* des
WTR 2
14 bin 40/60des
WTR 1
10 bin 40/60
* polymer-modified binder may be necessary to achieve the wheel tracking class

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Increasing the resistance to loss of texture depth and/ or the crack resistance of the
material increases its cost, particularly if a polymer-modified binder is required, this
may be necessary for very heavily trafficked sites.

SMA 14 bin can be laid in thickness range 35 60mm (minimum thickness at any
point 25mm)
SMA 10 bin can be laid in thickness range 25 50mm (minimum thickness at any
point 15mm)
Both materials are very suitable for use as regulating layers
Where the surface has to be used by traffic for a short period the use of surface
applied grit is strongly recommended c.f. Section 3.8 . It should be accompanied by
Temporary Road Surface and Slippery Road signs.
Proprietary polymer modified binder courses based on SMA technology are available
that have significantly improved resistance to cracking when laid on a cracked or
weak base. These may be specified on a scheme specific basis. Evaluation of this
characteristic can be carried out using the Tensile Bending Test as tabulated in
Section 4.7.1 or the Indirect Tensile Fatigue Test EN
5.3 Hot Rolled Asphalt [HRA] binder course

HRA binder course complements HRA surface course.
The material is very impermeable as a result of its relatively high binder content and
is easy to compact to low air voids. This also makes it the most crack resistant
material. It is therefore likely that HRA will be also be the most durable type of binder
course. For very heavy trafficked roads and particularly under Thin Surfacing, a lack
of rut resistance is likely to be an issue; this can be mitigated by using a polymer-
modified binder
HRA binder course may be more expensive than SMA and the decision on value for
money will be scheme dependent.

The following HRA binder courses are recommended for the traffic levels shown

msa [cv/day] >10 [600] 2.5 to 10 <2.5 [220]
HRA 60/20 bin 40/60*
des WTR 2
60/20 bin 40/60
des WTR 1
60/20 bin
40/60
* polymer-modified binder may be necessary to achieve the wheel tracking class
HRA 60/20 bin can be laid in thickness range 45 80mm (minimum thickness at any
point 40mm)
The material can be used for regulating within this thickness range.
5.4 Dense Asphalt Concrete binder course
Carriageways
AC binder course is the least satisfactory of the three options, being more prone to
cracking, rutting if 100/150 binder is used for other than lightly trafficked sites (Roads
Type 3 and 4) , and needs good compaction to achieve its full potential.

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Nonetheless for sites where the stresses on it will be relatively low, it can provide a
cheaper alternative than those above.
AC binder course is not recommended for very heavy traffic.
Dense mixtures were the original mix designs, however research showed that
increasing the amount of fine aggregate (material passing the 63micron sieve size)
could improved the strength and rut resistance of the material. This new material is
called Heavy Duty Macadam [HDM]. Nowadays it should cost no more than Dense
material. Where the material is used with 30/45 grade bitumen rather than 40/60, the
product is known as High Modulus Base [HMB] Despite the loss of the term
macadam in EN13108-1, these acronyms are still used in product titles.
The following AC binder courses are recommended for the traffic levels shown.

msa [cv/day] >10 [600] 2.5 to 10 <2.5 [220]
AC 20 HDM
bin 40/60*
20 HDM
bin 40/60
20 dense bin
100/150

* A proprietary mix with polymer-modified binder may be necessary to achieve the
deformation resistance and stiffness required.
AC 20 HDM or dense bin can be laid in thickness range 50 100mm (minimum
thickness at any point 40mm)
The material can be laid in variable thickness within the permitted range if necessary
Footways
The use of AC base/binder course in footway construction should comply with AC14
close surf 100/150.
A preferred alternative footway base/binder course is 14mm cold mix asphalt. This is
a proprietary product made from asphalt millings and other recycled materials and
has very low energy usage (c.f. Section 2.7)

