DESIGN MANUAL FOR ROADS AND BRIDGES

VOLUME 7 PAVEMENT DESIGN AND

MAINTENANCE
SECTION 5 SURFACING AND
SURFACING MATERIALS

PART 2

HD 37/99 AMENDMENT NO 1

BITUMINOUS SURFACING MATERIALS

AND TECHNIQUES

SUMMARY
This amendment is a correction to Chapter 8, Table 8.1
Areas of use for surface dressing binders.

INSTRUCTIONS FOR USE

1. Remove existing page 8/8, dated February 1999,
from Volume 7, Section 5, Part 2, Chapter 8 and
archive as appropriate.

2. Insert page 8/8 dated May 1999.

3. Enter the details of the amendment on the

Registration of Amendments sheet, sign and date
to confirm the amendment has been incorporated.

4. Archive this sheet as appropriate.

Note: A quarterly index with a full set of Volume

Contents Pages is available separately from The
Stationery Office Ltd.

May 1999
 DESIGN MANUAL FOR ROADS AND BRIDGES

VOLUME 7 PAVEMENT DESIGN AND

MAINTENANCE
SECTION 5 SURFACING AND
SURFACING MATERIALS

PART 2

HD 37/99

BITUMINOUS SURFACING MATERIALS

AND TECHNIQUES

SUMMARY
This Advice Note gives advice on the suitability,
specification, laying and testing of bituminous surface
courses. It supersedes HD 37/97 and also Chapters 4
and 5 of HD 27/94, revised versions of which are
incorporated into Chapters 2 and 5 of HD 37/99.

INSTRUCTIONS FOR USE

1. Remove HD 37/97 from Volume 7, Section 5,
Part 2, which is superseded by HD 37/99, and
archive as appropriate.

2. Insert HD 37/97 into Volume 7, Section 5, Part 2.

3. Archive this sheet as appropriate.

Note: A quarterly index with a full set of Volume

Contents Pages is available separately from The
Stationery Office Ltd.

February 1999
 DESIGN MANUAL FOR ROADS AND BRIDGES HD 37/99

THE HIGHWAYS AGENCY

THE SCOTTISH OFFICE DEVELOPMENT DEPARTMENT

THE WELSH OFFICE

Y SWYDDFA GYMREIG

THE DEPARTMENT OF THE ENVIRONMENT FOR

NORTHERN IRELAND

Design Manual for Roads

and Bridges
Volume 7: Pavement Design
and Maintenance

Bituminous Surfacing
Materials and Techniques

Summary: This Advice Note gives advice on the suitability, specification, laying and
testing of bituminous surface courses. It supersedes HD 37/97,
HD 27/94, Chapters 4 & 5, and HD 28/94, Chapter 2.
Volume 7 Section 5
Part 2 HD 37/99 Registration of Amendments

REGISTRATION OF AMENDMENTS

Amend Page No Signature & Date of Amend Page No Signature & Date of
No incorporation of No incorporation of
amendments amendments

February 1999
 Volume 7 Section 5
Registration of Amendments Part 2 HD 37/99

REGISTRATION OF AMENDMENTS

Amend Page No Signature & Date of Amend Page No Signature & Date of
No incorporation of No incorporation of
amendments amendments

February 1999
 DESIGN MANUAL FOR ROADS AND BRIDGES

VOLUME 7 PAVEMENT DESIGN AND

MAINTENANCE
SECTION 5 SURFACING AND
SURFACING MATERIALS

PART 2

HD 37/99

BITUMINOUS SURFACING MATERIALS

AND TECHNIQUES

Contents

Chapter

1. Introduction

2. Laying Bituminous Surface Courses

3. Binders and Binder Modifiers

4. Hot Rolled Asphalt

Annex A: Method for Determination of Loss of
Chippings and Proportion of Broken
Chippings

5. Porous Asphalt

6. Thin Wearing Course Systems

7. Stone Mastic Asphalt

8. Surface Dressing

9. High Friction Surfacing

10. Slurry Surfacing and Micro-surfacing

11. Retexturing (Bituminous)

12. Not currently used

13. Miscellaneous Surface Courses and Treatments

14. References

15. Enquiries

February 1999
Volume 7 Section 5 Chapter 1
Part 2 HD 37/99 Introduction

1. INTRODUCTION
General High Stone Content Gap-graded Materials
1.4 High stone content materials with aggregate
1.1 This Part gives advice on the suitability, interlock can be divided into two main types:
specification, laying and testing of bituminous surface
courses. It covers all materials using bituminous binders • Those with very little or no fine aggregate
ranging from veneer coats like surface dressing and (eg Porous Asphalt - PA), and
slurry surfacing to heavy duty surfacing material such as
hot rolled asphalt. It also includes high friction • Those in which the voids between the coarse
surfacing, retexturing of bituminous materials and aggregate particles are largely filled with a mastic
recycling using the Remix and Repave processes. of fine sand, filler and binder, often reinforced
with fibres or polymer (eg a stone mastic asphalt -
Implementation SMA).

1.2 This Part shall be used forthwith on all 1.5 Many of the new thin surfacing materials fall into
schemes for the construction, improvement and this second type. The high strength of these materials is
maintenance of trunk roads including motorways, produced by the stone skeleton and they are inherently
currently being prepared, provided that, in the resistant to rutting. Because the stone skeleton is so
opinion of the Overseeing Organisation, this would important the aggregates used in these materials must be
not result in significant additional expense or delay. strong and hard, and must have a consistent shape and
Design organisations should confirm its application grading, or the final mix will vary in properties.
to particular schemes with the Overseeing
Organisation. 1.6 On roads where the width varies they are best laid
using a paver with a variable width screed as they can
be difficult to lay by hand and the overall grading needs
Types of Bituminous Surfacing Materials close control. When properly compacted, dense
materials such as SMA can be very durable, because air
1.3 There are essentially three basic types of voids are low and the binder film thickness is generally
premixed bituminous material. Those with:- high. If the air void content is too low however,
achieving and retaining surface texture can be
• High stone content, full coarse aggregate problematic and the SMA can be prone to deformation.
interlock, and a gap grading (eg SMA);
1.7 For long life, porous materials depend on the
• A continuous grading (eg DBM); continuing integrity of the binder film. There are two
main factors operating, adhesion of the binder to the
• A rich mortar and a gap grading where the coarse aggregate and weathering of the binder. Some aggregates
aggregate does not interlock (eg HRA); have a better affinity for bitumen than others and where
there is doubt, (eg with quartzites), then adhesion agents
Intermediate materials exist such as a high stone content should be used. The weathering of the binder and the
hot rolled asphalt with crushed rock fines, which falls means of overcoming the problem are dealt with in more
between the last two types. Slurry surfacing, and detail in Chapter 5 of this Part.
particularly micro-surfacing, normally have a
continuous grading. Single chipping surface dressing Coated Macadams or Asphaltic Concretes
does not fall into any of these classifications, but multi- 1.8 Materials with a continuous grading are often
layer dressings (like racked in, double and sandwich called asphaltic concretes or macadams. The current
dressings) can be considered as a type of high stone CEN name for all these types of material is asphaltic
content material with full coarse aggregate interlock. concrete. All the dense and close graded macadams in
BS 4987 fall into this group. Macadams are not
generally used as surface courses on trunk roads as they
suffer from a number of disadvantages which are
outlined in Chapter 13 of this Part.

February 1999 1/1

Chapter 1 Volume 7 Section 5
Introduction Part 2 HD 37/99

1.9 The mixes are ‘designed’ to give a dense c) load spreading ability,
aggregate matrix, often based on the ‘Fuller’ curve. d) texture depth,
However this means that the voids in the mineral e) skidding resistance,
aggregate (VMA) are low, and in order to avoid filling f) low noise generation
all the voids with binder (making an unstable material g) the ability to keep water out of the pavement
prone to deformation) the binder content must be kept structure,
relatively low. This results in a relatively thin binder film h) resistance to cracking.
thickness, which reduces its durability. However a thin
binder film is not generally a problem in layers protected These properties and others are discussed below.
from the weather, which is why materials of this type
make excellent load spreading layers in the roadbase and Environmental durability
basecourse. 1.15 This is the ability of a material to resist changes
in its properties caused by environmental effects (such
1.10 Materials in this group are sensitive to variations as rain, sun, frost, thaw, temperature changes, oxidation,
in grading and binder content and production will be and also by contaminants deposited on the material
monitored by the supplier under the QA Sector scheme (such as oil, mud and animal detritus). Long exposure
to ensure consistency. They generally have low will affect binders and the properties of the mixture, and
workability and therefore need good compaction if may affect the aggregate. Durability may be assessed by
durability is to be achieved. When properly compacted, measuring the changes in the engineering properties of
the texture depth obtainable is very low making them the material with time.
unsuitable as surfacing for high speed roads.
1.16 The durability of a mixed material depends on
Hot Rolled Asphalt either its ability to keep the weather out, if it is intended
1.11 Low stone content gap graded materials are to be a dense material, or its ability to resist the weather,
normally referred to as hot rolled asphalt and are if it is permeable. A dense material should have a void
covered by BS 594. They usually have a high binder content of less than about 6 % in-situ. The design void
content and low voids. They depend for their rut content will not be achieved without proper control of
resistance on the sand/filler/binder matrix and, of mixing, placing and compaction. The durability of
necessity, the binders are hard (low penetration grade). open-graded and porous wearing courses having
interconnected voids, (which permit the ingress and flow
1.12 With the requirements for higher stability and of air and water), depends on the thickness of the binder
retention of high texture depth, asphalts have tended to film on the aggregate; the susceptibility of the binder to
become less workable, with lower binder contents, and oxidation; and the long term adhesion of the film to the
hence are less forgiving of poor workmanship. This aggregate. The durability of surface dressing and some
often shows up initially as fretting at joints, and joint of the bonded materials depends primarily on good
sealing within the first few years of the life is not adhesion to the underlying road structure. However with
unusual. The causes of joint fretting are low binder surface dressing, the use of dusty chippings may induce
content or over-raking, and poor compaction. It is bond failure between the chippings and the binder in the
therefore important that asphalts are adequately short term.
compacted up to the edge and that this compaction
should be monitored. Resistance to deformation
1.17 This is important in all layers of a bituminous
1.13 High stone content hot rolled asphalt has a road, but the need is greater for a surface course
nominal stone content of 55%, and no chippings are because:
rolled into the surface.
• the surface of a road gets hotter and the bitumen
Properties of Bituminous Surface Courses becomes softer compared to the lower layers;
1.14 None of the surface course materials will provide • the stresses generated by traffic are greatest at the
all the desirable requirements for all situations. A surface.
surface course should be the best compromise between
the various available properties. The main properties Susceptibility to rutting can be measured by the wheel
required are: tracking test given in BS 598 Part 110. With the very
heavy traffic being carried on major roads it is also
a) durability, necessary for the basecourse, (ie the layer immediately
b) resistance to deformation,

1/2 February 1999

Volume 7 Section 5 Chapter 1
Part 2 HD 37/99 Introduction

below the surface course), to be designed for resistance more. It should be noted that tyre/surface noise
to deformation. generation is more of a problem at high speeds. At low
speeds engine and transmission noise are dominant.
1.18 Bitumens harden over the first few weeks after Porous asphalt - when newly laid - is currently the
laying (steric hardening) and therefore a surfacing quietest material, with a reduction in noise (compared to
material is more prone to rutting during its very early new HRA) of about 4 to 5 dBA, the voids absorbing
life. Where heavy channelised traffic on new surfacing is sound. However this advantage reduces as the pores fill
likely to occur during the hottest period of the year it with detritus, giving a relative reduction of about 3dBA,
may be necessary to use a material with an enhanced similar to some thin surfacings. Further information on
resistance to deformation. surface noise is given in HD 36 (DMRB 7.5.1)

Load spreading ability Adhesion

1.19 This is assessed by measuring its stiffness. The 1.23 The adhesion of a surface course to the underlying
design charts in HD 26 (DMRB 7.2.3) assume a pavement structure is essential, particularly so with
minimum stiffness for the materials that will be used in surface dressing and very thin materials. These are not
the construction of a new road. Where only a surface thick enough to carry traffic induced stresses without
course is being applied in a maintenance situation the excellent adhesion. Bond is even more important where
ability of the material to spread load is not considered to there is a possibility of high braking and lateral stresses.
be a major factor. In new construction, or where a Structural strength is only fully developed when all the
structural overlay is being added, then an assessment of layers in the pavement are well bonded, effectively
the load spreading ability is required. forming a single layer. (Refer to Chapter 2 of this Part
for information on Bond or Tack Coats)
1.20 For maintenance resurfacing the structural
contribution of the surface course may be ignored: Waterproofing
1.24 Sealing the surface of a pavement assists in
• for materials with a nominal layer thickness of prolonging its life. This is usually achieved in one of two
less than 15 mm; ways. Either the bond coat is heavy enough to
significantly reduce the permeability of the underlying
• for open graded British Standard materials; and layer, (eg. surface dressings, some thin surfacings and
porous asphalt), or the material itself is dense enough to
• for proprietary materials where the supplier or the prevent or seriously impede water draining into the road
Contractor has not provided the necessary structure. Normal tack coats to BS 594 or BS 4987
information. should not be assumed to greatly improve the
waterproofing characteristics of the road.
For materials with a nominal layer thickness of 15 mm
or more and where the supplier or Contractor has Workability
supplied the necessary information, an assessment can 1.25 This is necessary to achieve the intended
be made of the contribution. For thin surfacing systems, properties of the surface course after laying and
general advice on the structural contribution is given in compaction. For example, workability is important in a
Chapter 6 of this Part. hot rolled asphalt surface course, when chippings have
to be applied to the surface. Inadequate workability will
Texture depth and skidding resistance lead to poor compaction and chip retention, particularly
1.21 These should be specified as described in HD 36 in adverse weather conditions. Workability is also
(DMRB 7.5.1) and the standards required should be important in thin surfacings to achieve the necessary
applied in all situations. For surface dressing to Clause aggregate interlock, and rapid heat loss in cold weather
922 and thin surfacings to Clause 942, the Specification can result in poor compaction.
(MCHW1) requires texture depth to be maintained at or
above the levels specified, at least until the end of the Resistance to cracking
guarantee period, currently two years, to ensure a 1.26 Cracking of surfacing materials is caused by a
satisfactory overall life is achieved. combination of factors:

Surface noise • thermal movement,

1.22 This can be a problem in some situations.
Surfacing layers with ‘negative’ texture such as thin • repeated traffic loading and induced strain, and
surfacings and stone mastic asphalt are quieter than
conventional chipped hot rolled asphalt by 2 to 3 dBA or • embrittlement of binder due to ageing.

February 1999 1/3

Chapter 1 Volume 7 Section 5
Introduction Part 2 HD 37/99

1.27 Cracking has often been a problem associated

with composite road construction, where thermal
movement is concentrated above widely separated
naturally forming cracks in the underlying cement bound
material. Techniques introduced to induce cracks at
closer spacings may alleviate this problem.

1.28 The fatigue characteristics of a mixture are

largely governed by the volume and properties of the
binder. Because binder ageing and the consequent
embrittlement is a factor, fatigue cracking is likely to
occur earlier in open graded materials than in
impermeable ones since the binder can harden due to
weathering throughout the depth of the more open
materials. Cracking in less permeable surfacing
materials tends to initiate in the first few millimetres of
the surface where the binder is the most exposed and
therefore the most embrittled, and propagate
downwards. Cracks often start at the interface between
the binder and aggregate, thus good adhesion between
binder and aggregate is advantageous.

Moisture damage
1.29 Moisture damage, causing stripping of binder
from the aggregate, leads to fretting and ravelling. The
immediate cause is poor adhesion of the binder to the
aggregate, which is usually related to the chemical
composition of both aggregate and binder. Damage
occurs more often with permeable, open graded
materials, and the worst affected can be materials with
air void contents in the range 9-14 % which can neither
drain nor dry out very easily.

Macrotexture
1.30 Texture depth can change with time, due to a
number of different mechanisms. With surface dressing
the main cause is embedment of chippings into the
underlying layer. Where compaction during laying is
inadequate, materials will undergo secondary
compaction under traffic, particularly in very hot
weather. This almost invariably reduces the
macrotexture. Very high texture depth is not desirable,
as the noise level generated by the passage of traffic over
the surface is increased.

Ride quality
1.31 This is generally improved for all materials laid
with a paver incorporating a floating screed. This
excludes slurry surfacing, which is laid with a spreader
box, and surface dressing or other sprayed processes.
Micro-surfacing can improve the transverse shape of the
pavement but has limited effect on the longitudinal
profile.

1/4 February 1999

Volume 7 Section 5 Chapter 2
Part 2 HD 37/99 Laying Bituminous Surface Courses

2. LAYING BITUMINOUS SURFACE COURSES

2.1 Advice on laying bituminous materials is given in 2.7 Various assumptions have been made in drafting
Part 2 of both BS 594 and BS 4987. Additional advice the Specification (MCHW 1). These are:
regarding particular materials is given in the Chapters
on specific materials in this Part. a) no allowance has been made for solar gain,

Weather Conditions b) the temperature of the substrate has been assumed

to be at ambient temperature initially,
2.2 The weather conditions during the construction of
bituminous surface courses affect both the laying c) the binder is an unmodified bitumen to BS 3690,
operation and the subsequent performance. Although and
materials may appear satisfactory in the short term, even
to the end of their maintenance period, the life d) that for materials with 50 pen binder, the
expectancy of a surface course laid in inclement weather temperature of the asphalt immediately behind the
may be reduced. The requirements of the specification paving machine is at least 140°C and compaction
should be strictly adhered to. is effectively completed when the laid asphalt
temperature has fallen to about 100°C. A similar
Available Research Reports and Weather Forecasting temperature differential is applicable to other
2.3 TRL Research Reports RR 4 and RR 280 provide grades of binder.
details of research into the effects of various factors that
influence the rate of cooling of an asphalt layer. In order 2.8 Great care should always be taken when the
of priority, the principal factors are layer thickness, wind temperature is, or has recently been below 0°C as ice
speed and ambient temperature. may be present on the substrate. Under no circumstances
should material be laid on a frozen substrate as
2.4 The Meteorological Office can provide historical inevitably the lower part of the layer will cool
information relating to weather conditions, such as prematurely and may not be compacted properly. A zone
month by month analysis of temperatures, to form a of weak material may then be present which is likely to
statistical forecast of conditions that affect aspects of shorten the life of the surface course.
road building and in particular, the weather sensitive
operation of surfacing. Measuring Wind Speed and Temperature
2.9 Except where local conditions apply, such as
2.5 The Meteorological Office can also provide shelter in a cutting or exposure on an embankment, or
24-hour local forecasts, including wind speeds, from when conditions are transient with gusting or squalls,
regional weather centres. Information on these services wind speed is fairly consistent over a sufficiently large
can be obtained from the Meteorological Office, area to enable a single wind speed to characterise a
Climatological Services (Met 03), London Road, whole site. To account for gusting it is necessary to
Bracknell, Berkshire RG12 2SZ (Tel: 01344 420242). define wind speed as the average over the preceding
Planning the laying of surface courses should always be hour. It should be measured using a recording
done in conjunction with an up to date weather forecast. anemometer with an accumulative digital output.
Hand-held devices averaging readings over a few
Specification seconds, should only be used as approximate indicators.
2.6 The Specification (MCHW 1) Series 700 and For general guidance the Beaufort scale is given in
900, with the associated Notes for Guidance (MCHW 2) Table 2.1.
set out the requirements for acceptable weather
conditions for laying bituminous surface courses. For 2.10 The Specification (MCHW 1) allows for wind
performance specifications Series 700 does not apply speed to be measured at heights of either 2 m or 10 m.
but it provides a useful guide to good practice. (For Measurement at 2 m height, using a portable
some special materials the requirements are included in anemometer, is appropriate for monitoring on site.
Series 900). Where modified binders are used advice Measurement at 10 m height is more suited for use on a
from the binder supplier via the Contractor should be major contract where there is a site office compound.
obtained.