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6 Base Materials selection

6.1 Introduction

As a result of severely constrained budgets, the use of base material for
maintenance works is very small. It is largely limited to heavy patching and corner
widening schemes.
The greatest use is in new housing and industrial developments, which are outside
the scope of this document.
The Specification for Highway Works [08/08] gives minimum stiffness values for
materials for use in accordance with design guide HD 26/06.
It is recommended that HD 26/01 is used in which case the following stiffness values
are inserted in Appendix 7/1
DBM50 S
min1800
HDM50 S
min 2500
HMB35 S
min 5200
.
Moisture sensitivity of asphalt
The moisture susceptibility of an asphalt mixture can be assessed by the Saturated
Aging Tensile (SATs) Test. It is lengthy and expensive
CSS guidance makes the following recommendations
a. Where there is local evidence of good performance of mixtures with the same
binder grade/content and with known sources of coarse and fine aggregate, there
is no reason not to continue to use them with confidence. SATS testing is not
required .
b. EME2, recipe mixtures, and design mixtures with adequate minimum binder
content, are likely to be more durable. Depending upon aggregate source, SATS
testing is not required.
c. Where an aggregate has known or suspected poor adhesion to bitumen, this will
be resolved by the use of 2% lime or cement, as an adhesion agent. If this
additive is incorporated, testing by SATS is not required
d. Asphalt containing igneous coarse and fine aggregate, quartzite, and flint
gravel/sand mixtures, are most at risk. The use of recycled filler may also
increase risk depending upon its composition. Where there is no local
knowledge of the performance of the mixtures with such constituents and binder
content, and where lime or cement is not added, it is recommended that a
SATS test is used to provide evidence on suitability.
e. Guidance on achieving durability in a laid material is available in CSS Guidance
Note Guidance on Durability Requirements of Road Note 42
6.2 Dense Asphalt Concrete base

This is the cheapest and strongest material and is preferred for very heavy and
normal traffic loading:
The following AC base materials are recommended for the traffic levels shown

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msa [cv/day] >10 [600] 2.5 to 10 <2.5 [220]
AC 32 HDM base
40/60 *

14 cold mix
32 HDM base
40/60*

14 cold mix
14 cold mix
20 dense
base 40/60

* 30/45 pen may be required on very heavily trafficked major projects on a scheme specific
basis

The preferred base for light traffic is 14mm cold mix asphalt. Structural grade
should be used if available.
Structural Grade B4 may also be used for heavily trafficked roads if available.
Cold Mix asphalt is a proprietary product complying with Clause 948 made from
asphalt millings and other recycled materials and has very low energy usage c.f.
Section 2.7)
6.3 Hot Rolled Asphalt base

Hot Rolled Asphalt provides benefits in situations where its enhanced flexibility and
reduced porosity can be an advantage.
For example
as an overlay to a concrete base that may cracked/jointed
on a weaker than average foundation but there is inadequate space for a full sub
base layer,
where there is concern that the sub base will be permanently wet as HRA is
more water resistant than AC.
The following HRA base materials are recommended for the traffic levels shown

msa [cv/day] >10 [600] 2.5 to 10 <2.5 [220]
HRA 60/32 base
40/60
60/32 base
40/60
60/20 base
40/60

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7 Summary of selected asphalt layers by Road Type