February 1999 2/1

Chapter 2 Volume 7 Section 5
Laying Bituminous Surface Courses Part 2 HD 37/99

Equivalent speed at
10 m above ground
Force Description Description for use on land Knots
Mean Limits

0 Calm Calm, smoke rises vertically 0 <1

1 Light Air Direction of wind shown by smoke but not 2 1-3

by wind vane

2 Light Breeze Wind felt on face; leaves rustle; ordinary vanes 5 4-6
moved by wind

3 Gentle Breeze Leaves and small twigs in constant motion; wind 9 7-10
extends light flag

4 Moderate Breeze Raises dust and loose paper; small branches 13 10-16
are moved

5 Fresh Breeze Small trees in leaf begin to sway; crested wavelets 19 17-21
form on inland waters

6 Strong Breeze Large branches in motion; whistling heard in 24 22-27

overhead wires; umbrellas used with difficulty

7 Near Gale Whole trees in motion, inconvenience felt when 30 28-33

walking against the wind

8 Gale Breaks twigs off trees; generally impedes progress 37 34-40

9 Strong Gale 44 41-47

10 Storm 52 48-55

11 Severe Storm 60 56-65

12 Hurricane above 65

Table 2.1 The Beaufort Scale of Wind Speeds

2/2 February 1999

Volume 7 Section 5 Chapter 2
Part 2 HD 37/99 Laying Bituminous Surface Courses

2.11 The siting of an anemometer should be away from of the top few millimetres. If the chippings are wet or if
and upwind of obstructions, and at positions agreed with laying takes place during rain, surface cooling
the Overseeing Organisation. Wind speed measured at a will be accelerated. If the surface temperature is too low
height of 10 m is more representative of prevailing during chipping application, the bitumen coating on the
conditions, being less affected by low level obstructions. chippings may not soften sufficiently to bond the
For large works with a permanent site office in a chippings into the asphalt and the surface of the asphalt
compound, the installation of a recording station at 10 m may be too stiff to allow adequate embedment of the
height is the preferred option. Measurements at a height chippings. The use of frozen chippings exacerbates this
of 2 m on site may be subject to local obstruction, problem and almost invariably results in rapid chipping
turbulence and traffic induced gusts and the anemometer loss. To protect chippings from frost and contamination
may require frequent repositioning as work proceeds. by dust, the sheeting of stockpiles is recommended.
Nevertheless it may be the only option for small sites
without an office compound. 2.16 Both the width of the chipping machine and the
necessity to feed it from the side using a loading shovel
2.12 Ambient temperatures should be measured using a cause logistical problems, particularly on live
suitable device calibrated to ±1symbol 176°C and carriageways. The chipper is nearly 5 m wide and
readable to ±0.5°C, which ideally should be placed in a overhangs each side of the asphalt mat by some distance,
suitably screened enclosure upwind of any heat source. reducing the width of the footway (where present) on
It will reduce discussion on site considerably if all one side and the trafficable width on the other. For safety
personnel can agree that a single thermometer will be reasons on narrow roads a formal road closure may be
used to determine the air temperature. It should be noted required or traffic control which may cause long delays.
that the quoted air temperature is always in the shade
unless otherwise specified. Porous Asphalt
2.17 From the temperatures set out in Clause 938 of
2.13 Surface temperature should be measured with an the Specification (MCHW 1) an 8 minute compaction
electronic thermometer having a surface measurement period may be assumed for a 50 mm thick layer of
probe of low heat capacity and calibrated and readable porous asphalt to cool from the minimum paver-out
to ±1°C. The temperature of the laid material should be temperature to the temperature for substantial
measured at the mid-depth of the layer using an completion of compaction. This period has been
electronic thermometer with reasonably quick response, estimated in accordance with TRL Research Report 4
and as low a heat capacity as possible, compatible with and adjusted to take into account the difference between
adequate robustness. Where the Specification the expected rates of cooling of hot rolled and porous
(MCHW 1) includes measured compaction limits, asphalt surfaces.
(eg void contents or PRD) it is the Contractor’s
responsibility to determine the temperatures necessary to 2.18 Laying in the rain should not be permitted as this
achieve full compaction. In these circumstances, except cools the material too quickly, reducing compaction.
for the maximum mixing temperature specified to avoid Heavy rain may also affect the bond between the binder
undue hardening of the binder, the temperatures should and the aggregate.
not be specified.
Thin Surfacings
Consideration of Specific Materials 2.19 Since these materials are thin they cool very
rapidly, and the amount of time available for compaction
Hot Rolled Asphalt is limited. As they are proprietary materials, it is the
2.14 The application of coated chippings to hot rolled Contractor’s responsibility to ensure adequate bond and
asphalt and their retention thereafter is particularly compaction is achieved. Laying these materials on a wet
sensitive to the weather conditions prevailing during surface or during falling rain may significantly reduce
laying. The time for compaction and chipping the initial bond to the underlying surface.
application is of necessity longer, at about 10 minutes,
than for materials laid in a single operation without 2.20 Some of the thinner variants of these proprietary
chippings. Careful control of laying and rolling products cannot be laid in winter, and their application
temperatures is vital to ensure, with reasonable certainty, on cold windy days, or at night outside the winter period,
that the chippings will be retained. should be treated with caution. Local weather forecasts
should be used to plan the works during more favourable
2.15 In addition to normal cooling in ambient conditions.
conditions, the application of cold chippings (12-15% by
mass of hot asphalt) to the surface causes rapid cooling

February 1999 2/3

Chapter 2 Volume 7 Section 5
Laying Bituminous Surface Courses Part 2 HD 37/99

Slurry Surfacing and Micro-surfacing Site Preparation

2.21 These materials are made with bituminous
emulsions and therefore should not be laid in icy 2.26 For all surface course materials it is essential that
conditions. It is necessary for a proportion of the initial an adequate bond is achieved and maintained between
water content to evaporate from the slurry before it can the surface course and the underlying pavement
be trafficked. Laying in wet or humid conditions, structure. The thinner the surface course, the greater the
particularly when combined with low temperatures, will traffic generated stresses at the interface. To achieve an
significantly delay the setting process. It should be borne adequate bond the substrate must be clean and free of all
in mind that even in good conditions the material takes at loose material.
least 30 minutes to become sufficiently stable to open to
traffic. Adverse conditions can increase this period to 2.27 Where the substrate is new or nearly new, with the
several hours. Very high temperatures may cause binder film still intact, and no contamination, further
problems such as pre-setting and efficient breaking of treatment should not be necessary. Where it has been
the emulsion may be inhibited, leading to failure. contaminated by site traffic for example, it is essential to
remove the contamination by sweeping, and if necessary
2.22 With these constraints, slurry surfacing and by the use of water jetting or other methods. Where an
micro-surfacing, like some of the hot paver-laid thin existing road is being resurfaced, all packed mud, excess
surfacings, have a closed season in winter. Their use is oil droppings, any other accretions or organic growth
also restricted at maximum road temperatures, similar to must be removed.
surface dressing.
2.28 Treatment with a suitable weedkiller may be
Surface Dressing necessary some days or weeks prior to the work being
2.23 Surface dressing has a very short laying season, carried out. The advice of the weedkiller manufacturer
particularly for heavily trafficked roads, although the should be followed with regard to timing. There are
advent of superior binder grades and improved processes areas where the use of some weedkillers is constrained
have lengthened the season. Full guidance is given in and the Overseeing Organisation should be consulted to
Road Note 39. The main reason for the short season is check on any limitations that are in place.
that the chippings have to adhere to the binder at
temperatures close to ambient, while the binder must 2.29 Existing roads may need some pre-treatment or
maintain sufficient cohesive strength to resist traffic shaping before the proposed surface course can be used.
forces when the road is opened. This should be carried out using an appropriate
basecourse material with the necessary properties,
2.24 For successful surface dressing, it must not be strength and resistance to rutting, for the expected traffic
raining and the road surface should be dry. In wet levels. Another way of regulating is to plane off any high
conditions the binder will not adhere to the surface and areas. The most suitable method will depend on the
rapid failure may occur. The sprayed binder film will not amount of regulation necessary, threshold levels and the
adequately adhere to wet or cold chippings and the time level of street furniture.
taken for the surface dressing to gain adequate stability
to resist the traffic forces can significantly increase. 2.30 In order to obtain best value for money from the
Obtaining accurate weather forecasts and making good resurfacing, any local weaknesses in the underlying
use of them is more important for the successful pavement should be repaired and cracks sealed using an
outcome of surface dressing than for most other surface appropriate treatment, see HD 31 (DMRB 7.4.1). In
treatments. general the thinner the surfacing, the lower its ability to
regulate the existing surface. Surface dressing follows
2.25 When emulsion binders are being used the work the existing profile and will not smooth out
should stop if the relative humidity exceeds 80%, as the irregularities. Similarly slurry surfacings, which are laid
binder will not break properly and will lack adequate with a spreader box following the existing profile, are
cohesion for the safe opening of the road to traffic. too thin to regulate the surface, although the thicker
Relative humidities between 60% and 80% can lengthen micro-surfacings can improve the transverse profile. Hot
the breaking time and care should be exercised when paver-laid thin surfacings can regulate the existing
making the decision to open to traffic. The use of surface to a significant degree and guidance is given in
breaking agents and multiple-layer dressings may the Notes for Guidance (MCHW 2). The limits on the
alleviate this problem. regulating ability of proprietary thin surfacings may be
given in the BBA HAPAS Certificates – see Chapter 6
of this Part. Porous asphalt must not be laid on a surface
that will prevent the free drainage of water (ie the
existing surface must be free of depressions).

2/4 February 1999

Volume 7 Section 5 Chapter 2
Part 2 HD 37/99 Laying Bituminous Surface Courses

2.31 For the thinnest surfacings it is best practice to 2.37 Conventional bitumen emulsions to BS 434 are
remove all road markings before resurfacing. This is normally suitable for use on roads where the existing
particularly relevant for surface dressing and very thin surface is a bituminous material. Many conventional
materials as the thickness of white lines is significant emulsions do not adhere well to concrete and the
when compared to the thickness of the surfacing. It will suitability of a particular type should be checked with
also behave differently from the rest of the substrate if the manufacturer before such use. A polymer modified
overlaid and may precipitate failure. It may be possible emulsion specifically formulated for use on concrete
to mask thicker lines, for example the ribbed line may be a better choice.
between the hardshoulder and the slow lane.
2.38 There are a number of techniques that can be used
2.32 With hot paver-laid materials all ironwork should for applying bond or tack coats. The traditional one with
be reset to its final level after laying any base or K1-40 and K1-60 is to use a hand lance, with either a
regulating course and before laying the surface course. It hand or motorised pump, using material delivered in 200
is impossible to patch round any ironwork that is lifted litre drums. K1-70 binder, as used for porous asphalt,
after laying the surface course without introducing must, because it is sprayed hot, be applied using surface
potentially weak areas and damaging the sealing effect dressing equipment, ie. a heated tank and spray bar. A
of the new surfacing. With slurry surfacing and surface recently introduced technique is by integral spray bar
dressing the ironwork or reflective studs should be attached to the paver, together with a tank for holding
masked as described in the Specification (MCHW 1). the emulsion.

Bond or Tack Coats 2.39 The rate of spread of bond coats should be
measured. The material usage divided by the area
2.33 The purpose of bond or tack coats is to ensure covered will be sufficient for all surface courses, except
that all the layers of a bituminous road behave surface dressing or thin surfacings, where more precise
monolithically. It is, therefore, extremely important that methods should be used.
they are specified and applied in accordance with the
Specification (MCHW 1)). When a permeable course is 2.40 All methods of spraying bond coats have
used, the bond coat also has to seal the existing surface difficulties with either the control of the rate of spread,
against ingress of water into the pavement structure. the evenness of spread, the completeness of break or
pick up of material on the wheels of the delivery
2.34 Bond or tack coats are normally required but there vehicles.
are occasions (eg laying a surface course on an existing
road that has fatted up or on new basecourse or Rate of spread
roadbase) when there is already sufficient bitumen at the 2.41 It is very difficult to obtain an even rate of spread
interface between the new and the underlying layer such of binder with the hand lance because it is difficult to
that an additional coat is not necessary. control a single nozzle. There is no correlation between
the amount that is pumped and the speed of swing of the
2.35 All unmodified bond coats and tack coats are lance except for the skill of the operator.
cationic bitumen emulsions. They are quick breaking
and most conform to BS 434; these are designated 2.42 The main difficulty with integral spray bars is the
K1-40, K1-60 or K1-70. K1-40 and K1-60 are sprayed low rate in terms of volume. A conventional surface
at ambient temperature, but K1-70 must be heated to dressing bar sprays between 70 and 100 litres/min for
between 80°C and 90°C before it is sufficiently fluid for each metre width, whereas an integral bar on a paver
spraying. laying at 12 metre/min will be spraying about 6 litres/
min per metre width when using K1-40 emulsion for a
2.36 All polymer modified emulsions are proprietary traditional tack coat. This means that the jets on the
and will require BBA HAPAS Certification. They are spray bar must be smaller and are therefore more
typically either 60% or 70% binder content emulsions. difficult to manufacture to give the correct rate of
The binder manufacturers instructions should be spread. Some integral bars use intermittent or movable
followed for spraying methods but typically the 60% jets to give the correct rate of spread. It is important that
emulsions are sprayed at ambient temperature and the these are checked for efficient operation.
70% ones are sprayed at between 80°C and 90°C. Some
proprietary surfacing materials include the bond coat as Evenness of spread:
part of the process and the BBA HAPAS Certificate for 2.43 The hand lance has problems with evenness of
the surfacing will include the bond coat requirement. spread, depending solely on the skill of the lance
operator. However skilled, there will be significantly less

February 1999 2/5

Chapter 2 Volume 7 Section 5
Laying Bituminous Surface Courses Part 2 HD 37/99

sprayed around the edges of an area than in the middle, Joints

unless it is permitted to spray outside the area required.
2.49 Whatever surface course is used it will be
2.44 When using surface dressing equipment there are necessary to construct joints, both longitudinally and
few problems, providing it has been properly calibrated transversely. Joints are a potential source of weakness
and the jets checked for blockages. With spray bars and great care should be taken in their formation. The
integral with the paver the main problem is likely to be best technique to be used will depend greatly on the
blockage of the small jets. They should be checked prior surface course material concerned.
to the start of each days work and whenever the paver
has stopped for long enough for a transverse joint to be 2.50 The techniques used for materials to BS 594 or
cut. Where the jets are movable or intermittent it is very BS 4987 are given in Part 2 of each standard. The same
important that evenness of rate spread of spread is methods are also suitable for use with stone mastic
checked regularly. The manufacturers procedures should asphalt.
be followed to ensure that the spray bar continues to
operate correctly throughout the laying period. 2.51 A proprietary material will have the correct
jointing method described in the BBA HAPAS
Completeness of break: documentation. Joint formation in surface dressing,
2.45 Emulsions applied in front of the paving train slurry surfacing and micro-surfacing are described in the
need reasonably good weather conditions if they are to relevant Clauses of the Specification and Notes for
break prior to construction traffic using the sprayed Guidance (MCHW 1 and 2) and appropriate chapters in
surface. If the emulsion is not fully broken before this Part.
trafficking there will be serious disruption to the binder
film by the wheels of the lorries and the paver. Aftercare
Emulsions will not break in the rain, they break 2.52 Aftercare is the practice that occurs after
extremely slowly if the relative humidity is above 80%, completion of rolling and prior to the gain of full
and they form ice if the surface is below freezing. strength by the surfacing. It is most important for
Emulsions should not be used in these conditions. surface dressing and is dealt with fully in Chapter 8 of
this Part with further information given in Road Note
2.46 There should be no problems with the emulsion 39. Slurry and micro-surfacing should not be trafficked
breaking when sprayed from an integral spray bar, as the until they have gained sufficient strength to resist the
hot material following immediately behind will break the forces that are likely to be exerted, including braking.
emulsion quickly and completely by the evaporation of This type of surface will also need sweeping for a few
the water. Provided that it does not cause problems with hours or days after opening as traffic continues to
evenness and rate of spread, there are advantages in consolidate the material. How quickly this happens
using binder contents higher than 40% in the emulsion, depends on the location, the amount of traffic and the
as less water needs to evaporate off for the same amount weather conditions.
of bitumen on the road. (This will also mean that less
heat is lost from the bituminous material being laid). 2.53 Hot, paver-laid materials, in general, do not need
any treatment after the completion of rolling. However
Picking up: heavy traffic should not run on the material until it has
2.47 When emulsions are sprayed ahead of the paving cooled and hardened sufficiently, because all bituminous
train there is always a risk that construction traffic will materials are less resistant to deformation when they are
pick up even fully broken binder which remains sticky. new. As a guide, newly laid surfacing should not be
This is a particular problem with the thicker films such opened to traffic if its surface temperature exceeds 25°C
as those used with porous asphalts. To overcome this if unless the maximum temperature within the mat has
it occurs to any significant extent, it may be necessary to fallen below 35°C. The maximum temperature within
use a polymer modified emulsion, chosen for low the mat may be assumed to be at mid-mat. Guidance on
adhesivity to vehicle tyres; or to use an agent to reduce the avoidance of wheel-track rutting in hot rolled
the adhesivity. asphalt, also relevant to other surfacing materials is
given in the Notes for Guidance Clause NG 943
2.48 The system used should ensure that site traffic (MCHW 2). Further guidance may be given in BBA
does not pick up the bond or tack coat and transfer it to HAPAS documentation for proprietary surfacing
other areas such that the process is seriously affected. materials and modified binders.
(eg Filling the surface voids in thin surfacings or porous
asphalt).