Material reference Road Type 1
Surface Course
ST14 ST10 or ST6 14, 10 or 6 TSCS Macrotexture level 3, 2 or1
S1H HRA 35/14 F surf des PMB WTR 2 + PCC 14/20
Binder Course
Bi1S SMA 14 bin 40/60* des WTR 2
Bi1H HRA 60/20 bin 40/60* des WTR 2
Bi1A AC 20 HDM bin 40/60*
* a polymer modified binder may be required
Base
Ba1A AC 32 HDM base 40/60*
Material reference 7.2 Road Type 2
Surface Course
ST14 or ST10 14 or 10 TSCS Macrotexture level 3,2 or1
S2H HRA 35/14 F surf des 40/60 WTR 1 + PCC 14/20
Binder Course
Bi2S SMA 14 bin 40/60 des WTR 1
Bi2H HRA 60/20 bin 40/60 des WTR 1
Bi2A AC 20 HDM bin 40/60
Base
Ba2A AC 32 HDM base 40/60*
Material reference
7.3 Road Type 3 and 4
Surface Course
ST14 or ST10 14 or 10 TSCS Macrotexture level 3,2 or1
S3H HRA 30/14 F surf 40/60 + PCC 14/20
S3A AC 10 close surf 100/150
Binder Course
Bi3S SMA 10 bin 40/60
Bi3H HRA 60/20 bin 40/60
Bi3A AC 20 dense bin 100/150
Base
Ba3C 20 Cold mix
Ba3A AC 20 dense base 40/60
Footways
SFA AC6 dense 100/150
BiFC 14 Cold mix
BiFA AC14 dense bin 100/150

Road Type is as follows

Road Type 1

>10msa
[<600cv/day]

Road Type 2
2.5 to 10msa

Road Type 3
<2.5msa
[{<220 cv /day ]

*30/45 pen may be required on very heavily trafficked major projects on a scheme specific basis
Where required Surface Applied Grit shall be applied c.f. Section 3.6.2
For regulating, in addition to the above, HRA 50/10F rec may be used for Road Types 3 and 4

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8 Preferred options for materials selection
Option 1 Option 2 Option 3 Option 4
Road Type 1
Surface
course
ST14, or
ST10 or
ST 6
ST14 or
ST10 or
ST6
S1H S1H
Binder
course
Bi1S Bi1S Bi1S Bi1A
Base Ba1A Ba1H Ba1H Ba1A
preferred when overlaying /inlaying
cracked material
When maximum
stiffness is required

Road type 2 Option 1 Option 2 Option 3 Option 4
Surface
course
ST14 or
ST10
ST14 or
ST10
S2H S2H
Binder
course
Bi2S Bi2H Bi2H Bi2C
Base Ba2A Ba2H Ba2H Ba2C
cracked material
When maximum

Road types
3 and 4
Option 1 Option 2 Option 3 Option 4 Option 5
Surface
course
ST14 or
ST10
ST14 or
ST10
S3H S3H S3A
Binder
course
Bi3S Bi3H Bi3H Bi3A Bi3A
Base Ba3C Ba3H Ba3H Ba3A Ba3C
cracked material
when maximum
with HRA surface
cheapest
solution for low
speed/low
stress sites
Footways
Surface
course
SFA SFA
Binder/base
course
Base
Materials may
not be
necessary
BiFC BiFA

For details of materials see Draft Appendix 7/1 in Section 8

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9 Draft Appendix 7/1 for preferred materials
9.1 Surface course materials

Material Ref Clause Description Special Requirements
ST 14
942 Thin Surface
Course
Systems
TSCS 14
Thickness: Insert [in range 35mm-50mm]
Traffic Count >600 cv/lane/day
Stress Level: 2
Minimum Declared PSV: PSV
XX
[The minimum PSV to be inserted ]
Maximum Aggregate Abrasion Value AAV
12
Minimum Toughness Value * (Optional )
Red colour: Both aggregate and binder shall be
red to an approved mixture colour
Minimum Wheel Tracking level required on BBS
HAPAS Certificate: Level 2
Road / Tyre Noise Level Relative to HRA
TABLE NG 9/30: (08/08): Level 1
Minimum Compacted layer thickness: 35mm
Average Macrotexture depth value:
Level [3, 2, or 1 as required NG 942]
Performance Guarantee Period: 5 years
Surface Macrotexture Performance Guarantee
[3, 2, or 1 as required NG 942]
ST 10
942 Thin Surface
Course
Systems
TSCS 10
Thickness: Insert [in range 25mm - 30mm]
Stress Level: 2
XX
12
Minimum Toughness Value * (Optional)
TABLE NG 9/30: (08/08): Level 2
Minimum Compacted layer thickness: 25mm