2/6 February 1999

Volume 7 Section 5 Chapter 2
Part 2 HD 37/99 Laying Bituminous Surface Courses

Road Markings Series NG 100 Table NG 1/1. Advice is also included in

the appropriate Chapters of this Part for specific
2.54 There are no particular difficulties with the surfacing materials.
application of road markings on any surfacing materials
with the exception of porous asphalt which is dealt with Interpretation of Test Results
in Chapter 5 of this Part. On some surface dressing 2.59 A test result should never be considered in
types with high texture, (eg 14/6 mm racked-in), the first isolation unless it is so far outside the specified
application of lane markings can be short lived unless parameters that the probability of the material
the application thickness is at the upper end of the conforming to specification is minimal. Many standard
permitted range. This is because the majority of the test procedures give indications of the precision of the
material is below the peaks of the chippings. test and for a single result the figure given for
reproducibility should be used as a guide to its precision.
2.55 Contra-flow and maintenance operations often The more test results that are available the more precise
require the application of temporary reflecting road the judgement that can be made on the compliance of the
studs. Many types of stud leave a sticky deposit of material as a whole.
bituminous adhesive that clogs and blocks the surface
voids (of porous asphalt and thin surfacings) and some 2.60 Some requirements of the Specification
types can also cause pluck-out of aggregate. Where (MCHW 1), for example, the void content of an HRA
surface dressing is subsequently applied such deposits surface course or the binder content of porous asphalt,
may bleed through the dressing and leave fatty patches. have different limits set for single results and for the
Trials may need to be performed, at the back edge of the mean of a number of results. By this means the risk of
hardshoulder, to ensure that the studs proposed for use accepting large quantities of sub-standard material is
will come free from the surface without plucking out reduced, whilst recognising the fact that not only do
surface aggregate or leaving an excessive deposit. variations occur in the materials but also in sampling
and testing, the latter not reflecting the actual values
2.56 Problems have also been reported with pre-formed within the layer. The importance of accurate sampling
marking tapes, in particular poor long term adhesion on cannot be emphasised strongly enough as this is a very
negatively textured surfacings in wet weather. common cause of disputes on site.
Testing Bituminous Surface Courses 2.61 Where the test results demonstrate that there is a
2.57 The Specification (MCHW 1), Series 100 and compliance problem a number of steps should be taken:
Appendix A, requires that asphalt mixes are produced in
plants that are registered to the ISO 9000 ‘Sector • Ensure that the samples were taken and tests
Scheme for the Production of Asphalt Mixes’. Using the carried out correctly. A NAMAS accredited
new CEN terminology this includes all bituminous sampling and testing laboratory will have records
mixtures. Under this scheme, producers are required to to demonstrate that the sampling and testing was,
monitor asphalt production at predetermined frequencies or was not, carried out correctly;
to ensure the consistency of the various products. Plants
are categorised as Q1, Q2 …or Q6, to demonstrate the • If the procedures were correct then decide whether
consistency actually achieved, the lower the ‘Q’ value, the results are so far outside specification that the
the better the consistency. Testing asphalt in the ‘as material definitely does not comply;
delivered’ condition should therefore no longer be
necessary. Nevertheless if obvious variations in a • If the position is unclear, where possible carry out
product do occur, for example as a result of binder duplicate tests on samples already taken, or take
drainage, audit testing should be undertaken to check other samples from the same location as the
whether or not the product complies with the original samples, and repeat the tests;
requirements of the Specification (MCHW 1).
Non-compliance should be reported to the Overseeing • Compare the two sets of results: if they confirm
Organisation and the certification body. each other (within normal testing variation), take
the mean value in comparison with the
2.58 When required, testing of bituminous surface specification. If the results differ significantly,
courses should be carried out in accordance with the give more weight to results from samples cut from
Specification and Notes for Guidance (MCHW 1 and 2), the completed mat.
Series 700 and 900. The frequency of testing is specified
in MCHW 1 with guidance given in MCHW 2 including

February 1999 2/7

Chapter 2 Volume 7 Section 5
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2.62 With performance based specifications a

judgement can often be made on the likely effect of
non-compliance on the life and performance of the
surface course. Advice should be obtained from the
Overseeing Organisation. Removal and replacement
should be a matter of last resort as this process
introduces additional joints and the final product is less
likely to conform in terms of compaction and ride
quality than the original, because of the limited area
being replaced.

2.63 Once it is decided that material must be removed,

the defective area must be determined. Occasionally the
limits are obvious, eg when a delivery of low
temperature material leads to high void content
measurements, the start and end of the load can often be
seen. When the extent of the non-conforming material
cannot be identified in such a manner, the Contractor
may reduce the remedial work by carrying out further
testing to determine the limits of the area affected.
Alternatively it will be necessary to replace all material
covered by the result which is out of specification, up to
but not including the location of compliant results on
either side.

2.64 Whatever decisions are taken with regard to

remedial works the Contractor and his supplier should
investigate the cause of the non-compliance, as part of
their normal quality assurance procedures, in order to
reduce the likelihood of the problem recurring.

2/8 February 1999

Volume 7 Section 5 Chapter 3
Part 2 HD 37/99 Binders and Binder Modifiers

3. BINDERS AND BINDER MODIFIERS

Introduction probability that modified binders will be needed

increases. See Fig 3.1.
3.1 Conventional binders have been used successfully
for many years in road surfacings, generally providing INCREASING COMMERCIAL VEHICLE TRAFFIC
both satisfactory performance and durability even on the STRAIGHT/
NON-EVENT
most heavily trafficked roads. However, some roads in SECTIONS OF
MOTORWAY ETC.
certain areas of the country, surfaced with conventional
CONVENTIONAL BINDERS
rolled asphalt, have deformed prematurely due to a AND MIXTURES SATISFACTORY

number of causes:
INCREASING
DEGREE OF
• Increasing traffic density; SITE
DIFFICULTY

• Increasing use of super single tyres; POTENTIAL

FOR MODIFIERS
APPROACHES TO
PEDESTRIAN
• Early trafficking during lane rental contracts; CROSSING/TRAFFIC
LIGHTS ETC.

• Channelised traffic;
Figure 3.1 : The Need for Modifiers in Mixtures at
• Slow moving heavy vehicles on hills, particularly Difficult Sites and at High Traffic Intensity.
during prolonged hot periods.
3.5 Benefits which may be obtained by the use of
3.2 For surface treatments such as surface dressing, modified binders include:
the use of conventional binders, even when using the
racked-in process, has limited ability to provide • Improved resistance to permanent deformation of
satisfactory performance on heavily trafficked roads and mixtures at high service temperatures;
highly stressed sites. Detailed advice on the specification
of binders for surface dressing is given in Chapter 8 of • Greater load spreading (increased stiffness) for a
this Part. Similarly, porous asphalt using conventional pavement layer of given thickness;
binders (without additives or modifiers such as fibres or
polymers) has not provided adequate durability on • Reduced fatigue of mixtures, giving reduced
heavily trafficked roads. Thin surfacings, introduced cracking under repeated load;
from France in 1990, have utilised modified binders,
either in the mixture or as a special bond coat, in order • Improved ductility at low service temperatures,
to ensure satisfactory performance. giving reduced thermal cracking;

3.3 With the introduction of end performance • Improved adhesion to aggregates, giving reduced
specifications for road surfacings, materials will have to stripping in mixtures and in surface dressings;
be engineered to meet specific requirements. Where
material designs indicate that the required level of • Increased cohesion, giving better chipping
performance cannot be achieved with conventional retention in the early life of surface dressings;
binders and available aggregates alone, the use of
modified binders may be necessary. • Improved workability of mixtures, reducing the
risk of poor compaction;
3.4 This Chapter provides a brief introduction to
binders for road surfacings used in road construction • Reduced hardening or ageing in service, giving
and maintenance. It describes the modification of longer life in surface materials;
bituminous binders to improve performance of mixtures,
when necessary, especially for the more heavily • Reduced temperature susceptibility throughout
trafficked and highly stressed sections of the road service temperature range;
network. With increasing commercial vehicle traffic
intensity, and increasing degree of site difficulty, the

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Chapter 3 Volume 7 Section 5
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• Increased viscosity at low shear rates, allowing satisfactory performance to a base binder; indeed
thicker binder films to be obtained in open modifiers and bitumens have to be carefully selected to
mixtures and reduced bleeding in surface dressing. ensure compatibility. Further advice is given in the
References.
Figure 3.1 summarises some of the claimed benefits
from using binder modifiers. 3.7 Where modified binders are used, the
Specification (MCHW 1) Series 900 requires details of
3.6 Most modifiers will only be able to achieve some their performance characteristics in terms of both binder
of the properties, so choice of modifier is site specific. and mixture properties to be included in tenders.
Addition of a modifier will not automatically confer

Improvements

Modifier Notes Permanent Fatigue Thermal Binder Ageing Moisture Recycling Cost Environmental
Deformation Cracking Cracking Drainage Damage Difficulty Addition Considerations

Fillers 2 Some Some Some Low Low Dust suppression

needed

Fibres 2 Some Yes Some Low Low Fine material

hazardous

Natural 1, 2 Yes Some Low Med

bitumens

Chemical 1, 2 Some Some Med Med Possibility of leaching

Modifiers should be considered

Thermo- 1, 2 Yes Yes Yes Yes Yes Yes High High Harmful when uncured
setting
Polymers

Thermo- 1 ,2 Yes Some Some Yes Some Med Med-High Degradation if

plastic overheated
Plastomers

Thermo- 1, 2 Yes Yes Yes Yes Some Yes Med Med-High Degradation if
plastic overheated
Elastomers

Reclaimed 2 Some Yes Yes High Med Use of waste material

Rubber

Notes

1. Where permanent deformation is improved the mixture may be designed to have higher binder content, with
the benefit of increased resistance to fatigue, thermal cracking, ageing and moisture damage.

2. Within the same generic group there is a wide range of modifier composition and performance benefit. The
general distinctions between Plastomers and Elastomers are becoming less well defined as innovation
proceeds.

3. This table should be used as an overview and not for selection of a modifier for a specific purpose.

Table 3.1 Summary of the Potential Benefits from using Binder Modifiers in Mixtures

3/2 February 1999

Volume 7 Section 5 Chapter 3
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3.8 Binders are visco-elastic materials (that is to say, zero, viscous materials a value of 90° and visco-elastic
they display both viscous and elastic behaviour). A materials some intermediate value. At low temperatures,
viscous material, like all liquids, continues to flow all unmodified bitumens tend towards purely elastic
the time a stress is imposed on the material, whereas an behaviour and their phase angle approaches 0 degrees.
elastic material deforms instantaneously under an At high temperatures, unmodified bitumens behave
applied load and does not undergo further deformation purely viscously and their phase angle can reach 90
thereafter. When the stress is removed, a purely elastic degrees at temperatures above 70°C. Dynamic testing
material regains its original shape whereas a viscous may be carried out over a wide range of frequencies and
material does not recover but remains in the deformed temperatures. The loading time (or frequency) and the
state. Conventional binders are predominantly elastic temperature of the material are inter-related in their
and brittle at low temperatures and viscous fluids at high effect on the behaviour of visco-elastic materials. Hence
road temperatures depending on the frequency of the same response can be observed when measurements
loading. are made at low temperatures for long periods as at high
temperatures for short periods. It is possible to represent
3.9 The visco-elastic behaviour of a binder is most the results of tests taken at different temperatures and
conveniently assessed by dynamic shear testing. This loading times using one master curve of visco-elastic
involves subjecting the binder to an alternating shear behaviour, thereby characterising the material. An
stress and measuring the resulting alternating shear example of a master curve is shown in Figure 3.3. The
strain. The ratio of the stress to the strain is known as main mechanisms of road failure are being studied in
the complex stiffness modulus (G*). The lag or phase order to relate these rheological properties to them so
angle (δ) between the stress and strain is also measured, that it may be possible to predict the relative
see Figure 3.2. Elastic materials exhibit a phase angle of performance of binders from these properties.

Applied
Stress

Applied F
Torque Time
Oscillating Plate

Measured
F Strain *
Binder Film 1mm typically
( Time
(
8mm or 25mm Fixed Plate

COMPLEX MODULUS
PHASE ANGLE *

3.2 : Essential Parts of Dynamic Shear Rheometer and Definition of Phase Angle δ

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Chapter 3 Volume 7 Section 5
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9
10

-5/ C

7
10 5/ C
Complex Stiffness Modulus G* (Pa)

15/ C 35/ C

25/ C 45/ C

5
10
60/ C

80/ C

3
10

Thermal Cracking Standing Traffic Pen Test 100km/hr Traffic Vialit Pendulum
1
10
-7 -4 -1 2 5
10 10 10 10 10

Frequency (Hz)

Figure Figure 3.3 : G* for an aged Bitumen showing derivation of Master Curve at 25°C using Time –
Temperature Superposition

90

80

➤
70
8
Increasingly
Viscous
60
Phase angle d (degrees)

50

40

30
Increasingly
Elastic
➤

20 9
Modified bitumen Type 2
Modified bitumen Type 1
Unmodified bitumen
10

0
-10 0 10 20 30 40 50 60 70 80 90 100

Temperature (/ C)

Figure 3.4 : Phase Angle versus Temperature at 0.4Hz for three binders (after RTFOT)

3/4 February 1999

Volume 7 Section 5 Chapter 3
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3.10 Master Curves, can be produced using a Dynamic (Type 1 binder) at low service temperatures (less than
Shear Rheometer (DSR) which is fully computer 0°C) will also assist in retarding thermally induced
controlled and can produce much of the data cracking.
automatically. As the response of binders is dependent
upon temperature and loading time, it is important to 3.14 An ‘Equi-Stiffness High Temperature’: T2kPa °C
select appropriate values to allow comparison of has been defined for use with polymer modified
materials. In the Specification (MCHW 1) Clause 928, bituminous binders. This is the temperature at which the
the frequency of 0.4 Hz has been chosen as the standard complex stiffness modulus equals 2000 Pascals at a
(loading time of 0.4 seconds, equivalent to slow moving loading frequency of 0.4 Hz. This parameter indicates
traffic). A plot of complex stiffness modulus against high temperature stiffness performance, much in the
frequency at a temperature of 25°C has been selected for same way that softening point is used for conventional
the master curve. bitumens. Figure 3.5 shows that the Type 2 binder has a
higher T 2kPa °C than the unmodified bitumen.
Test Methods
3.15 An ‘Equi-Stiffness Low Temperature’: T2MPa °C
3.11 The basic geometry of the DSR is presented in has been defined. This is the temperature at which the
Figure 3.2. DSRs use very little binder, typically less complex stiffness modulus is 2 Mega Pascals
than one gram, and tests have even been carried out on (2 x 106Pa) at a loading frequency of 0.4 Hz. It provides
surface dressing binders scraped from a road surface. In an indication of the relative stiffness of polymer
order to cover the whole range of binder properties, tests modified binders against a standard bitumen. Figure 3.5
are carried out over a frequency range of (typically) 0.1 shows the Type 1 modified binder to have a lower T2MPa
to 10 Hz at a number of different temperatures, usually than the unmodified bitumen. T2MPaoC is approximately
at least six, ranging typically between minus 5°C and equal to the temperature at which the penetration value
80°C. Having obtained the data at individual of the unmodified bitumen is equal to 19dmm. It is
temperatures the principle of time-temperature possible that this temperature may provide an alternative
superposition is used to produce a single Master Curve, parameter to penetration at 5°C, which is believed to be
as illustrated in Figure 3.3. useful for prediction of low temperature performance.
3.12 The effect of binder modification can be seen from
plots such as Figure 3.4 which relates Phase Angle and
Temperature. The Modified Bitumens, Type 1 and
Type 2, represent results that might be obtained for
example, from the addition of an elastomer or a
plastomer, respectively. The measurement can be used to
help understand the engineering properties that are likely
to be generated in situ. In Figure 3.4 for the unmodified
binder, the phase angle increases with temperature in the
range -5 to +80°C, indicating increasingly viscous
behaviour. In contrast, the Type 1 elastomeric binder
shows increasing elasticity in the temperature range
20 to 70°C. The Type 2 plastomeric binder shows
almost constant phase angle from 10°C to 60°C, but the
behaviour changes rapidly at both ends of this
temperature range. The results show how polymers can
assist in improving the deformation resistance of
bituminous mixtures by increasing the elastic,
recoverable strain component under loading at high
temperatures.

3.13 Figure 3.5 plots Complex Stiffness Modulus

against Temperature for the same three binders presented
in Figure 3.4. This shows that both modifier types can
increase binder stiffness at high service temperatures
(50-70°C). The lower stiffness and more viscous
response (see Figure 3.4) obtained from the elastomer

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Chapter 3 Volume 7 Section 5
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9
10

Modified bitumen Type 2

Modified bitumen Type 1
Unmodified bitumen
7
10
Complex Stiffness Modulus G* (Pa)

2 MPa

5
10

2000 Pa
3
10

25/ C
T2MPa
for Type 1 T2000Pa for Type 2 modified
modified T2MPa for unmodified bitumen T2000Pa for unmodified bitumen
1
10
-10 0 10 20 30 40 50 60 70 80 90 100

Temperature (/ C)

Fig 3.5 : Complex Stiffness Modulus versus Temperature at 0.4Hz for three binders (after RTFOT)

3.16 For surface dressing and micro-surfacing, the Ageing

Specification (MCHW 1) Series 900 requires that
penetrations at 5°C and 25°C are measured. Binder- 3.19 Conventional binders, as thin films on the
aggregate adhesivity by the Vialit Plate Shock test aggregate particles, age in the presence of air leading to
(BS EN 12272-3) is also used for evaluating chipping- fretting and ravelling (loss of aggregate in the surface),
binder combinations. cracking, and finally to failure. This is much more
critical in surface courses - stiffening in a basecourse
3.17 The Vialit Pendulum test as specified in Clause and roadbase may actually contribute to enhanced
939 of the Specification (MCHW 1) is used to assess the performance. The rate of change of binder properties
cohesion of the binder, a measure of the forces holding depends on the voids in the mixture, whether they are
the material together. This is probably more important interconnected, the binder film thickness and the
for surface dressing, thin surfacings and bond coats composition of the binder after paving. There are some
where the binder is under more direct stress than at any changes of binder properties because of loss of volatiles
other level in the pavement structure. A balance has to and oxidation during storage, manufacture and laying,
be struck between the cohesion of a binder and its ability after which the binder hardens slowly - see Fig 3.6. The
to adhere to the aggregate. higher the penetration of the as-laid paving grade
bitumen in the mixture the longer it has before onset of
3.18 The Notes for Guidance (MCHW 2) Clause brittle failure by the ageing process; however the
NG922, classify cohesion requirements for three binder propensity to rutting increases with increasing softness
grades; Premium, Intermediate and Conventional. The (higher penetration) so a balance has to be drawn. With
peak value is specified, but the plot of cohesion against denser asphalt mixtures, ageing progresses more slowly,
temperature must be provided so that, in future, as the binder is less vulnerable to oxidation. This is the
temperature ranges can be set. Provided that the level of main reason for the limits imposed for maximum air
cohesion provided by a binder is sufficient, the voids in the performance related specification for hot
temperature range over which the required level of rolled asphalt; see the Specification (MCHW 1) Clause
cohesion is maintained is more important than the 943.
maximum level attained.

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Volume 7 Section 5 Chapter 3
Part 2 HD 37/99 Binders and Binder Modifiers

100

70

PEN 50
5% VOIDS

10% VOIDS
20

CRITICAL VISCOSITY

STORAGE IN TANK MIXING HARDENING ON THE ROAD 5 YEARS

TIME

Fig 3.6 : Changes in Penetration of Conventional 100 pen Bitumen with Time, for Mixtures of differing Voids
Contents

3.20 Modifiers such as fibres may be used to increase binders, although validation has not been carried out for
binder content and hence film thickness in order to most polymer modified binders. Tests such as
reduce the effects of ageing in the more open mixtures, penetration, cohesion and rheology should be carried
such as porous asphalt, where both air and water have out, both before and after the test, to show any
ease of access. sensitivity of the binder to the manufacturing process
and to simulate the condition of the binder immediately
3.21 Polymer modifiers may be used to increase the after laying.
resistance to ageing because softer base binders may be
used. A balance between brittle elastic behaviour at low High Pressure Ageing Test (HiPAT)
temperatures and adequate resistance to permanent 3.25 This test is used to artificially age a binder
deformation at high service temperatures must be without applying an unduly high temperature, which
obtained. could destroy the integrity of the binder and initiate
reactions that do not occur in practice. High pressure air
3.22 Adhesion of the binder to aggregate may also be at 2.1 MPa and a temperature of 85°C is used for a
improved by the use of modifiers. Enhanced adhesion period of 65 hours. Cohesion and rheology
reduces stripping caused by water and thereby minimises measurements are carried out after this test, and
the associated loss of mixture strength. information about resistance to oxidation of the binder
may be obtained.
3.23 In order to understand better the long term
properties of binders, and set limits on which to base 3.26 Aggregate binder interactions may inhibit the
performance specifications, some form of controlled ageing of binders, but higher void contents and thinner
ageing test is required. binder films accelerate ageing, so a mixture test is
preferred. A test for ageing mixtures has been
Rolling Thin Film Oven Test (RTFOT) developed, which involves storing cores at 85°C for
3.24 This test is used to simulate the loss of volatiles 120 hours which may simulate several years on the road,
and oxidation that take place during mixing, transporting prior to testing in devices such as the Indirect Tensile
and paving the asphalt. This test is specified for all Stiffness Modulus Test.

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Chapter 3 Volume 7 Section 5
Binders and Binder Modifiers Part 2 HD 37/99

End Product Performance Specifications

3.27 In the case of surface dressing, micro-surfacing

and thin surfacing the Contractor has responsibility for
performance during the guarantee period; this may be
for only two years, whereas the life of surface dressing
may be eight years and for thin surfacing ten years or
more. It is imperative that the Overseeing Organisation
has data to ensure that modifiers used successfully in the
past, where durability has been confirmed in practice,
are identified, so that they may be used again with
confidence.

3.28 The end-performance tests currently available

cannot fully predict durability and it is inevitable that
some material component control will be part of
specifications for some years to come. Polymer modified
binders will require rheological identification, cohesion
testing to determine low temperature performance and
tests to determine resistance to ageing, so that
performance limits may be determined for future
specifications.

3.29 Workability and compactibility of mixtures are

also of paramount importance for durability. Although it
is the responsibility of the Contractor to ensure the
material has been laid consistently, the Overseeing
Organisation may evaluate this by examining cores, to
control void content, and by visual assessment.

3.30 Use of a polymer modified binder to reduce

rutting in HRA does not necessarily make the surfacing
more durable. A modifier which provides high
deformation resistance may make laying more
problematic, resulting in an as-laid product that has poor
performance. Similarly, a polymer modified binder for
surface dressing may have a very high cohesion value
and perform well in laboratory tests, but exhibit poor
adhesion to chippings in practice, under realistic weather
and traffic conditions. Therefore a balance has to be
struck. The approach adopted is to encourage innovation
by allowing the use of proprietary products with BBA
HAPAS certification. The scheme includes monitoring
and surveillance which will provide assurance on the
performance of the various products and systems.

3.31 Binder performance tests will not guarantee the

performance of all binder/aggregate combinations, but
can provide a useful indication of mixtures that are
likely to be satisfactory.

3/8 February 1999

Volume 7 Section 5 Chapter 4
Part 2 HD 37/99 Hot Rolled Asphalt

4. HOT ROLLED ASPHALT

Background concentrate the rutting forces into a narrower track. A
more stringent requirement than the Marshall stability
4.1 The main strength of a hot rolled asphalt (HRA) test has become necessary for the design of wearing
mixture comes from the stiffness of the sand/filler/binder courses. For this reason the wheeltracking test
mortar. A major factor in the performance of the mortar (BS 598: Part 110) has been introduced as a requirement
is the binder, normally 50 pen grade bitumen to for surface courses generally, and for HRA in particular.
BS 3690. Filler stiffens the bitumen which binds all the
aggregates together. Some filler is contained in the fine Properties
and coarse aggregates in the mixture, but most is added.
Whilst cement is a permitted filler, most if not all HRA 4.6 In addition to the properties of the sand, binder
is made with limestone dust, 75% of which currently properties are crucial to the production of a high rutting
must pass a 75 micron sieve. resistance. The HRA must have sufficient workability
for placing, laying, compaction and pre-coated chipping
4.2 The coarse aggregate may be crushed rock, slag retention. It must also have durability; adequate
or gravel. In chipped HRA wearing courses, which are resistance to rutting, stiffness, resistance to water ingress
laid to nominal thicknesses of 45 mm or 50 mm, the and resistance to binder degradation. An earlier attempt
nominal single size coarse aggregate is 14 mm. The to produce improved rut resistance by using a special
coarse aggregate particles increase the volume of the grade of binder (40 pen HD) was unsuccessful, because
asphalt and reduce its cost but, since they do not form a it failed to provide the other properties required of a
skeletal structure, they do not add very greatly to its surface course, even though its rut resistance was
deformation resistance. improved.

4.3 The addition of coated chippings to the HRA 4.7 The Specification (MCHW 1) Clause 943
prior to full compaction enables the macrotexture requirement for minimum wheeltracking rates, which
requirement for skidding resistance to be obtained. Good relate to the degree of site difficulty and traffic intensity,
workmanship is required on site to ensure the correct will probably result in the increased use of polymer
embedment of chippings. modified binders. Such binders have been used to
achieve low wheeltracking rates and mixtures have been
4.4 HRA wearing course has generally performed found to be reasonably easy to lay and to compact. Their
well, with good durability and levels of safety. A benefits in terms of reduced temperature susceptibility
reasonable tolerance of weather conditions at the time of and elasticity have yet to be fully established, especially
laying permits the placing of the material in winter and in the long term.
at night. However HRA has sometimes suffered from
poor resistance to deformation in wheeltracks (rutting), 4.8 Performance improvements can be made by using
which was particularly evident on roads with high materials such as Trinidad Lake Asphalt, which is
concentrations of commercial vehicles after the hot favoured in some areas for special sites such as
summers of the mid 1970s and mid 1990s. The design of bridgedecks. Principally however, thermoplastic
the mortar is critical for adequate rut resistance. polymers have been used and these include Ethylene
Experience has shown that the sand fraction is Vinyl Acetate (EVA) and Polyethylene (PE) (often
important, with rounded particles performing poorly termed plastomers); Styrene-Butadiene-Styrene block
compared to crushed rock fines. co-polymer (SBS) and Styrene-butadiene rubber (SBR)
(sometimes referred to as elastomers). SBR is used
4.5 The rate of rutting of a particular wearing course mainly in the form of latex added at the mixing plant and
depends on the temperature of the surface as well as the care is required to ensure consistency is achieved. The
traffic loading/speed and material properties. The differences between plastomers and elastomers are
stability test (commonly known as the Marshall test) becoming less distinct as manufacturing processes
was introduced in 1976 to assess all sands, and criteria develop and base bitumens are engineered to suit the
were introduced for various traffic categories on the polymer.
basis of commercial vehicle traffic. There has been a
significant increase in tyre pressures in the last 20 years 4.9 For designed mixes, the acceptance of the final
which concentrates the load on the road, and recently product merely on an analysis of grading and binder
there has been a considerable increase in the use of content is a procedure open to considerable error.
tri-axle trailers with ‘super single’ tyres, which Clause 943 has been written in terms of performance

February 1999 4/1

Chapter 4 Volume 7 Section 5
Hot Rolled Asphalt Part 2 HD 37/99

criteria that can be measured from samples taken from have a stability about twice that of a 30/14 mixture
the road. This end performance specification should made with the same constituents. Most experience has
always be used on the heavier trafficked roads. It leaves been gained using natural sand in the mixture (55/14F)
the supplier free to use his expertise to produce a and there have been no reported problems of rutting
mixture that will perform as required in the most cost when appropriate mixes have been used.
effective manner. For less heavily trafficked roads an
asphalt designed using stability criteria, Clause 911 Design
Specification (MCHW 1), may continue to be used. In
order to ensure long term durability, resistance to rutting 4.14 The method of design for the HRA wearing
must not be the only consideration; ageing is also course will depend on whether the material has been
important and is related to the voids in the mixture, specified to Clause 910, 911 or 943 in the Specification
binder characteristics and binder content. (MCHW 1):

4.10 It is unlikely, but not impossible, that the • Clause 910 is a recipe specification and calls up
combination of properties needed at the highest levels of the appropriate parts of BS 594.
performance will be achievable using natural sand and
an unmodified binder. However a great deal can be done • Clause 911 is for a design mix using the stability
by assessing the effects of different sands on the method in BS 598: Part 107 to meet criteria set
performance of the mixture and by blending sands. As out in BS 594.
an example, the addition of a proportion of crushed rock
can both improve the resistance to rutting and may even, • Clause 943 material is required to meet the
in some cases, improve the workability. The level of performance criteria set out in the contract, but
knowledge is currently insufficient to predict the result still requires aggregate grading to BS 594.
of blending fine aggregates, so appropriate performance
testing is required. 4.15 For Clause 911 materials the stabilities given in
BS 594 are only appropriate for 30% stone content
4.11 With the advent of more stringent requirements materials. Where high stone content asphalt (55% stone)
for rutting resistance the need to retain chippings should is to be used, then the mixture should be made with the
not be forgotten. The less workable the mix and the more same constituent materials that would meet the stability
adverse the weather conditions during laying, the more requirements of BS 594 for 30% stone content asphalt,
likely the possibility of significant chipping loss. Rapid with appropriate adjustments to grading and binder
cooling of the top surface of the asphalt, forming a content.
surface skin, can prevent adequate chipping penetration.
This is particularly relevant when laying polymer 4.16 The definition for HRA Wearing Course in Clause
modified HRA in cold or windy conditions. 943 is a 35% stone content material complying with
Clause 901 and BS 594: Part 1 except that the binder
4.12 Annex A describes a suitable procedure for the may be modified. A minimum binder content by volume
determination of the proportion of missing and broken is also specified, in order to give some confidence that
chippings. This may be used initially and at the end of the material will be reasonably durable. The layer
the maintenance period, to assess the degree of chipping thickness is required to be either 45 mm or 50 mm. The
loss and/or the number of broken chippings. Broken thicker layer may be necessary for structural or profile
chippings are more likely to be lost in the early stages improvement, or during the winter period. (50 mm is
and are often a result of the asphalt cooling too much recommended because of the problems caused by too
prior to rolling in the chippings. There is currently no rapid cooling of thinner layers).
specified limit for chipping loss but as a guide, a loss of
less than 5% is considered reasonable. 4.17 For Clause 943 mixes, a ‘Job Mixture Approval’
trial carried out on or off site, is necessary to check
High Stone Content Mixtures performance and to obtain approval of the mix. If the
constituents are then fixed as a Job Standard Mixture,
4.13 A variant of HRA which has been used on trunk the approved mix may be used for a period of eighteen
roads and motorways (prior to surface dressing) has a months. The mixture tests are carried out on cores taken
nominal stone content of 55%, with no added coated from the trial site. Wheeltracking, air voids, density and
chippings. Although with this level of coarse aggregate composition are recorded. The Overseeing Organisation
there is some aggregate interlock, the material still can approve as a Job Standard Mixture, the results from
depends primarily on the sand/filler/binder mortar for its a previous contract or trial carried out up to eighteen
stiffness. Nevertheless, a 55/14 mixture will typically months previously.

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Volume 7 Section 5 Chapter 4
Part 2 HD 37/99 Hot Rolled Asphalt

4.18 Advice on the performance criteria required for bitumens this temperature is close to the Softening Point
different situations is given in NG943 of the Notes for and for practical purposes may be used in its place. This
Guidance (MCHW 2) for rut resistance, and HD 28 temperature, T2000Pa, may also provide a limit for
(DMRB 7.3.1) for macrotexture. The material needs to trafficking; ie. 20°C to 30°C below this temperature may
meet the criteria over the whole range of grading, binder be the maximum temperature at which it is safe to open
contents and compaction levels that would be expected the section to traffic without premature rutting. For
in normal production. polymer modified binders the advice of the binder
supplier should always be sought on this matter.
4.19 Basecourses should also be assessed for rut
resistance. HRA basecourses should not be used under Storage Stability
HRA wearing courses above rutting resistance Class 0, 4.25 Storage Stability is a test to determine which
see Table NG 9/28 (MCHW 2). Class 1 wearing courses binders can remain homogenous in storage with normal
require at least DBM100 basecourses and Class 2 tank circulation. Suppliers of binders that do not have
wearing courses DBM50 or HDM basecourses. All adequate storage stability will have to demonstrate that,
macadam basecourses should be designed and laid in by using a method of stirring or circulation, their binder
accordance with Clause 929 of the Specification can be made effectively homogenous under practical
(MCHW 1). conditions.

Clause 943 Data Requirements Photo-Micrographs

4.26 Photo-Micrographs of polymer modified binder
4.20 Binder data is required to assist in developing are required as it is possible to identify the range of
future End Product Performance Specifications. An acceptable dispersions. If for any reason a marked
overview of some of the tests is given in Chapter 3 of change in performance is detected then these may help in
this Part. The following are requested under Clause 943 the diagnostics process. At the present time, methods
of the Specification (MCHW 1). employed are not reproducible and should not be used
for predicting performance or for product identification
Penetration Test on the binder at 5oC purposes.
4.21 Penetration at 5°C, used before and after the
Rolling Thin Film Oven Test, may provide some low Cohesion
temperature performance information. No criteria have 4.27 Cohesion is measured by the Vialit Pendulum and
been suggested as to levels or classes. may yield valuable information about the low
temperature properties of polymer modified binders.
Rheological Data Rheology does not examine the energy required to
4.22 Rheology is principally used for product propagate a crack nor the forces of attraction at the very
identification. The complex stiffness modulus and phase high frequency of loading in this destructive test. Data
angle characterise the binder and give an indication of will be collected in order to see if performance levels
performance at both high and low temperatures. The may be determined for wearing courses.
rheological data can also provide a calculated
penetration, not only at 25°C (standard frequency Fraass Brittle Point
0.4Hz), but also at 5°C. 4.28 The Fraass test, as determined by IP80, has not
been found to be reproducible for polymer modified
4.23 The Softening Point is commonly used to evaluate binders. However new test equipment may improve the
high road temperature performance, and as a guide to precision, and this is the only established low
the temperature of the material at which it is safe to open temperature test for binders. Comparison of results
to traffic. However for polymer modified binders the before and after ageing may be the only indicator that
relationship between Softening Point and performance is can be used.
poor. The high Softening Point values given for some
elastomers (such as Styrene-Butadiene-Styrene modified 4.29 Non-mandatory Data that is being collected
bitumen) using the conventional test equipment may be includes the following:
due to the significant elastic component in the complex
stiffness modulus (G*) even at temperatures above • Ageing
60°C. If Rheology, Fraass and Cohesion are examined
after the High Pressure Ageing Test (HiPAT),
4.24 The temperature at which G* is 2000Pa at 0.4Hz some information about resistance to chain
is considered to be a more useful high temperature scission (degradation of the polymer) and
parameter for modified binders. For conventional oxidation of the binder may be generated.

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Chapter 4 Volume 7 Section 5
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• Yield Strain
This test method is designed to determine when
mixes have sufficient cohesion to resist fracture.
A very stiff mixture, made to produce excellent
wheeltracking, could crack or fret at low
temperatures or under high frequency traffic
loading.

4.30 An asphalt testing load frame such as a

Nottingham Asphalt Tester may be used to determine a
range of performance and durability measurements on
mixes:

• Indirect Tensile Stiffness Modulus (ITSM)

BS DD 213
This test measures the indirect tensile stiffness
modulus of a mix and may be used with the BBA
HAPAS test procedure for water conditioning,
when published, to determine mixture sensitivity
to moisture. It is not known how modified
materials behave under traffic in the presence of
water. (A water immersion wheeltracking machine
may be another investigatory tool).

• Repeated Load Axial Test(RLAT)

BS 598 Part 111
This may be used to predict resistance to
permanent deformation in conjunction with an
appropriate modelling procedure.

• Indirect Tensile Fatigue Test (ITFT) BS DD ABF

This test may be used to examine the fatigue
cracking associated with ageing. The proposed
BBA HAPAS test procedure for ageing
recommends subjecting samples to a temperature
of 85 ±2°C in a forced draught oven for a period
of 120±0.25 hours to age the specimens, which is
intended to simulate several years in the road.

4/4 February 1999

 Chapter 4
Volume 7 Section 5 Annex A - Method for determination of loss of
Part 2 HD 37/99 chippings and proportion of broken chippings

Annex A - Method for determination of loss of chippings

and proportion of broken chippings
A.1 The method is based on the procedure used in The results should be reported to the nearest whole
surface dressing for the determination of chipping loss, number for both the individual readings and the mean of
but the method of counting is slightly different, as the the three locations.
chippings are not laid with 100% shoulder to shoulder
coverage.

A.2 Equipment

a) A piece of plywood, hardboard or other suitable

material approximately 400 mm square with a
300 ± 5 mm square hole cut into the centre of it.

b) A tape, notebook and pencil or pen.

c) Useful but not essential would be an assortment of

coloured board chalks for marking counted
chippings.

A.3 Method

a) Place the board onto the wearing course in the

nearside wheeltrack with the hole sides parallel
and at right angles to the direction of travel.

b) Count all the chippings that are present, entire or

broken, that are visible through the hole, ignoring
all those that are partly obscured by the board.
This = N1.

c) Count all indentions in the asphalt where

chippings have been detached, again ignoring any
partly obscured by the board: = N2.

d) Count the chippings that are broken that have

already been counted in b): = N3. It may be easier
to mark the broken chippings with coloured chalk
and then count the marked chippings.

e) Repeat in two more locations at approximately

2 m intervals along the road.

A.4 Calculations

a) Percentage of lost chippings:

= 100 x N2 ÷ (N1 + N2)

b) Percentage of broken chippings:

= 100 x N3 ÷ N1

February 1999 4A/1

Volume 7 Section 5 Chapter 5
Part 2 HD 37/99 Porous Asphalt

5. POROUS ASPHALT
Background • Excessive binder content and/or excessive mixing
temperature causes binder drainage and mixture
5.1 Porous asphalt, PA, consists primarily of segregation during transportation from the mixing
gap-graded aggregates held together by binder to form a plant, leading to inconsistency of the finished
matrix with interconnecting voids through which water surface, with areas either rich or lean in binder
can pass. It acts as a reservoir and, provided that the content.
crossfall or longitudinal fall is sufficient, acts as a lateral
drain throughout the time it is wet. It is important that • Lean areas have insufficient binder content and
porous asphalt surfacing is laid over an impermeable may lack fine aggregate, becoming more prone to
layer that protects the lower layers of the pavement from premature failure due to ravelling and fretting.
ingress of water.
• Rich areas have flushed, low skid-resistance,
5.2 Unfortunately the interconnected voids allow patches of binder on the road surface that are
excellent access to air; so ageing and embrittlement is impermeable.
potentially exacerbated. Ideally a softer binder, together
with thick binder films are desirable, so binder • Segregated PA is difficult to discharge from
modification is necessary. delivery lorries.

5.3 Trials of PA surfaces have considered the • Temperature controls and maximum target binder
durability and drainage characteristics of mixtures made contents are to be incorporated into the
with different binders. Modifiers and additives tested specification to reduce the above problems.
have included synthetic rubber compounds such as
Styrene-Butadiene-Styrene block co-polymer (SBS), • Insufficient binder content leads to a less durable
natural rubber, Ethylene Vinyl-Acetate co-polymer material, as the binder film is thinner and
(EVA), epoxy resins, natural and mineral fibres. Details consequently more prone to premature hardening,
of the trials are reported in TRL Laboratory Report leading to a shorter life expectancy for the PA.
LR 563, “Pervious bitumen macadam surfacings laid to
reduce splash and spray at Stonebridge, Warwickshire”; 5.5 The incorporation of some modifiers during the
Research Report 57, “Pervious macadam : trials on trials, such as SBS or natural rubber, or additives such
trunk road A38 Burton Bypass, 1984”; Research Report as fibres, were found to be effective in reducing binder
323 “Trials of pervious macadam and rolled asphalt on drainage and allowed a higher binder content to be used.
the A38 at Burton” and TRL Report 264 “Review of EVA was less effective in increasing the binder carrying
UK Porous Asphalt Trials”. Further findings are capacity of PA and its use did not lead to improved
reported by Szatkowski and Brown, “Design and durability, compared with other materials. However
performance of pervious surface courses for roads in proprietary EVA modified binders for PA are now
Britain 1967 - 1976.” available that can achieve the required target binder
content.
5.4 The following findings of the trials are relevant:
5.6 PA with 100 pen bitumen has an expected life of
• Durability of PA is improved by using softer 7 to 10 years, at traffic levels up to 6,000 commercial
binders (100 and 200 pen grade) and as high a vehicles per lane per day, compared with 10 years or
binder content as possible. The quantity of binder more for similar surfaces constructed with an HRA
incorporated into PA mixtures must be optimised, wearing course.
using the Binder Drainage Test.
5.7 The tack or bond coat used beneath PA is
• The target binder content determined in the Binder specified to further waterproof the underlying pavement
Drainage Test represents the maximum quantity layers and to maintain good adhesion. If it is necessary
of binder that can be safely incorporated into PA to improve the seal or the bond, polymer modified
without introducing excessive binder drainage emulsions should be considered.
during mixing, transportation and laying.