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ST 6
942 Thin Surface
Course
Systems
TSCS 6
Thickness: 20mm
Stress Level: 2
XX
12
Minimum Toughness Value * (Optional)
TABLE NG 9/30: (08/08): Level 3
SAG
942.19 Surface applied
Grit
0/4 clean dry or lightly coated grit
Where required
S1H
911/943 Hot Rolled
Asphalt
HRA 35/14 F
surf des PMB
WTR 2 + PCC
14/20
Thickness: 50mm
Grade of binder : a polymer modified binder to
achieve the wheel tracking performance to PD
6691 Table C.3 Class 2 [ Wheel Tracking test
temperature 60C ]
Coated chippings to PD 6618 C.8
Aggregate size 14/20
PSV
xx
[ XX PSV as required for site]
AAV
12
Deformation after installation: Required [Cl
943:10]

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S2H
911/943 Hot Rolled
Asphalt
HRA 35/14 F
surf des 40/60
WTR 1 + PCC
14/20
Thickness: 50mm
Grade of binder : 40/60 pen paving grade or a
polymer modified binder to achieve the wheel
tracking performance to PD 6691 Table C.3
Class 1 [ Wheel Tracking test temperature 45C
]
PSV
xx
[60 or 65 as required for site]
AAV
12
Deformation after installation: Required [Cl
943:10]
S3H
910 HRA 30/14 F
surf 40/60 +
PCC 14/20
Thickness: 40mm
PSV
xx
[60 or 65 as required for site]
AAV
12
S3A 912 Close Graded
Asphalt
Concrete
Surface Course
(AC10 Close
Surf 40/60)
Thickness Insert [ in range 25mm-35mm]
Minimum declared PSV: PSV
60

Maximum Aggregate Abrasion Value: AAV
16

Binder Penetration: 40/60 pen

SFA None Dense Asphalt
Concrete
Surface Course
(AC6 dense
100/150)
Thickness Insert [ in range 20mm-30mm]
Conform to EN13108:1 and PD6691:Annex B
Minimum declared PSV: PSV
50

Maximum Aggregate Abrasion Value: AAV
16
Limestone fine aggregate shall not be used

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9.2 Binder course materials [also suitable for regulating]
Bi1S 937
SMA 14 bin 40/60 des
WTR 2
Thickness: Insert [ in range 35mm-60mm]
Grade of binder : 40/60 pen paving grade or
a polymer modified binder to achieve the
wheel tracking performance to PD 6691
Table D.2 Class 2 [Wheel Tracking test
temperature 60C
Deformation after installation: Required
937.6
Bi2S 937
WTR 1
Grade of binder : 40/60 pen paving grade or
a polymer modified binder to achieve the
Table D.2 Class 1 [Wheel Tracking test
temperature 45C
Bi3S 937
SMA 10 bin 40/60
SAG 942.19
Surface applied grit
Where required
Bi1H 943
HRA 60/20 bin 40/60*
des WTR 2
* Grade of binder : 40/60 pen paving grade
or a polymer modified binder to achieve the
Table C.3 Class 2 [ Wheel Tracking test
temperature 60C ]
Bi2H 943
HRA 60/20 bin 40/60*
des WTR 1
*Grade of binder : 40/60 pen paving grade
or a polymer modified binder to achieve the
Table C.3 Class 1 [ Wheel Tracking test
temperature 45C ]
Bi3H 943
HRA 60/20 bin 40/60
Bi2A 929
AC 20 HDM bin 40/60
S
min
1800MPa
Composition PD 6691 Table B11
Volumetric properties after installation:
Required [Cl 929.3]
Bi3A 906
AC 20 dense bin
100/150


BiFC
948
14 Cold Mix
SVH or QVH as available Class B1
BiFA
906
AC14 dense bin
100/150
For regulating ( in addition )