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Chapter 5 Volume 7 Section 5
Porous Asphalt Part 2 HD 37/99

Benefits • An effective drainage system, and

5.8 Rain water on road surfaces can be hazardous to • Few, if any, junctions.
motorists; surface skidding resistance is reduced and
spray generated by moving vehicles, particularly those Limitations
travelling at high speeds, decreases driver visibility. PA
reduces these problems due to its open texture which 5.14 The durability of PA is dependent on the quality
acts as a drainage layer, removing surface water during of the laid material, the soundness of the base on which
rainfall and reducing traffic generated spray. The it is laid, the site characteristics, design layout, drainage
Specification (MCHW 1) has a Relative Hydraulic and traffic flow. When water is retained within PA,
Conductivity requirement to ensure sufficient because of poor drainage, its life will usually be
interconnected voids are present. Unfortunately evidence reduced. Frequent braking and turning movements by
from the Netherlands indicates that it is no safer than heavy traffic may also cause surface fretting and early
conventional surfacing. The reason for this may well be failure.
that drivers who are normally inhibited from driving at
higher speeds in wet weather, tend to drive faster when 5.15 Some reduction in void content and a closing up
spray is suppressed and in-car noise reduced. of surface voids occurs during service, due to the
accumulation of detritus and surface compaction by
5.9 The level of noise emitted at the tyre/road traffic. This causes a reduction in relative hydraulic
interface, on a PA surface, is lower than for most other conductivity and increased spray levels. Traffic noise
surface courses offering comparable skid resistance. On levels also increase. However even when the voids are
high-speed roads surfaced with PA, the average closed up, it still provides a good reduction in noise
reduction in dry road surface noise levels, compared levels and spray generation similar to thin surfacings,
with conventional surfaces is approximately 4dB(A) for when compared to HRA surfaces, due to cross-surface
‘light’ and 3dB(A) for ‘heavy’ vehicles. The reduction is drainage within the surface texture and sound
more pronounced in wet weather. Research suggests that absorbency.
it reduces traffic noise by acoustic absorption and in
addition, during wet weather, the rapid drainage 5.16 There is currently no reliable and effective method
properties of the material reduce the incidence of noise of removing detritus from the voids. The wheel path
caused by the generation of spray. areas seem to remain relatively clear, possibly due to the
suction effect of passing tyres. The problem of detritus
5.10 PA reduces the glare reflected from wet surfaces clogging the voids of PA is pronounced when it is used
due to low incident level sunshine during the day, or on the hardshoulder. This is considered to be due to
vehicle headlights during the night. Carriageway detritus migrating within the PA towards the lower edge
markings are more visible in wet conditions. of the pavement.

5.11 PA gives most benefit on high-speed roads, 5.17 PA should not be used in the following situations:
particularly those with concentrations of commercial
vehicles. Spray generation and dispersion is related to a) On areas where the pavement strength is sub-
tyre width and tread, vehicle profile, vehicle speed and standard,
rainfall intensity, as well as road surface characteristics.
b) On areas where there is already ponding in ruts
5.12 The most efficient method of draining water from and depressions,
PA is an open, free face at the edge of the carriageway.
However a 50 mm vertical step may have undesirable c) On areas where there is considerable acceleration,
safety implications for some road users. The guidance braking, turning and parking,
on edge of pavement details for PA and other aspects of
drainage given in HA 79/97 (DMRB 3.2.4) should be d) On tight radius curves, and loops with radii less
followed. than 75 m, or when gradients exceed 10%,
without advice from the Overseeing Organisation,
5.13 PA performs best on roads such as motorways
and rural dual carriageways. These tend to have: e) On areas where excessive deposits of detritus or
oil and fuel may be experienced; such as parking
• High-speed traffic; areas, exits from farms and quarries and other
industrial sites,
• Good vertical and horizontal alignment;

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Volume 7 Section 5 Chapter 5
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f) On areas where the use of tracked vehicles, stopped before areas of high stress, such as intersections
construction plant, farm equipment or similar with roundabouts and other junctions, when high skid-
industrial vehicles is expected, resistant materials may be required. PA can be used on
merging and diverging lanes, where it should extend the
g) On areas where the crossfall is insufficient to full width of the carriageway at the taper and should
remove water to the road edge, such that flooding preferably also be used on the nose area and the slip
may occur in the porous asphalt, road beyond.

h) At locations where free drainage cannot be Bridge decks

accommodated along the low edge of the 5.21 Where PA is considered for surfacing concrete
surfacing; for example abutting other types of deck bridges, the sub-surface water drainage system
construction such as a concrete carriageway, should be designed to permit an adequate water flow
through and from the PA, taking account of the
i) Generally on lengths of carriageway of less than expansion joints. For detailed guidance refer to
100 m, because of spray carry-over from adjacent HA 79/97 (DMRB 3.2.4).
surfacings, unless special conditions prevail,
Specification
j) On steel decked bridges except where expressly
permitted by the Overseeing Organisation, 5.22 Clause 938 of the Specification (MCHW 1) offers
a balance between the requirements of durability,
k) In urban environments - in speed restricted areas relative hydraulic conductivity, noise reduction and
where tyre/road surface noise generation is low - stability to give acceptable overall performance. PA
without approval from the Overseeing should only be laid on an impermeable basecourse or
Organisation, directly on an existing uncracked wearing course.

l) Where frequent excavations by statutory Binder

undertakers may occur, 5.23 The specified target binder content of 4.5%
(Table 5.1), is a balance between improved durability
m) Where traffic levels exceed 6,000 commercial (thicker binder films) and relative hydraulic conductivity
vehicles per lane per day, at opening, except (lower void content). Previous editions of the
where expressly permitted by the Overseeing Specification (MCHW 1) permitted unmodified binders
Organisation, at a lower binder content, but it has been demonstrated
that the benefits of enhanced durability with modified
n) On carriageways having a 30 mph speed limit binders outweigh the extra cost. Therefore only modified
because there is no beneficial reduction in spray binders or binders with fibre additives are permitted.
or noise levels achieved at low speeds.
5.24 Modifiers or fibre additives that promote a thicker
5.18 There is a carry-over of rainwater for about 100 binder film on the aggregate improve durability.
m by vehicles moving from impervious surfaces onto However, experience from previous trials indicates that
PA. To ensure satisfactory spray suppression for a not all modifiers offer the benefits sought, so evidence of
particular length of road, the length of road surfaced likely performance must be provided, as described later.
with PA should extend for at least 100 m upstream of the (Paragraphs 5.35-5.38).
section where treatment is required.
5.25 For pre-blended modified bitumens, it is essential
5.19 On multi-lane carriageways, where an that the blend is made with a base bitumen having a
impermeable surface is laid downstream of a PA surface, penetration within the range of 100 to 200 and that the
the lane ends of the PA should be staggered across the blend is stable. A Storage Stability Test for pre-blended
carriageway, in the direction of the drainage path. This modified bitumens is given in the Specification
will avoid excess water welling up over the transverse (MCHW 1).
joint. For detailed guidance refer to HA 79/97
(DMRB 3.2.4). 5.26 All proprietary modified binders or binder
modifiers, including fibre additives, will require a BBA
5.20 On slip roads, PA should be continued until a HAPAS Certificate or in their absence a Departure from
convenient stop-point is identified, such as a straight Standard from the Overseeing Organisation.
alignment of constant gradient but not less than 50 m
before a give-way or stop line. It should always be

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5.31 The Binder Drainage Test should be performed

Target using the combined aggregates and hydrated lime filler
Traffic flow Binder to ensure the target binder content specified can be
cv/lane/day Binder content (%) achieved.
by mass of
total mix 5.32 Although natural sand fine aggregates are
permitted, the combined aggregate may not have
100 or 200 pen bitumen and sufficient surface area to carry the specified amount of
up to 1500 modifier or fibre additive, or binder when the mixture is tested using the Binder
pre-blended modified Drainage Test. In this case, the use of alternative
bitumen* aggregates should be investigated.
4.5
100 pen bitumen and 5.33 The aggregate grading should target the mid-point
Over 1500 modifier or fibre additive, of the specified grading limits. Material manufactured
or pre-blended modified towards the coarse side of the envelope will have a
bitumen* higher voids content but may lack cohesion and stability
and be more subject to binder drainage. Material
*base bitumen to have a penetration grade in the range manufactured towards the fine side of the envelope will
100-200 pen have a reduced voids content and consequently a lower
relative hydraulic conductivity.
Table 5.1 Binder Content and Penetration
for Porous Asphalt 5.34 The aggregate shape and grading (within the
overall envelope permitted) should be such that the
5.27 Where PA with modified binder is shown to have relative hydraulic requirement is met consistently.
a degree of flexibility (elastic recovery) it may be used in
areas where reflective cracking may be a problem. All Contract Requirements
cracks and surface defects in an existing surface should
be repaired and sealed before overlaying with PA. Information to be Supplied
5.35 Whichever binders are proposed, the Overseeing
Aggregate Organisation requires all available information on their
5.28 The Specification (MCHW 1) requires the coarse specification and previous use, including trials, to be
aggregate to be crushed rock or steel slag, or a mixture submitted. Rheology Master Curves produced as
of both, and the fine aggregate may be either crushed described in Chapter 3 of this Part should be provided
rock or steel slag fines, natural sand or a mixture of for all proposed binders. Use of the proposed modifier or
these materials. modified binder may be agreed without trials or further
investigation if the information supplied, and previous
5.29 Comparative trials, still under study, of 20 mm, use or trials, are considered satisfactory.
14 mm and 10 mm maximum sized PA materials show
the 20 mm material does not clog as fast as the finer 5.36 The Contractor should provide two copies of all
gradings, thereby reducing potential maintenance the information, including test certificates, required for
requirements. It has been found to have superior the evaluation of the proposed modifier or modified
performance in terms of retained spray suppression, binder. Where the original documentation is in a
relative hydraulic conductivity and acoustic durability language other than English, it should be accompanied
(retained noise reducing properties). Therefore only by an English translation. The information and
20 mm maximum sized material, with similar, but not certificates should be supplied at least four weeks prior
identical, grading to the BS 4987 material is allowed. to an agreement for use is required.

5.30 A minimum of 2.0% hydrated lime is specified to 5.37 Where use or trials of a modifier or fibre additive,
assist in the prevention of binder stripping by water and or modified binder have taken place in another state of
to stiffen the binder. All filler may be hydrated lime. the European Economic Area, evidence of satisfactory
Increased hydrated lime content may enable a higher results will be acceptable, provided the results obtained
binder content to be achieved. Some aggregates are more are at least equivalent to those obtained from the UK
prone to stripping by water than others and additional trials described in TRL Research Reports 57 and 323.
care should be taken with such aggregates.
5.38 When information or suitable evidence of
satisfactory use is not available for a modifier or fibre

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additive, or modified binder, as described above, the impervious substrate and on carriageways with adequate
Overseeing Organisation may require trials to be crossfall or longitudinal fall. It should not be used to
undertaken before its use on trunk roads, including restore poor profile. It is essential to regulate underlying
motorways, is permitted. surfaces to remove depressions which may trap and hold
water, particularly if the surface onto which PA is to be
Manufacturing Tolerances laid has been cold-milled. Application of a tack or bond
5.39 The durability and drainage performance of PA coat is specified, prior to laying PA, to further protect
depends upon compliance with the Specification the underlying pavement layers.
(MCHW 1) and careful control of manufacture and
laying. In particular, it is important to ensure the 5.45 The crossfall of each area of surface should be a
specified maximum mixing temperature and binder minimum of 2.5% to ensure rainwater will reach the
content does not exceed those stated in the Specification carriageway edges quickly and easily. Maximum effect
(MCHW 1) to prevent the occurrence of binder is obtained when the edge of the PA is free draining, with
drainage. unobstructed discharge of water along its whole length,
allowing water to enter the drainage system, so
5.40 Different criteria for binder content compliance preventing localised flooding. Minor flooding may be
are given for samples taken at the plant and samples experienced at locations with camber changes and it may
taken on site. This is to allow for the possibility of slight be necessary to consider rolling crowns. Advice should
binder drainage taking place in transit and some slight be sought from the Overseeing Organisation.
segregation of aggregate sizes due to handling.
Laying
Mixing 5.46 The minimum paver discharge temperatures stated
5.41 The maximum mixing temperatures stated in the in the Specification (MCHW 1) relate to a binder
Specification (MCHW 1) relate to a binder viscosity, viscosity, including any modifier, of about 5 Pa.s. A
including any modifier, of about 0.5 Pascal seconds nominal laying thickness of 50 mm is specified not only
(Pa.s). Excessive mixing temperatures cause binder to maximise compaction time but also to ensure
drainage. In the case of natural rubber modifier, they adequate storage capacity and spray reducing life of the
may also degrade the rubber. To limit hardening of the PA in service.
binder in the mixed PA, and reduce binder drainage
within loads during transit, the elapsed time between 5.47 Laying should, where possible, commence on the
mixing and the completion of laying and compaction low side of the carriageway and proceed towards the
should not exceed 3 hours, including any time spent in higher side. This is to prevent roller water, or surface
hot storage bins at the mixing plant. water, draining into areas onto which PA is about to be
laid.
5.42 Because of the low mixing temperatures specified
compared to HRA or DBM materials, longer plant Compaction and Joint Formation
drying times are required for the aggregates, thus 5.48 Joint formation in PA is critical to its success and
reducing plant production rates. Experience in other the procedure laid down in the Specification (MCHW 1)
countries has indicated that batch-type plants are should be followed meticulously. Transverse joints
preferred over drum or continuous mix plants, as the should be formed against a 200 mm wide and 45 mm
aggregates have an extra period of time in the plant bins, thick hard timber stop-end nailed to the road surface in
where final drying of the aggregate occurs, prior to advance of paving operations. An uncut joint is binder-
mixing. rich so it is not necessary to apply bitumen to the joint
prior to laying material abutting it.
5.43 Experience has indicated it is preferable for the
mixing of component materials to be carried out on a 5.49 Joint cutting should be avoided. However, where
continual basis, to avoid temperature fluctuations and it is unavoidable it should be done with a power saw,
contamination caused by plant changes to produce other taking appropriate measures such as suction extraction
materials, such as HRA and DBM. to prevent contamination of the surfacing with detritus.
After cutting, a light coating of bitumen emulsion, such
Construction as K1-70 or a polymer modified emulsion, should be
sparingly applied to the cold joint to promote adhesion :
Underlying Surface Profile the binder is not there to seal the joint, as for dense
5.44 To ensure transverse flow of water, and to protect materials.
the lower layers of the pavement structure from surface
water penetration, PA should only be laid on an

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Chapter 5 Volume 7 Section 5
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5.50 Only steel-wheel tandem drum rollers are Assessment, Maintenance and Repairs
permitted for compaction. Vibrating rollers should not
be used because of the possibility of aggregate crushing. 5.56 Visual condition survey methods can, with
Rubber-tyred rollers are not permitted as they knead and modifications, be used for assessment of PA surfaces. It
close the surface, thus reducing the drainage is also anticipated that High-speed Road Monitor
performance of the PA. Three wheel rollers should not surveys and skidding resistance assessment techniques
be used as they have been found to leave roller marks will be used. It is expected that some modification to the
that can be difficult to remove. It is recommended that at methods of survey may be required, (eg cracks are more
least 5 passes of each roller should be applied within the difficult to see) or interpretation of results may need
specified temperature range. The removal of all visible amendment (eg investigatory SCRIM values). The
roller marks is an indication of practical completion of Overseeing Organisation will keep this aspect under
compaction. review and publish advice as required.

5.51 In order to avoid foot-marks, no one should be 5.57 The skeletal aggregate structure of the PA reduces
permitted to walk on uncompacted PA, as the differential secondary compaction due to traffic and PA has a high
compaction caused is difficult to remove. resistance to wheeltrack rutting. Therefore, if rutting
occurs it is likely to result from deformation in
5.52 Where two or more lanes are to be surfaced, underlying layers.
laying in echelon is preferred, with a maximum stagger
of 20 m, so that the longitudinal joints can be effectively 5.58 The repair of small potholes, or the reinstatement
rolled together whilst hot. Provided the paving machines of utility trenches and the like, should be carried out
are close together, the materials will roll together promptly with PA or open graded macadam complying
without adverse crushing or loss of relative hydraulic with BS 4987: Part 1. Dense Bitumen Macadam may
conductivity. Longitudinal joints should not be painted also be used if necessary; however it should be replaced
with bitumen, or cut by chisels or saws, except as with a permeable material when circumstances permit.
provided for in Paragraph 5.49 above.
5.59 For the repair of larger potholes, the damaged
5.53 To maintain drainage flow between areas of PA, material should be excavated to form an irregularly
construction joints should not be cut or chiselled. The shaped section. A coating of bitumen emulsion should be
action of cutting tends to close-up the voids and may applied to the base of the patch to provide bond, and the
cause local ponding. This effect is most marked in the patched area should be filled with either PA or open
longitudinal direction, causing areas of water to appear graded macadam. This should assist in minimising local
on the surface as it banks-up behind a cut transverse flooding caused by any restriction to the flow of water
joint, so creating a wet area or localised flooding on the through the area after repair. HRA may be used if the
surface of the carriageway. area to be patched is not too large, say no more than
0.5 m x 0.5 m.
Existing Concrete Roads
5.54 When laying on an existing concrete road, hot 5.60 Deterioration of PA may accelerate towards the
spray-applied K1-70 emulsion should be applied to the end of its life. If patching requirements exceed 10% of
concrete, at a rate of 0.4 to 0.45 l/m2, immediately prior the surface area, the PA may be deemed to have failed. If
to laying the PA, in accordance with the Specification the surfacing was originally provided as part of a major
(MCHW 1) Series 700, 900 and 1000. improvement, then commitments made in any
Environmental Statement regarding noise attenuation
Scheduling of Work and Use of Porous Asphalt need to be maintained when it is replaced. Consequently,
Surfaces in order to restore the desired road surface properties, a
5.55 Laying of PA requires careful scheduling and new PA surface may be required. This will necessitate
control such that construction plant does not have to use removal of the existing surface by cold-milling, followed
the surface unnecessarily after completion and before by a regulating course and then replacement of the PA.
opening to traffic. Particular care needs to be taken to When using the 10% criterion, judgement should be
avoid oil and fuel spillages. Landscaping operations exercised. The failed areas should be random rather than
should be scheduled such that soil is not placed on the localised; a localised failure can be dealt with by an
surface, in order to prevent detritus and mud damage. appropriate treatment rather than resurfacing the whole
PA should be allowed to cool to ambient air temperature section.
before opening to traffic.
5.61 Failure to achieve a plane surface under PA has
been recorded as precipitating failure of the surfacing. A

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particular problem occurs when fuel and oil spillage Winter Maintenance
from vehicles passes through the PA and is deposited in
the depression and then not flushed out by rain. The 5.69 UK experience of winter maintenance on PA has
hydrocarbons attack the substrate and underside of the been gained with only a small number of trial sites
PA, stripping the bitumen and softening the pavement. excluding bridges; therefore only limited advice can be
given at this time. While grit-free salt is desirable, the
5.62 The problem manifests itself during subsequent current salt and grit spreading policy adopted for dense
rain, when pot holes form in the wheelpath and down the impervious road surfaces can also be adopted for PA
centre of the running lane. Potential trouble spots can be surfaces, with some modifications.
identified before potholes form, by observation of damp
locations remaining on the road surface, after the 5.70 Frost and ice form earlier compared with dense
remaining surface has dried. impervious surfaces, due to PA’s porosity, lower heat
conductivity and reduced thermal capacity. Snow and ice
5.63 After accidents or similar, spillage of fuel and oils can also linger longer on PA. Research also indicates the
should be promptly treated using water-based detergents temperature within a PA layer falls more rapidly than
followed by copious water flushing. Particulate and that within other surfacing materials.
granular adsorbents such as grit or cement should not be
used as these would clog the voids in the PA. 5.71 Precautionary salting is recommended in advance
of snowfall. The formation of brine in the PA voids
5.64 When carrying out any form of work, on or lowers the temperature at which freezing will occur, so
adjacent to a PA surface, materials should not be delaying the formation of ice. There is then a
stockpiled or deposited on the surface without first requirement for more frequent applications of salt,
taking precautions, to prevent contamination. compared with a dense impervious surfacing, to clear
settled snow. The overall rate of salting necessary may
5.65 It is essential that regular cleaning of the drainage significantly exceed that which would have been applied
channel is carried out to prevent accumulation of to dense impervious surfaces. Prompt ploughing is
detritus. Where kerbs, vehicle cross-overs and junctions recommended, but care is required to avoid damaging
are features, planned maintenance procedures are the surface. Ploughs must be fitted with rubber skirts on
necessary. Experience has shown that drainage channels the blades.
require cleaning at least annually. This can be
accomplished by sweeping, pressure sluicing, and 5.72 Where PA is interspersed with sections of
suction extraction. impervious surface, it is recommended that the
individual lengths of both types of material are
Road Markings and Detector Loops maximised to facilitate the operation of separate winter
maintenance procedures for each type of surface.
5.66 Road markings, such as sprayed thermoplastic Signing of the start and finish of PA sections may assist
resins and paints, or machine extruded markings, can be maintenance staff to identify the location of PA during
used on PA. In general, manual screeding of salting operations and snow-ploughing.
thermoplastic markings should not be permitted since the
hot material has more time to permeate the surfacing. 5.73 Experience in other countries, with similar
However, for directional signs, arrows and similar, climates to the UK, indicates slightly increased
screed markings can be used. quantities of salt are needed on dense impervious
surfaces immediately following a PA section, due to
5.67 Detector loops are currently proposed to be reduced salt transfer along the road from the PA section
installed 80 mm below surfacings on motorways, to the dense section.
therefore problems are not anticipated. Refer to HD20
(DMRB 9.3.1) Loop Detectors for Motorways. Advice 5.74 Notwithstanding that ice appears to form faster on
can be obtained from the Overseeing Organisation. PA surfaces, experience to date, in the UK and other
Where possible, the installation of the detector loops European countries, appears to indicate safety in winter
before laying the PA will reduce the likelihood of the conditions is not adversely affected, provided
saw cuts precipitating failure. preventative measures are taken, as described above.

5.68 Where the slot for the detector loop is cut through 5.75 Winter maintenance techniques adopted for PA
the PA the backfilling should be completed using well- will be kept under review. Further advice will be issued
rammed and compacted 6 mm size medium graded as it becomes available. General advice on winter
wearing course complying with BS 4987, in order to maintenance techniques can be obtained from the
maintain the drainage path through the material. Overseeing Organisation.

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Volume 7 Section 5 Chapter 6
Part 2 HD 37/99 Thin Wearing Course Systems

6. THIN WEARING COURSE SYSTEMS

Background tyres in winter - the use of which has since been banned.
Despite this however, SMA remains the most commonly
6.1 Thin wearing course systems, or thin surfacings used surfacing in Germany today.
as they are more commonly described, are proprietary
systems in which a hot bituminous bound mixture is 6.5 All thin wearing course systems have been
machine-laid with a controlled screed paver onto a bond developed to meet the UK’s safety requirements,
or tack coat to form, after compaction and cooling, a necessitating the use of high PSV aggregates and the
textured wearing course generally less than 40mm in provision of initial and retained surface texture. The first
thickness. Mixtures consist of aggregate, filler and proprietary thin wearing course systems were approved
bituminous binder which may be modified by the for use on trunk roads including motorways in 1994 and
addition of polymers, rubber, resins, fibres or fillers such there are now a growing number of HA Type Approved
as hydrated lime or cement. The bond or tack coat may products for use in England, with others undergoing
be polymer-modified and sprayed hot or cold depending assessment.
on the proprietary system used. Other types of thin
surfacings using different techniques are described in the Specification
chapters on Surface Dressing (Chapter 8), and Slurry
and Micro-surfacing (Chapter10). 6.6 Specification requirements for Thin Wearing
Course systems are set out in Clause 942 of the
6.2 Proprietary thin wearing course systems are Specification (MCHW 1) with accompanying Notes for
suitable both for new construction and for maintenance. Guidance in NG 942 (MCHW 2).
The British Board of Agrément (BBA) has classified
thin surfacings into three types depending on their 6.7 A Thin Wearing Course system with a
thickness as follows: current BBA HAPAS Roads and Bridges
Certificate or Type Approval shall only be laid by a
Type A <18mm Contractor approved by the System Proprietor.
Installation and quality control procedures shall
Type B 18-25mm comply with the requirements of Clause 942 of the
Specification (MCHW 1) and when issued, with the
Type C >25 to <40mm requirements of the BBA HAPAS Certificate and
method statement agreed by the BBA.
6.3 When used on trunk roads including
motorways, proprietary thin wearing course Installation
systems shall have a British Board of Agrément
HAPAS Roads and Bridges Certificate appropriate 6.8 Thin wearing course systems are proprietary
for the site classification and the level of traffic in products and as such their design, manufacture,
transportation, laying and compaction are the
commercial vehicles/lane/day to be carried. In the
responsibility of the Contractor.
event that no such Certificates have been issued,
thin wearing course systems shall have HA Type
Bond or tack coats
Approval in England and for those proposed for 6.9 The thinner the surfacing, the more important the
schemes in Wales, Scotland and Northern Ireland, a role of the bond or tack coat in the performance of the
Departure from Standard shall be obtained from the system. The type and rate of spread of the bond or tack
Overseeing Organisation. coat for each type of substrate on which each system can
be laid should be specified in the BBA HAPAS
6.4 Type A and B thin wearing course surfacings, up Certificate or method statement for the system. Emulsion
to about 25 mm in thickness, were developed in France bond or tack coats sprayed as a separate operation ahead
in the 1980s where in excess of 100 million sq m have of the paver should be fully broken prior to surfacing.
since been laid. Type C thin wearing course systems,
25-40 mm in thickness have been developed in the UK Audit Checks
and are proprietary versions of stone mastic asphalt
(SMA) - see Chapter 7 of this Part. Stone mastic asphalt 6.10 It should not be necessary to carry out routine
was developed in Germany over 25 years ago, originally audit checks on proprietary products with a two year
as a very robust surfacing to combat wear from studded guarantee. Nevertheless if obvious variations in a

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Chapter 6 Volume 7 Section 5
Thin Wearing Course Systems Part 2 HD 37/99

product are occurring, then audit tests should be resistance. Temporary warning signs may be appropriate
undertaken to determine aggregate properties and in such circumstances.
grading, binder content and binder characteristics. These
should be carried out to check that the product complies Benefits
with the requirements of the Specification (MCHW 1)
and, when issued, with the requirements of the BBA Rapid Construction
HAPAS Certificate and the system proprietor’s method 6.13 Thin wearing course systems offer a very fast
statement. Non-compliance should be reported to the means of resurfacing roads and can be laid more
Overseeing Organisation and the BBA, and may, if speedily than hot rolled asphalt and possibly surface
serious and ongoing, result in the suspension of Type dressing. Faster application can result in lower costs for
Approval or the BBA certificate for the system. traffic management and reduced costs of delay to the
travelling public. For the thinner systems outputs up to
Overlaying Concrete 20,000 m2 per day, and sometimes even more, have been
achieved under suitable conditions.
6.11 Thin wearing course systems are generally
suitable for application to both old and new continuously Reduced working area
reinforced concrete (CRCP) surfaces. When laying on 6.14 Less working width is necessary to lay and
concrete however, conventional emulsions to BS 434 compact thin wearing course systems compared to hot
may not provide a sufficient combination of adhesion, rolled asphalt which has to have chippings applied. The
cohesion and durability, so it is likely that a polymer chipping machine is almost 5 m wide and can only be
modified emulsion will be required. When surfacing over loaded from the side, sometimes necessitating a complete
jointed concrete, joint sealants in the concrete substrate road closure for single carriageways.
should be replaced by Type N2 hard sealants to
BS 2499, brought up almost flush to the surface, and Lower Cost
expanded polythene backing strips should not be used. 6.15 Being thinner and faster to lay, thin wearing
These tend to be compressed by the roller and then course systems can be significantly lower in cost than
recover, cracking the surface course. The thin surfacing hot rolled asphalt, but more expensive than surface
overlay should be laid continuously and the road dressing. Where applicable the cost of planing and
monitored for the appearance of cracks in the surface. If removal is also reduced. Traffic management and delay
cracks or depressions appear at a later date, the material costs are also reduced.
can be sawn to encompass any cracks or depressions,
and sealed with material complying with BS 2499 or Noise Reduction
BS 5212. It is important to ensure that, as far as is 6.16 As a result of their flat, machine laid surfaces and
practical, the sawn edges of the joint should coincide uniform negative surface texture, thin wearing course
exactly with the underlying edges of the concrete joint to systems can be significantly quieter than conventional
minimise spalling or ravelling of the surfacing. surfacings such as hot rolled asphalt and brushed
concrete. However, at the present stage of their
High Friction Surfacing development, they are not as quiet as newly laid porous
asphalt. Some measurements have shown that slightly
6.12 Where high friction surfacings (HFS) are to be less noise reduction is achieved when systems using the
applied over thin wearing course systems at approaches larger aggregate grading are laid very thinly.
to roundabouts and other highly stressed sites, the deep
‘negative’ texture can reduce the coverage of resin Spray Reduction
binder to such an extent that the adherence of calcined 6.17 Thin wearing course systems with adequate
bauxite chippings may be reduced, resulting in texture depth exhibit spray suppression capability at low
premature chipping loss. To alleviate this problem the levels of rainfall due to their more open ‘negative’
texture of the area of thin surfacing that will be covered surface texture. This does not however approach that of
by HFS should be reduced to between 1 to 2 mm as new porous asphalt. Like porous asphalt, spray reducing
measured by the sand patch test. This may be achieved properties diminish with time, although to a much lesser
by any suitable means at the discretion of the system extent, provided texture is maintained.
proprietor, for example by additional compaction with
vibrating rollers whilst still hot or by the substitution of Surface Regulation
a smaller aggregate size in these areas. Alternatively a 6.18 Thin wearing course systems have a skeletal
suitably sized grit may be applied and rolled in. If the structure and a high degree of compaction is achieved by
thin wearing course system is to be trafficked prior to the paver. Most systems permit minor regulation of
the application of HFS, then 3 mm grit should be applied existing surfaces and the recommendations of the system
and rolled in to provide enhanced short-term skid proprietor should be obtained in this respect. General

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Part 2 HD 37/99 Thin Wearing Course Systems

guidance is given in Notes for Guidance (MCHW 2) approved for use on trunk roads including motorways in
Clause NG 942. England without limit to the level of trafficking, but a
two year defect free guarantee is demanded for each site
Rut Resistance including texture retention. To date, when correctly
6.19 Due to their skeletal structure formed by the mixed and laid, even the thinnest surfacings have proved
coarse aggregate particles, thin wearing course systems to be satisfactory on very heavily trafficked sites.
generally have a high resistance to wheel track rutting,
although they are vulnerable to deformation originating Strength Contribution
in the lower pavement layers. Where a regulating layer 6.24 Type A thin wearing course systems ( less than
is necessary below a thin surfacing, an SMA or a 18 mm in thickness) are likely to have a lower stiffness
macadam basecourse, the latter designed and laid in than hot rolled asphalt due to the effect of their negative
accordance with the Specification (MCHW 1) surface texture. A structural contribution of 50% of the
Clause 929, may be appropriate to maintain a high same thickness of HRA is suggested. However when
resistance to deformation. used in new construction or for major maintenance, the
increased thickness of the stiffer roadbase required to
Limitations achieve the overall design thickness given in HD 26
(DMRB 7.2.3) may be assumed to more than
Life Expectancy compensate in terms of load spreading ability for the
6.20 Hot applied, machine laid thin surfacings, adapted reduced stiffness of the thin surfacing. The effect of
from continental practice, have been in use in the UK for surface texture reduces for thicker systems, many of
less than 10 years. Elsewhere in Europe the products which are proprietary versions of stone mastic asphalt,
from which they have been developed have demonstrated and a similar stiffness to HRA on a pro rata basis for
satisfactory working lives of between 10 and 20 years thickness should be assumed.
and more. In the UK, safety considerations, in particular
high speed skid resistance - surface texture Hand Application and reinstatement
requirements - and low speed skid resistance (MSSC), 6.25 It is preferable that thin wearing course systems
are likely to limit the lives of thicker SMA derived should not be laid by hand except where a paver cannot
systems to about 15 years, whilst very thin systems are operate, eg nosings of roundabouts, and then only in
unlikely to provide satisfactory working lives much in favourable weather conditions. Due to their low fine
excess of 10 years. Parallels can be drawn between the aggregate content, thin wearing course systems appear
likely deterioration of higher void content thin surfacings binder rich and ‘sticky’ and being thin, they lose heat
and porous asphalt. rapidly making them difficult to hand lay and compact
satisfactorily. Their use on urban sites for example,
6.21 This presupposes that the condition of the should be carefully planned. Ironwork should be lifted in
substrates on which they are laid is satisfactory. A advance, and edge details and minor bell mouth openings
reduced working life maybe anticipated for any where it is not possible to lay by machine should be
bituminous surfacing applied over an existing surface or surfaced by hand, but only in optimum weather
base that is not in a reasonably sound condition. This is conditions. Alternatively providing prior agreement has
particularly so for thinner surfacing systems. been obtained from the Overseeing Organisation, such
areas may be resurfaced with thicker hot rolled asphalt
6.22 Satisfactory working lives between 7 to 15 years (HRA) and 14 mm nominal size coated chippings or
may be expected for thin wearing course systems - dense bitumen macadam (DBM) laid by hand. Similarly
depending on their thickness, void content, the level of the borders around any ironwork that cannot be raised in
trafficking and the condition of the underlying pavement. advance of the paving machine should be made good in
this manner or with a proprietary cold lay material,
6.23 The present HA type approval scheme for thin mechanically compacted.
wearing course systems, soon to be superseded by BBA
HAPAS Certification, requires a trafficking trial of at 6.26 Minor repairs to thin wearing course systems
least 1000 cv/lane/day for a minimum period of 2 years which will not significantly affect noise generation -
after which the product shall be defect free - subject to a where this is an issue - or outside the wheel tracks, may
satisfactory substrate - and shall retain a minimum be repaired, with the prior agreement of the Overseeing
texture in the wheel tracks of 1 mm. The assumption is Organisation, using HRA or DBM as described above.
made that a product on the ‘primary’ trial, and other However major trench reinstatements for example,
sites taken into consideration during this period, should be reinstated with machine laid thin wearing
withstanding this level of trafficking for two winters and course. In some circumstances it may prove expedient
two summers will be robust, and that the level of risk and more economic to resurface a complete lane width.
after two years is acceptable. The product is then

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Chapter 6 Volume 7 Section 5
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Adverse weather working

6.27 A high degree of the compaction necessary for
thin wearing course systems is achieved by the paver,
compaction being completed by the roller tight up behind
the paving machine. In this respect, and because the
application of chippings is unnecessary, the installation
of thin wearing course systems in less than perfect
weather conditions might appear straightforward.
However the very thin Type A systems lose heat
extremely rapidly and should not be laid in the winter
months unless the pavement is adequately pre-heated.
Conversely some thicker Type C systems can be laid and
compacted successfully in temperatures as low as 2°C
and rising, provided the air is still and the substrate is
dry with a temperature above freezing. If however, the
wind speed at a height of 2 m is 5 km/hr, then an air
temperature of 10°C or more may be necessary to
achieve full compaction. Thin wearing course systems
are proprietary products and their design, manufacture,
transportation, laying and compaction are the
responsibility of the Contractor. Guidance should be
obtained at tender stage with regard to any constraints
on laying and compaction in adverse weather conditions.