BiRH
911
HRA 50/10 F reg 40/60

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9.3 Base materials

Ba1H 929 HRA 60/32 base
40/60*
Thickness : Insert [in range 60mm - 150mm]
*Grade of binder : 40/60 pen paving grade
or a 30-45 depending upon stiffness
required [Cl 929.6 ]
Volumetric properties after installation:
Required [Cl 929.3]
Ba2H 904 HRA 60/20 base 40/60 Thickness : Insert [in range 45mm - 80mm]
Ba2A AC 32 HDM base
40/60
Thickness : Insert [in range 70mm -
150mm]
S
min
2500MPa
Ba2C
Ba3C
948 20 Cold mix Thickness: Insert [in range 50mm - 100mm]
QVH as available Class B4
Trafficking trial: Only if sand fines used [Cl
948.8 ]
Ba3A
906
AC 20 dense base
40/60 rec
Composition PD 6691 Table B.11
S
min
1800MPa

BaFC

14 Cold mix
SVH or QVH as available Class B1
BaFA

AC14 dense base
100/150
Composition PD 6691 Table B.14


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10 Draft Bill of Quantities for preferred materials
Item No. Description Qty Unit Rate Amount
Surface Courses

900.01 ST14 PSV 65 Macrotexture level 3, 2 or 1
Thickness 35mm
m
2

900.02 ST14 Red Macrotexture level 3, 2 or 1
Thickness 35mm

Thickness 45mm thick
m
2

900.04 EO 900.2 for 5mm thickness m
2

Thickness 35mm
m
2

Thickness 45mm thick
m
2

900.07 EO 900.2 for 5mm thickness m
2

Thickness 25mm
m
2

Thickness 25mm
m
2

900.10 ST10 Red Macrotexture level 3, 2 or 1
Thickness 25mm

900.11 EO for 0/4 SAG m
2

900.12 S1H Thickness 50mm m
2

2

900.14 S2H red
2

900.16 EO for 14/20 PCC 65PSV Macrotexture
level 3, 2 or 1
m
2

900.17 EO for 14/20 PCC 60PSV Macrotexture
level 3, 2 or 1
m
2

900.18 EO for red chippings
900.19
S3A Thickness 35mm
m
2

900.20
S3A Thickness 30mm
m
2

900.21
S3A Thickness 25mm
m
2

900.22
SFA Thickness 25mm
m
2

900.23
EO 900.18 for 5mm thickness
m
2


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Binder courses

901.01
Bi1S Thickness 35mm
m
2

901.02
Bi1S Thickness 50mm
m
2

901.03
m
2

901.04
Bi2S Thickness 35mm
m
2

901.05
Bi2S Thickness 50mm
m
2

901.06
m
2

901.07
Bi3S Thickness 25mm
m
2

901.08
Bi3S Thickness 40mm
m
2

901.09
m
2

901.10
EO for 0/4 SAG
m
2

901.11
Bi1H Thickness 45mm
m
2

901.12
Bi1H Thickness 60mm
m
2

901.13
m
2

901.14
Bi2H Thickness 45mm
m
2

901.15
Bi2H Thickness 60mm
m
2

901.16
EO 901.15 per 5mm thickness change
m
2

901.17
Bi3H Thickness 45mm
m
2

901.18
Bi1H Thickness 60mm
m
2

901.19
m
2

901.20
Bi2A Thickness 60mm
m
2

901.21
m
2

901.22
Bi2A Thickness 90mm
m
2

901.23
m
2

901.24
Bi3A Thickness 60mm
m
2

901.25
m
2

901.26
Bi3A Thickness 90mm
m
2

901.27
m
2

901.28
BiRH
tonnes

Base Course

902.01 Ba2A Thickness 80mm m
2

902.02 EO 902.02 per 10mm thickness change m
2

902.03
Ba2H Thickness 65mm
m
2

902.04
EO 902.03 per 5 mm thickness change
m
2

902.05
Ba2A Thickness 65mm
m
2

902.06
m
2

902.07
Ba2A Thickness 90mm
m
2


Version 2
nd
Edition 70
902.08
m
2

902.09
Ba3A Thickness 65mm
m
2

902.10
m
2

902.11
Ba3A Thickness 90mm
m
2

902.12
m
2

902.13
Ba2C Thickness 65mm
m
2

902.14
m
2

902.15
Ba2C Thickness 90mm
m
2

902.16
m
2

902.17
BaFC Thickness 55mm
m
2

902.18
m
2

902.19
BaFA Thickness 90mm
m
2

902. 20
BaFA Thickness 55mm
m
2

902.21
m
2


Version 2
nd
Edition 71

Appendix 1: Translations of all mixes notified from BS to EN Standards
SURFACE COURSE

Current Name
European name
BS594 -1
BS EN 13108- 4
35%0/14 HRA F 4-8
HRA 35/14 F surf 40/60 des WTR 1
30%0/14 HRAF 6kn (6-10kN)
HRA 35/14 F surf PMB des WTR 2
30% 0/14 HRA des
HRA 30/14 F surf 40/60 des WTR 1
30% 0/14 HRA 50
HRA 30/14 F surf 40/60 rec
30% 0/14 HRA red
HRA 30/14 F surf 40/60 red
55% 0/14 HRA design
HRA 55/14 F surf 40/60 des WTR
55% 0/14 HRA 50
HRA 55 /14 F surf 40/60 rec
50% 0/10 HRA
HRA 50 /10 F surf 40/60 rec
30% HRA PMB
HRA 30/14 F surf PMB des WTR 2
0/2 Sand Carpet
HRA 0/2 C 40/60 rec

BS4987 -1
BS EN 13018 -1
0/32 Close graded Surface Course
none
none
AC14 close surf 100/150
0/10 Close graded Surface Course 125
0/6 Close graded Surface Course 125
0/4 Fine graded Surface Course 125
A pen grade has to be put
0/6 Close graded Surface Course 190/300
AC 6 dense surf 160/220
0/10 Open graded Surface Course
AC10 open surf 100/150
0/6 Dense s/c
AC 6 dense surf 100/150
0/10 Medium graded Surface Course
AC10 medium surf 100/150
0/6 Medium graded Surface Course
AC6 medium surf 100/150
0/6 Medium graded Surface Course RED
AC6 medium surf 100/150 red

0/6 Thin Surface Course system [TSCS]
PSV 55
6 HAPAS TSCS PSV 55
0/10 TSCS PSV 65 /55/45
10 HAPAS TSCS PSV 65/55/45
0/14 TSCS PSV 68+/65 /60/55
14 HAPAS TSCS PSV 68+/65/60/55
RED TSCS
14 HAPAS TSCS all red

EN 13108-5
RED SMA
SMA 14 surf 40/60 red
0/10 Gen SMA PSV 68+/65/55
SMA 10 surf 40/60 PSV 68+/65/55
0/14 Gen SMA PSV 65
SMA 14 surf 40/60 PSV 65
0/6 Gen SMA PSV 55
SMA 6 surf 40/60 PSV 55

Mastic Asphalt
EN13108-6
6mm Red macamit
Proprietary
Coarse Cold Asphalt (1973)
Obsolete
Fine Cold Asphalt
TSCS Red/Green Clear Binder
Proprietary
Only those in bold are recommended
WTR refers to wheel tracking Class in accordance with SHW Clause 952


Version 2
nd
Edition 72

APPENDIX 1
BINDER COURSE

Current Name
European name

BS594 -1
BS EN 13108- 4
60% 0/32 HRA 35
HRA 60/32 bin 30/45
60% 0/32HRA 50
HRA 60/32 bin 40/60
50% 0/20HRA
HRA 50/20 bin 30/45
60% 0/20 HRA
HRA 60/20 bin 40/60 des
WTR 1 or 2

HRA 60/20 bin 40/60
50% 0/14 HRA 35
HRA 50/14 bin 30/45
50% 0/14 HRA
HRA 50/14 bin 40/60
50% 0/10 HRA
HRA 50/10 bin 40/60
35% 0/14 HRA
Not available
0/2 Sand Carpet
HRA 0/2 C 40/60 rec