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Volume 7 Section 5 Chapter 7
Part 2 HD 37/99 Stone Mastic Asphalt

7. STONE MASTIC ASPHALT

Background majority of the compaction is carried out by the paver
and there is little further compression under rolling. It is
7.1 Stone Mastic Asphalt (SMA) is a hot mix surface necessary to limit the void content to ensure adequate
course relatively new to the United Kingdom but which durability. However, if the void content is too low,
was developed in Germany nearly 30 years ago to resist deformation can occur resulting in a loss of surface
studded tyres. Despite a subsequent ban on the use of texture.
these in 1975, stone mastic asphalt has continued to be
used because of its superior performance when 7.5 Noise measurements in other countries have
compared to the asphaltic concrete surfacing. It was shown that SMA surfacing is significantly quieter than
standardised in the German Technical Specifications in asphaltic concrete. Similarly work at the TRL has
1985 and is the most common surfacing in use in shown that 14 mm SMA with a texture depth of
Germany today. Variants of the material have also been 1.67 mm is quieter than chipped Hot Rolled Asphalt at
adopted in many other countries including Sweden, both 70 and 90 km/hr; and 10 mm SMA with a texture
Denmark, the Netherlands, Belgium, France and depth of 1.27 mm is quieter still.
Switzerland in Europe, and further afield in Japan,
Australia and the USA. 7.6 Germany has used 0/16 SMA as a base-course
where rutting has been a problem below the surface
7.2 In Germany the standard aggregate sizes used are course. SMA has also been used in the UK as a rut
0/11 mm, 0/8 mm and 0/5 mm, there are however no resistant basecourse for high performance HRA and is
macrotexture requirements. A TRL report by Nunn suitable as a basecourse for proprietary thin wearing
(PR65 1994 ) showed that by increasing the nominal course systems. 10 mm SMA tested at TRL had a wheel
aggregate size to 14 mm it is possible to achieve the tracking rate of 0.8 mm/hr and 14 mm SMA 1.1 mm/hr,
macrotexture necessary to provide the high speed skid both measured at 45°C. These results and others
resistance required on trunk roads including motorways measured under contract conditions have confirmed that
in the UK. in general well designed SMA mixes have a high
resistance to deformation.
7.3 Stone mastic asphalt essentially consists of
discrete and almost single sized aggregate particles Design
forming a skeletal structure bonded together by mastic.
At the bottom, and in the bulk of the layer, the voids in 7.7 It is the supplier’s responsibility to design the mix
the coarse aggregate are almost entirely filled by the for the constituents that it is intended to use and for the
mastic, while at the surface the voids are only partially site where the material is to be laid. The design of the
filled resulting in an open surface texture. Provided material will depend on the aggregate grading and
texture is maintained, this provides good skidding particle shape and the thickness at which the material is
resistance at all speeds and facilitates the drainage of to be laid. A change in any of these parameters may
surface water. A careful choice of aggregate size, shape mean a change in the design of the mix. The grading and
and grading is necessary to produce a surface that will binder content must be tightly controlled once the job
meet UK texture requirements for high speed roads. The mix has been agreed.
mastic consists of a blend of crushed rock, sand, filler
(usually ground limestone) and an additive or modifier to Laying
prevent binder drainage while the material is hot. The 7.8 Laying the material has not proved to be a
most usual additive is cellulose fibres, but mineral fibres problem, but hand laying must be avoided as the very
and polymers have also been used, both separately and high stone content and fibre reinforced or modified
in combination. binder make the material extremely difficult to hand
Properties work. The final appearance of hand laid or even hand
worked material is very different from that of the
7.4 SMA has proved to be durable and resistant to machine laid material and may, because of higher void
age hardening as a consequence of its low void content content, be significantly less durable.
and thick binder film. As a result it is resistant to
premature cracking, ravelling and moisture damage.
Other advantages claimed for the material are its ability
to shape an uneven or rutted surface, because the

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Specification

7.9 Site trials undertaken in the UK have

confirmed German experience that SMA mixes are
vulnerable to small variations in aggregate grading
and binder content, which can result in a reduction
in surface texture. SMA to the same specification
but using aggregates from different sources, laid on
a variety of trial sites on roads in England have,
whilst performing admirably in other respects,
produced inconsistent results in terms of the texture
retention essential for high speed skid resistance. In
consequence stone mastic asphalt to a generic
specification shall not be used as a wearing course
on trunk roads including motorways in England,
but it may be used as a basecourse. For schemes in
Wales, Scotland and Northern Ireland where SMA
is proposed, a Departure from Standard shall be
obtained from the Overseeing Organisation.

7.10 To take advantage of the superior properties of

SMA as a wearing course, proprietary versions designed
for particular aggregate sources have been developed as
thin wearing course systems to ensure surface texture is
maintained. These require BBA HAPAS Certification, as
described in Chapter 6 of this Part.

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Volume 7 Section 5 Chapter 8
Part 2 HD 37/99 Surface dressing

8. SURFACE DRESSING

8.1 Surface Dressing is a principal method of routine If work is to be carried out at night then surface dressing
maintenance of road surfaces. The concept is should be completed earlier - by mid-July. High PSV
straightforward: in its simplest form, a thin layer of chippings for heavily trafficked roads can be in
bituminous binder is applied to the road surface and relatively short supply during early summer when
stone chippings, nominally single sized, are spread and surface dressing is at its peak and to avoid delays and
rolled into it. obtain best value for money contracts should be let as
early as possible.
Purpose of Surface Dressing
The Process
8.2 Surface Dressing performs two functions which
relate directly to essential requirements of the European 8.6 Although the concept is straightforward, until
Construction Products Directive: adhesion is ensured and an interlocked mosaic of
chippings formed, the dressing is vulnerable to traffic,
Safety - Skid Resistance especially when site conditions are adverse, too wet, hot
or cold. This might lead to the conclusion that, with the
8.3 Surface Dressing increases the macro-texture and prevailing weather in the United Kingdom, there is little
micro-texture of the road surface, with minimum usage chance of success, but in fact the majority of medium
of scarce high-quality aggregate. These properties and lightly trafficked roads are maintained by this
directly influence the skid resistance of the road surface, process.
a significant aspect of its contribution to safety.
Where it may be used
Durability - Preventative Maintenance
8.7 Surface Dressing is one of the most common of
8.4 Surface Dressing seals the underlying surface all treatments and is a principal method of routine
against the ingress of water and air, which cause maintenance of road surfaces. It is one of the most
deterioration of the structural courses of the road. This common of all treatments, and one that has become
is preventative maintenance, which directly influences increasingly important since the introduction of
the durability and therefore the life of the road. standards for skidding resistance on trunk roads. It is
permitted on all types of roads from unclassified to
Tender Programming motorways, but demands particular care during
construction on high-speed roads. It is suitable for both
8.5 Road hardness tests should be carried out in the concrete and bituminous roads, although hard surfaces,
summer or early autumn of the previous year while road or soft and variable substrates present special problems.
surfaces are above 20°C. Experienced contractors with If the existing road surface has a poor profile or is
premium quality plant are in limited supply and are deformed in the wheel tracks (a rut depth greater than
committed to contracts on a first come first served basis, 10mm) then pre-treatment by planing (milling) or
so late tendering will increase the risk of a contract surfacing may be required. Thin asphalt surfacing
being carried out by less experienced operators using overlays in these circumstances may have greater
poor quality equipment. In order to obtain best value for economy as they have some ability to improve profile.
money and the most cost effective product, Tenders
should be issued - based on a provisional programme if 8.8 There are circumstances where it is not possible
necessary - before the end of December preceding the to provide controlled low speed trafficking which is
summer in which the work will be carried out. Tenderers normally used to settle a dressing down prior to
designing surface dressing systems will need time to visit sweeping and opening to unrestricted traffic. The most
each site to finalise their designs. After return of tenders difficult of these are motorway sites where the traffic
further time is necessary for tender evaluation and flows and speeds are such that convoying could be
assessment including simple whole life cost comparison dangerous. Lane switching may be permitted to enable
where appropriate. Heavily trafficked roads are best sweeping after a period of unrestricted trafficking. In
surfaced dressed between mid-May and the end of July. such circumstances it is vital to produce a very stable
dressing that can be fully swept prior to trafficking with
minimal risk of loose chippings subsequently.

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The Equipment Environmental

8.9 For trunk roads and motorways the sprayer and 8.13 Emulsions are environmentally friendly: the
chipping spreader should be capable of accurately emissions are mainly water vapour. Cutback solvent is
placing a complete lane width, generally up to 3.8m, in a primarily kerosene (similar to domestic paraffin), one of
single pass with no joints or overlaps. The abutting lanes the least hazardous low cost organic solvents. Waste
are joined longitudinally by binder overlap of up to materials (bitumen and chippings) are not currently
100mm at the full spray rate at the lane markings. This classified as hazardous.
means that wet edges are formed and these must be
protected from traffic during construction and excellent Appearance
work has been achieved on even the busiest motorways, 8.14 Although chippings for surface dressing on trunk
where special systems and techniques are employed. roads will be chosen for their skid resistance and wear
properties depending on traffic category and traffic
Benefits stress; coloured chippings may be used for delineating
hard shoulders and central reserves, or used in traffic
Skid resistance calming measures.
8.10 By selection of a suitable surface dressing
technique, chipping type and chipping size virtually any Speed of Works
reasonable values for macro-texture (texture depth), 8.15 The speed of surface dressing is a major asset for
micro-texture and abrasion resistance may be obtained reducing road closure during maintenance. For single
for the road surface. The road surface characteristics carriageway work with coned off sections and traffic
may thus be designed for site conditions. Chippings with control, outputs of 10,000m² per day are possible. With
a high polished stone value (PSV) are specified for areas contra-flow and safety lanes output is really only limited
of traffic stress such as braking areas, hills or bends and by the supply of chippings to site and the frequency of
low aggregate abrasion value (AAV) chippings selected testing as the binder sprayer is able to apply 10,000m² in
for heavily trafficked sites to reduce wear rate. about one hour. The ability to surface dress at night
minimises traffic disruption.
Preservation
8.11 Surface dressing is a preventative maintenance Drawbacks
technique as well as a repair method. Regular dressing
will keep the upper structural layers of the road sealed Structural strength
against the ingress of air and water, thus reducing the 8.16 Surface dressing does not strengthen the road
rate of deterioration of these layers. Surface Dressing structure.
also reduces the amount of water reaching the sub-grade
thus minimising deterioration, thereby maintaining the Profile
structural integrity of the road pavement. 8.17 Defects such as rutting and shoving must be
eliminated before the surface dressing is applied, the
Conservation dressing making no improvement to the road profile.
8.12 An additional benefit of surface dressing is Soft patching materials, binder rich crack repair band
conservation of existing materials: the dressing has a sealing (including some hot screeded proprietary
thickness generally less than 10-12mm, so planing systems) and existing fatting in wheel tracks are likely to
before treatment is not necessary when the profile is allow rapid embedment on heavily trafficked roads
acceptable and ironwork does not normally have to be leading to early loss of texture.
raised. Chippings with appropriate PSV and AAV are
required to provide continuing adequate safety standards Riding quality
on busy roads; with surface dressing all of the high 8.18 There is no improvement in riding quality.
quality chippings are at the surface in contact with the
traffic. Noise
8.19 The high texture depth (macro-texture) achieved
with surface dressing may cause an increase in noise
level, especially in the very early life before any
chipping embedment and mosaic formation have taken
place. The use of multiple dressings or smaller chipping
sizes reduces noise generation and are often specified in
urban areas for that reason.

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Sensitivity to Weather Conditions rate (90% of that for a single dressing), followed
8.20 Given a proper design and good construction immediately by small chippings (6 mm) to fill the gaps
carried out at the correct time of year, surface dressing and achieve mechanical interlock (see Figure 8.2). The
has a high probability of success unless the weather advantages of the racked-in method are high initial
conditions unexpectedly deteriorate. Wet weather shortly texture depth, early stability of the dressing, and a major
after construction may cause the chippings to become reduction in the initial loss of large chippings.
detached from the binder (binder stripping) and traffic
may dislodge them destroying the dressing in the wheel Inverted double dressing (Pad coat)
tracks. If traffic can be diverted until the road dries 8.24 Where the existing road surface is very hard or
again and then re-introduced carefully, the dressing may porous with high or variable macro-texture, a first
be saved. In very hot weather during and immediately dressing using small chippings (6 mm) can be made to
after construction the chippings may turn and be picked provide a uniform softer surface to which the main
up by vehicle tyres. A maximum road temperature of dressing is applied (see Figure 8.3). It is common to
40°C may be specified, even for modified binders, to leave the pad coat exposed to traffic for up to a year
reduce this risk. Lightly coated chippings are especially before applying the main dressing. The advantage of
vulnerable. Fine material, particularly absorbent light using a pad coat is that the main dressing chippings
coloured 1-4mm chippings, (‘dust’), applied to the embed quickly, increasing resistance to chipping loss.
dressing may prevent this mode of failure, a racked-in or
double dressing is less vulnerable due to the smaller Double Dressing (Double binder spray, double
chippings at the surface. Conventional emulsion binders chipping application)
are generally less of a problem in hot weather than 8.25 Binder is applied at a little less than the normal
cutbacks except when there is high humidity. However rate (typically 1.3 l/m² of emulsion), and normal size
cutbacks have an advantage over emulsions at the lower chippings (usually 14 mm) are applied at slightly less
operating temperatures when it is humid. than the normal rate for a single dressing. A second
application of binder (typically 1.2 l/m²) and small
Surface Dressing Techniques chippings (6 mm) follows (see Figure 8.4). The
advantages of the double spray double chipping method
8.21 There are a number of different systems of are moderately high texture depth, reduction in loss of
surface dressing available. All of those current at the large chippings, and the possibility of using larger
time of publishing this part are described below but chippings than would usually be selected for the road.
others may be developed and their use should not Initial stability may be low, but builds up rapidly, and
necessarily be precluded because they are not described stressed areas may be treated using modified binders. It
here. is usual to allow extended time for rolling and curing of
an emulsion binder before opening the dressing to
Standard (single binder single chipping application) traffic. Solvent entrapment when using cutback binders
8.22 The basic surface dressing technique using a may present problems unless sufficient time is allowed
single application of binder followed by a single between layers to enable evaporation to take place.
application of chippings, usually 6 or 10 mm, is
satisfactory for most lightly trafficked roads. (See 8.26 The use of double dressings - even where traffic
Figure 8.1). When used with an unmodified binder it is flows are low - on exposed sites such as hills or
suitable for lightly trafficked roads without significant mountains enhances durability, and is standard practice
areas of stress. It is also used with modified binder on in some European countries. Double dressings are
somewhat more difficult sites such as cul de sacs where beneficial on high speed, heavily trafficked dual
all the traffic, although small in quantity, is turning or carriageways and motorways where slow speeds to
braking. Modified binder dressings are more resistant to orientate the chippings and form a mosaic are difficult if
damage caused by power steering being used when not impossible to ensure. Interlocked double dressing
vehicles are stationary. systems have a high initial stability, particularly when
used in conjunction with premium grade binders.
Racked-in (single binder spray double chipping
application)
8.23 Binder is applied at a higher rate than for single
dressing, and the primary size chippings (typically 14
mm on fast heavily trafficked roads) applied at a lower

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Chapter 8 Volume 7 Section 5
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Schematic Representation of the Types of Surface Dressing Prior to Embedment

Figure 8.1 Single surface dressing

Figure 8.2 Racked-in surface dressing

Figure 8.3 Inverted double dressing

Figure 8.4 Double dressing

Figure 8.5 Pre-chipping Dressing (Sandwich dressing)

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Pre-chipping Dressing (Sandwich dressing)

8.27 The primary chippings are applied first (typically 8.33 For high speed roads carrying heavy traffic,
14 mm) followed by a single surface dressing with low modified binders and multiple layer surface dressings
rate of binder spread (typically 1.2 l/m² of a modified will almost certainly be required. For these the empirical
emulsion and 6 mm chippings) (see Figure 8.5). It is approach to design is becoming less acceptable, and with
important not to allow traffic to disturb the primary end performance in mind, rational designs tailored to a
chipping layer, which has to be laid to close tolerances. ‘system’ are becoming favoured. This type of design is
This technique creates voids enabling the system to often best left to the contractor who has expertise with a
tolerate a binder-rich (or variable) surface, and allows a particular system and will carry the risk of premature
stable dressing to be constructed using larger than failure. It is important for the Overseeing Organisation
normal chippings. A variant of this with a rate of spread to ensure that the correct performance levels of the
of binder of typically 2.2 l/m² has been used successfully surface dressing are specified and obtained, in particular
on a heavily trafficked single carriageway, normal any parameters specified must be measured to
hardness site in very hot weather. demonstrate compliance. The Overseeing Organisation
will need to be satisfied that there is minimum risk of
Differential Rates of Spread and Chipping Sizes failure during the designed life, which may be much
8.28 With some modern sprayers it is possible to vary longer than the guarantee period.
the rate of spread across the road, (ie transversely)
which enables lower rates of spread of binder to be used Principal Chipping Size Selection
in the most heavily trafficked parts of the road, namely
the wheel tracks, where less binder will lead to a longer 8.34 The size of chipping selected for use at a
life before the onset of fatting. Using larger chippings in particular location is based on the degree of embedment
the wheel tracks has the same benefit and may even of the chippings expected having regard to the hardness
improve transverse profile. of the existing road surface and traffic intensity. The
measurement of road hardness is a critical design factor
Cured Resin Binder Dressing and for a particular traffic category determines the size
8.29 High performance thermosetting binder often used of chipping to be used (see Road Note 39 (1996)). If the
with calcined bauxite chippings. These dressings are hardness varies considerably along the site then it may
significantly different from normal surface dressing. be difficult for the contractor to achieve consistent high
Reference should be made to Specification (MCHW1) levels of end performance. In such situations, agreement
Series 900, ‘Resin Based Skid Resistant Surface between the Overseeing Organisation and contractor
Treatment’. with regard to the practicality of achieving the specified
levels will be necessary.
Design Principles
8.35 Chippings are nominally single sized. A high
8.30 Road Note 39 (1996) provides a complete guide flakiness index value for the chippings is undesirable;
to the design and practice of surface dressing. The this may be measured by a simple mechanical test. The
information is based on systematic experiments and shape of the chippings influences the mechanical
trials by TRL over many years, in close co-operation interlock between the chippings, the amount of binder
with both industry and the Highway Authorities. The needed to secure them and more importantly, the
Road Surface Dressing Association (RSDA) and Road durability of the dressing. The contractor has to select
Emulsion Association have published many documents, chippings and a system suitable for the site, to enable the
which complement this Chapter. specified micro-texture and macro-texture to be
maintained. It is macro-texture that largely determines
8.31 The decisions to be made when specifying surface high speed skid resistance and reduction in spray; at low
dressing for a particular length of road are outlined in speeds skid resistance depends more on the micro-
Figure 8.6, which is targeted primarily at surface texture of the chippings - a function of PSV.
dressings for high-speed roads carrying heavy traffic,
circumstances under which a simple single dressing 8.36 Dust is generated in the transportation and
using unmodified bitumen will most probably be handling of surface dressing chippings. Pressure
inadequate. washing and heater drying, even on site, have been used
to reduce the problem, to improve adhesion and reduce
8.32 In situations where a simple surface dressing
using unmodified bitumen will suffice, a traditional
recipe specification based on the guidance in Road Note
39 (1996) is all that is needed.