BS4987 -1
BS EN 13108- 1
EME2
AC 14 EME2 bin 15/25
0/32 HMB35
AC 32 HMB bin 30/45
0/20 HMB35
AC 32 HMB bin 30/45
0/20 HDM50
AC 20 HDM bin 40/60
0/20 HDM50 929
AC 20 HDM bin 40/60 des
WTR 1
0/32 HDM50
AC 32 HDM bin 40/60
0/32 DBM50
AC 32 dense bin 40/60
0/20 DBM50
0/20 DBM50 929
AC 20 dense bin 40/60 des
WTR 1
0/32 DBM125
0/20 DBM125
0/14 DBM125
AC 14 close surf 100/150
0/10 DBM 125
0/6 DBM 125
0/20 DBM 190
AC 20 dense bin160/220
0/10 DBM 190
0/20 Open Graded 200
AC 20 open bin 160/220
0/14 Open Graded
AC 14 open surf 160/220
0/10 Close Graded Surface Course

BS EN13108- 5
SMA 937 45C
See below
0/14 SMA 937
WTR 1 or 2
0/10 SMA 937
WTR 1 or 2
cold lay macadam
proprietary

Mastic Asphalt
BS EN13108-6
Superflex
Proprietary

WTR refers to wheel tracking Class in accordance with SHW Clause 952 WTR Class 2 may
require the use of PMB.


Version 2
nd
Edition 73
APPENDIX 1
BASE

Current Name
European name

BS594 -1
BS EN 13108- 4
60% 0/32 HRA
HRA 60/32 base 40/60
60% 0/32 HRA 35
HRA 60/32 base 30/45
60% 0/20 HRA
HRA 60/20 base 40/60
50% 0/14 HRA
HRA 50/14 reg 40/60
0/32 HRA china clay
Proprietary

BS4987 -1
BS EN 13108- 1
40mm DBM/HDM
Obsolete
0/32 DBM 190
AC 32 dense base 160/220
0/32 DBM 125
0/32 HDM50
AC 32 HDM base 40/60
0/32 DBM50
0/20 DBM50
0/20 HDM50 AC 20 HDM base 40/60
0/32 HMB35 AC 32 HMB base 30/45
Cold mix 948 Proprietary



Version 2
nd
Edition 74

Appendix 2 Summary of relative performance of surface courses

The more stars the better.
Surfacing Type Surface
Dressing
Micro-
asphalt

Thin Surfacing Course
system
Hot Rolled
Asphalt
Thickness 25-30mm 35-50 45-50
Structural nil nil *** **** ****
Rut resistance N/A ***** ***** **** ***
Crack resistance * * *** **** ****
Crack resistance
with SAMI
N/A N/A ***** ***** *****
Ride improvement
1
nil ** **** **** ***
High texture
2
***** **** *** **** ****
Retained texture
3
Variable ** *** **** ***
Skidding (Early) ***** ***** ***
4
***
4 ***
(Normal) ***** *** **** **** ***
Typical Noise RSI
5
+2 -4 -3 -2.5 0
Spray
6
** ** *** **** **
Risk of failure * ** ** ** **
Durability/Life *** ** **** **** ****
Speed of
application
***** **** ** ** *
Typical Unit Cost 1 1.5 3 4 5

Note 1 All systems can achieve **** if they are laid on a new substrate/binder course.
Note 2 See Section 3.8 for texture depth requirements. A TD above the recommendation for the traffic speed is
not advantageous. See HAPAS Certificate for the TD for a particular TSCS.
Note 3 Retained texture depth should be measured on all sites after 2 years to check compliance.
Note 4 All systems are adequate to satisfy HD36 if grit is applied here required as specified.
Note 5 See HAPAS Certificate for RSI of Microasphalt and Thin surfacing.

London Asphalt Specification Revision

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