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Figure 8.6 Flow Charts for Specification and Design of Surface Dressing

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Volume 7 Section 5 Chapter 8
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the risk of failure. These techniques, as well as the use example 10mm followed by 6mm) then the PSV should
of chemically or bitumen coated chippings should be be similar. For all other multiple chipping systems all
considered for works on trunk roads, although the use of sizes should have the design PSV. On trunk roads no
lightly coated chippings with emulsion binders are chippings should have a PSV of less than 45.
unlikely to be used, as this may slow down the rate of
break of an emulsion and actually inhibit chipping 8.40 Adhesion between binder and chippings depends
adhesion. on the chemical nature of the chippings, the binder
properties (use of wetting or adhesion agents), and most
8.37 Since the main purpose in using polymer modified of all on the amount of dust or clay/silt surrounding
binders is to provide a durable product and minimise the some types of chippings. The contractor should test the
risk of loose chippings, it is pointless to use those chippings and binder using a suitable adhesion test such
expensive binders with chippings having low Polished as the Vialit Plate Shock Test.
Stone Value, high Flakiness Index, high Aggregate
Abrasion Value, or high dust content. Some variation of Specification of Surface Dressing
these properties is to be expected even in chippings from
a specific quarry, since there may be variation in the Recipe or performance-related specification?
properties of the rock at different faces within the same 8.41 If consideration of Table 8.1 indicates that the
quarry. proposed dressing falls comfortably in the easy type of
site, a recipe specification may be used. For a difficult
8.38 Table 2.1 in HD28 (DMRB 7.3.1.2) shows the type of site with higher risk rating, a modified binder
minimum PSV requirements for use on roads of differing will be required (see paragraph 8.52) together with a
traffic intensity and stress, and Table 2.2 shows the AAV racked-in dressing or other multiple treatment, and use
requirements for differing traffic levels. In order to of a performance-related specification is advised. Either
conserve aggregates the highest PSV chippings should route could be followed for average types of site. With a
not be specified for all roads, but to consider each site recipe specification responsibility for the design rests
individually. Unfortunately wear resistance generally with the Overseeing Organisation; with a performance
improves with chippings of lower PSV, therefore specification this responsibility is transferred to the
durability and safety are a balance and savings may be contractor. It is anticipated that as experience is gained
made by optimum selection. For trunk roads where with performance related specifications the use of recipe
contra-flow occurs during maintenance, each lane may specifications will diminish.
be subject to the same traffic conditions therefore the
PSV and AAV are generally chosen to be the same. 8.42 It is in the areas of ‘high average’ and ‘low
However much lower traffic forces result in less difficult’ sites that the design expertise of a contractor
embedment in the right hand lane of dual carriageways can make the most significant cost savings. On very
with three or more lanes (high speed, no commercial difficult sites only the highest quality best performing
vehicles - except during contra-flow) and a smaller materials coupled with the highest standards of
chipping may be used. The PSV requirement of over 70 workmanship will be successful. The contractor’s
on some difficult sites necessitates the use of calcined Design Proposal and method for execution of the works
bauxite. Resin based skid resistant treatments are needs careful, informed assessment particularly with
generally employed (see Specification MCHW1), regard to safety aspects.
although 6mm calcined bauxite with polymer modified
binder as a single dressing has been used successfully. Recipe specification
Other artificial aggregates such as calcined flint, blast 8.43 Figure 8.6 gives a flow diagram for planning and
furnace or steel slag may be used to both economic and specifying dressings. A break-out point for use of a
constructional benefit provided skidding characteristics performance-related specification is also given. Road
are maintained. Note 39 (1996) provides a sound basis for generating a
recipe specification for surface dressing and
8.39 When Racked-In techniques are used in surface Specification clause 919 (MCHW1) sets out the
dressing a smaller size chipping with a lower PSV than requirements; no further advice will be given here.
the larger primary chipping may be permitted, since the
small chippings will not predominantly come into Performance-related specification
contact with vehicle tyres. When however, the second 8.44 In the past specifications have been generally
chipping is larger than half the principal size (for recipe specifications, with the Overseeing Organisation

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Traffic at Design Life

(commerical vehicles / lane / day)
Site

0 - 100

751 - 1000

> 3250
101 - 250
251 - 500
501 - 750

1001 - 1250
1251 - 1500
1501 - 1750
1751 - 2000
2001 - 2250
2251 - 2500

2501 - 2750

2751 - 3250
Site Definition
Category

A Motorway (main line)

I B Dual carriageway (all purpose) non-event

sections

D Dual carriageway (all purpose) minor

junctions

C Single carriageway non-event sections

II
E Single carriageway minor junctions
Approaches to and across major junctions
F (all limbs)
Gradient 5-10%, longer than 50m (dual
G1 downhill, single both ways)
III Bend, radius 100-250m (not subject to a
H1 speed limit 40mph or less)

L Roundabout

Gradient >10%, longer than 50m (dual

G2 downhill, single both ways)
IV
H2 Bend, radius <100m (not subject to a
speed limit 40mph or less)
Approaches to roundabout, traffic signals,
V J/K pedestrian crossing, level crossing, etc

Key:

Easy sites, conventional binders, minimum cohesion 0.5 J/cm2

over a minimum temperature range of 15oC

Fast and/or moderately difficult sites, intermediate grade binder, minimum cohesion 1.0 J/cm2

Difficult sites, premium binder, minimum cohesion 1.2 J/cm2

High friction surfacing systems

--- Not suitable for surface dressing or unlikely traffic levels

Table 8.1 Areas of use for surface dressing binders

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specifying materials, quantities and procedures. This 8.47 A further assurance of continuing performance to
requires a degree of expertise in and experience of the both contractor and Overseeing Organisation is the use
materials and processes. With the introduction of of an approved binder - one which has been through an
modified binders, proprietary materials and novel evaluation procedure. A formal materials approval
techniques, new expertise is required. The dependence scheme is being developed jointly by the Highways
on the supplier to maintain properties of his product to Agency, County Surveyors' Society and the British
ensure consistent road performance and the Contractor Board of Agrément (BBA). Until the Highway
to determine the process technique for the site Authorities Product Approval Scheme BBA/HAPAS is
encourages the transfer of responsibility to the in place the Overseeing Organisations will continue to
Contractor, in the short term at least. operate the practice of informal approval, listing
currently accepted materials and processes on the basis
8.45 Performance-based specifications are the logical of established track record with guidance as to category
conclusion of that process: all the design work is carried of performance, where possible, and new materials
out by the contractor, with the Overseeing Organisation under examination for approval. The combination of
specifying only the level of performance required, and recipe tests (based on extensive past experience),
imposing no checks other than regular assessment of predictive tests (developed comparatively recently and as
performance. However, this procedure presents a yet not fully proven) and use of an approved binder
financial problem: either the contractor must guarantee should satisfy the Overseeing Organisation that there is a
the work for its design life, and accept that he will not be high probability of the work having the life estimated,
paid in full until the end of the design life, or the which will be very much longer than the guarantee
Overseeing Organisation must pay in full before the period.
requested life has been achieved.
Effect of existing surface
8.46 In the former case specification writing would be
simple: the Overseeing Organisation would state their 8.48 The assessment of need for the maintenance of a
requirements and the contractor would fulfil them in any section of road is outside the terms of reference of this
way he wished. This would be an unacceptable burden Chapter. Reference should be made to HD29 (DMRB
to contractors because of the financial aspect of payment 7.3.2) Structural Assessment Methods, HD 28 (DMRB
delayed for several years. In the latter case the ideal 7.3.1) Skidding Resistance and the CHART visual
solution would be to perform predictive tests on the assessment procedure. Once it has been decided that a
materials before and immediately after application to the section of road needs some form of treatment and that
road, which would demonstrate beyond reasonable doubt strengthening is not required, then the suitability of
that the work would last for the specified length of time. surface dressing for the treatment should be assessed.
Unfortunately there is insufficient knowledge at the For surface dressing to be suitable there should be a high
present time for this to be possible. The Overseeing probability that the treatment will produce the level of
Organisation would therefore not be willing to pay in performance required over a reasonable lifetime. The
full for the job until near the end of the specified life, factors affecting the decision are: traffic levels and
which again would be unacceptable to the contractor. As speed, difficulty of the site and the existing road surface.
a compromise, the specification to which this advice Advice on the suitability of surface dressing with respect
relates asks the contractor to do the design work for to traffic levels, speed and site difficulty is given in Road
specified performance and carry out performance Note 39 (1996). The main variables of the existing
prediction tests, and in addition imposes testing surface that will affect the final dressing are porosity,
requirements to ensure that the proposed design has been roughness, amount of fatting, hardness and
carried out with a reasonable degree of precision. The heterogeneity. Table 8.2 (based on French experience)
risk element is divided between contractor and shows the normally achievable performance, using best
Overseeing Organisation, by having a Guarantee Period practice, of a correctly designed and appropriate system
of two years (which is much less than the Design Life of for different traffic levels and surface types. Two
the dressing). During the two years, the contractor must different performance criteria are given depending on
make good any defects, after which period the speed (the difference is in the macrotexture required). As
Overseeing Organisation accepts the risk and any cost of would be expected, the heavier the traffic the more
future remedial work. critical is the state of the current surface. At the highest
traffic end only the normal, non-porous, homogeneous,
fairly smooth road can be surface dressed with a good

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Minimum Requirements for Surface Dressing

Traffic (commercial vehicles/lane/day)

0-250 251-1000 1001-2500 2501-3250 > 3250

Macro Texture

Macro Texture

Macro Texture

Macro Texture

Macro Texture
Suitability

Suitability

Suitability

Suitability

Suitability
VA Class

VA Class

VA Class

VA Class

VA Class
Category

No speed limit H 1.05 2 H 1.05 3 H 1.05 3 H 1.05 4 H 1.05 4

30 or 40 mph L 0.7 2 L 0.8 3 L 0.8 3 L 0.8 4 L 1.05 4

Existing
surface Typical Achievable Performance Specifications for Surface Dressing
characteristics

Porous X 0.8 2 X 0.8 3 X 0.8 3 X 0.8 3 X 0.8 3

Rough HL 1.05 3 HL 1.05 3 HL 1.05 3 X 1.05 3 X 1.05 3

Normal,
homogeneous HL 1.05 4 HL 1.05 4 HL 1.05 4 HL 1.05 4 HL 1.05 4

Soft,
homogeneous HL 1.05 4 HL 1.05 4 L 0.8 4 L 0.8 4 X 0.8 4

Fatting up L 0.8 2 X 0.8 2 X 0.7 1 X 0.7 1 X 0.7 1

Bleeding X fail X fail X fail X fail X fail

Heterogeneous,
tracked A* HL 1.05 3 HL 1.05 3 HL 1.05 3 X 1.05 3 X 1.05 3

Heterogeneous,
tracked B* L 0.8 4 L 0.8 4 L 0.8 4 L 0.8 4 X 0.8 4

Heterogeneous,
patched L 0.8 2 X 0.8 2 X 0.7 1 X 0.7 1 X 0.7 1

Notes:
* A is for a design to optimise macrotexture.
* B is for a design to minimise chip loss.
• The macro-texture is given in mm (HRM) and is that which is achievable for a given site.
• The Visual Assessment (VA) Class is the attainable visual assessment class Measurements of
defects at the end of the 2 year guarantee period.
• H indicates that the requirements can be met on high speed roads.
• L indicates the requirements can be met on low speed roads.
• X and shading indicate surface dressing will not normally meet the requirements.
• This table shows that it is not possible to specify 1.05 mm texture depth with the highest
performance in terms of minimal defects on roads other than for normal homogeneous sites. At
the higher traffic levels the achievement of the minimum requirement becomes increasingly
difficult to attain.
Table 8.2 Surface Dressing - Minimum Requirements and
Typical achievable specifications on various existing surfaces for different sites

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probability of success over an economic life. On very In a true performance specification no value would be
lightly trafficked roads a successful outcome is possible specified leaving it to the contractor but it is
in virtually all cases subject only to proper design and recommended that in the early years of this type of
execution. specification until wide experience is gained, a value is
always specified.
8.49 There are a number of factors that can widen the
type of surface that can be treated using surface 8.53 The minimum PSV of chippings is required to
dressing. The three main ones are to accept a lower ensure adequate resistance to skidding and the values in
standard, to accept a shorter life or to pretreat the Table 2.1 of HD 28 (DMRB 7.3.1.2) should be used.
surface in some way to improve its characteristics.
Surface dressing systems are continually improving and 8.54 The maximum AAV of chippings is required to
it is likely that developments in the future will enable a ensure adequate resistance to abrasion by traffic and the
wider range of surfaces to be successfully treated. values in Table 2.2 of HD 28 (DMRB 7.3.1.2) should be
Surfaces which Table 8.2 shows as not making the grade used.
by only one level may well be successfully treated in
some instances by an improved process, whether in the 8.55 The class of spraybar is a guide to the evenness of
binder or in the system. As contractors gain knowledge transverse distribution which the spraybar is capable of
of, and confidence in, performance specifications the producing and class 4 is the most onerous. This class is
type of site they will be willing to guarantee may also not attainable except by very well maintained spraybars
widen in scope. and should therefore only be specified where it can be
most beneficial, ie on roads where the current surface is
8.50 Table 8.3 describes the various types of site that very even and the traffic levels are high, where
are stated in Table 8.2 and also describes possible variations in the rate of spread would show up very
pretreatments to overcome the constraints of the existing quickly. It is recommended that class 4 spraybars are
surface. reserved for motorways, class 3 for other dual
carriageways and class 2 for other roads. Where a single
Specification parameters carriageway is very heavily trafficked and the current
surface is consistent along the whole length and across
Parameter description and limits the whole width, then class 3 should be specified. The
8.51 System of surface dressing permitted - in order to evenness of rate of spread should be checked at the start
allow the contractor the maximum choice the Overseeing of, or recently before, the contract and then weekly. In
Organisation should allow any system unless there are addition to the class of spraybar, the class for tolerance
particular reasons why a specific type is needed, for on the rate of spread of binder should be specified and
example, to reduce noise generation or for durability for this purpose the specification of class 3 is suitable
reasons. for all sites as it is both achievable and adequate. The
frequency of test is set out in Specification (MCHW1)
8.52 Binder cohesivity is a measure of the ability of the Appendix 1/5.
binder to cope with traffic stresses. In general terms
most manufacturers produce three levels of cohesivity in 8.56 The class of chipping spreader is a guide to the
their range of binders, conventional, intermediate grade evenness of transverse distribution which it is capable of
and premium grade. These are characterised by producing, class 2 being the most onerous. This class
cohesivity levels of 0.5, 1.0 and 1.2 J/cm2 respectively. should be specified for the primary chipping in a multi
(Note: when comparing two binders with the same layer surface dressing otherwise class 1 is adequate. The
cohesivity, the one maintaining the level over the widest evenness of rate of spread should be checked at the start
temperature range is likely to perform better than the of the contract and then daily. In addition to the class of
other). The more stressed the site the higher the chipping spreader, the class for tolerance on the rate of
cohesivity required but to some extent it is possible to spread of chippings should be specified and for this
compensate for low cohesivity values by using a more purpose the specification of class 2 is suitable for all
stress resistant surface dressing system. Not all standard sites as it is both adequate and achievable. The
binders necessarily meet the lowest level so that test frequency of test is set out in Specification (MCHW1)
certificates should always be required. It is always open Appendix 1/5.
for a contractor to use a higher grade than that specified.
Suggested levels are given in Table 8.1 which uses the
site categories from HD 28 (DMRB 7.3.1).

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Surface Type Description Possible pretreatments

Porous Surfaces like porous asphalt and open Surface dressing with 6mm chippings
textured macadam some weeks before the main dressing
(or even the previous season)

Rough A surface with a texture depth above Application of slurry surfacing and
1mm sensor measured, usually with some mechanical surface treatments can
some fretting normalise or reduce texture

Normal, Minimal variation in appearace over None needed

homogeneous whole section, SMTD <1mm,
hardness at least “normal”

Soft, As above but surface hardness is less None needed

homogeneous

Fatting up Has a surface layer of free bitumen, If it is only in the wheel trackes and has
usually limited to the wheel tracks taken at least 5 years to develop then it
is worth removing the excess binder
with high pressure water jetting

Bleeding Has a surface layer of free bitumen, No pretreatment will avoid subsequent
usually extending beyond wheel tracks failure, in very bad cases even on
and often happens soon after a surface virtually untrafficked roads
dressing has been applied

Heterogeneous, This is the normal state of surface See Fatting up above

tracked which has been previously surface
dressed, because of the difference in
texture and traffic across the lane it is
possible to optimise design for texture
in the wheel track or chip retention in
the untrafficked areas

Heterogeneous, This occurs mainly in urban areas The problem is best reduced to a
patched where most roads are subject to opening minimum by insisting on proper
by statutory undertakings companies reinstatement with materials which
with subsequent reinstatement using match the hardness and porosity
materials which may have significantly properties of the existing road. Low
different properties of porosity and speed roads which are badly affected
hardness from the surrounding road can sometimes benefit from a
surface pretreatment with a slurry surfacing.
The slurry surface will have a low
macrotexture and will have to be left to
mature for a sufficient period before
surface dressing, otherwise it will be
very soft

Table 8.3 Description of surfaces prior to surface dressing

NOTE: SMTD = Sensor Measured Texture Depth

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8.57 Macrotexture: for general guidance on the need 8.59 The end product performance specification to
for macrotexture and its measurement see HD 28 which this Chapter refers requires texture measurement:
(DMRB 7.3.1). The generally accepted specification for initially, after mosaic formation, at between three and
high speed roads of 1.5 mm minimum using the sand five weeks (only where noise is a problem), after eleven
patch test is based on hot rolled asphalt and pre-coated months and before thirteen months; and then at the end
chippings. That material maintains its texture over a of the guarantee period (two years, except new untried
long period with changes varying from slow increase to proprietary materials or systems where the guarantee
slow decrease depending on the relative rates of wear of period should be one third of the offered design life). The
the chippings, embedment of the chippings and loss of reduction in texture over the period between 12 and 24
matrix from the asphalt between the chippings. Because months provides some indication whether or not the
the changes are slow in HRA it is feasible to specify the texture depth will remain above the required minimum
texture depth prior to opening to traffic. With a surface value for the design life of the dressing.
dressing, however, the chippings re-orient themselves in
the relatively fluid binder-chipping matrix and chipping 8.60 All texture depths for surface dressing should be
embedment occurs at a rate depending on the traffic and specified in terms of HRM measurement (other methods
the hardness of the substrate, with the consequent may be used provided they are converted to HRM
reduction in texture depth unless the substrate is very equivalent values) and the level for high speed roads at 2
hard (concrete) when there is no embedment. years would normally be specified at 1.03 mm
(approximately the equivalent of 1.5 mm in the patch
8.58 The decay of texture depth with time is not linear test). For roads carrying traffic at speeds below 90
and is rapid in the first year or two; it depends on many km/hr lesser textures should be specified. See Notes for
parameters so it is difficult to extrapolate early life Guidance to Specification, Clause NG922 (MCHW2)
texture depth measurements. Figure 8.7 shows texture for appropriate values.
decay of single dressings with conventional binders on
the M40 High Wycombe by-pass, reported by Jacobs, 8.61 The decrease in texture between 12 months and 24
F.A., 1983. To obtain adequate texture at 2 years the months is a guide to the life of the dressing, the lower
initial texture has to be very much higher, for some the value the longer the life of the dressing, unless failure
processes over 3 mm may be necessary which generates mechanisms intervene. A maximum figure of 40% is an
considerable noise, particularly under high speed traffic. appropriate specification value with a minimum of 0%
In order to keep noise down to an acceptable level in as any increase in texture indicates that the surface is
noise sensitive areas it may be necessary to specify a losing chippings.
maximum texture at the end of the initial bedding in
period, say at 4 weeks. 8.62 The level of fretting, P1, as measured using the
test method described below, is a guide to likelihood of
failure by continued loss of chippings. Appropriate
values of the maximum permitted percentage are given
in Notes for Guidance to Specification, Clause NG922
(MCHW2).

8.63 The level of defects, P2, as measured using the test

method described below, is a guide to the likelihood of
unsatisfactory performance of the dressing. Appropriate
values of the maximum permitted percentage are given
in Notes for Guidance to Specification, Clause NG922
(MCHW2).

8.64 The maximum level of localised loss of chippings

in any given area, P3, should not be greater than the
specified percentage which is given in Notes for
Guidance to Specification, Clause NG922 (MCHW2).

Figure 8.7 Effect of type of chipping on

the reduction in texture depth with time.
(conventional binder on a rolled asphalt substrate)

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Tests specific to surface dressing

8.68 Also in BS prEN12272-1 (1996) are tests for
8.65 Tests used to check the aggregates and the binder evenness of rate of spread and accuracy of rate of spread
used for surface dressing are covered in the sections on of chippings. These measures are particularly important
the constituent materials following this section. The tests in the context of multiple chip dressing where the rate of
used to ensure that the surface dressing system is spread of the primary chipping is critical to the success
suitable and the process is carried out correctly are dealt of the dressing and the locking up of those chippings by
with in this section. the secondary chipping.

8.66 The test for accuracy of rate of spread of binder 8.69 It is essential for proper control of the rate of
in BS prEN12272-1 (1996) measures the transverse spread of binder that the temperature and pressure of the
distribution in working conditions and therefore binder at the time of spraying are within the correct
overcomes the problems of assessing transients that are range. This means that the thermometers and pressure
averaged out in the depot tray test. The test can be gauges on the tanker must be working and must be
carried out quickly and easily on site using either giving the correct reading. In order to achieve this
contiguous absorbent tiles or trays that are sufficiently reliability, all the instruments should be calibrated before
robust to take the sprayer running over them without the start of season using a system traceable to national
losing their ability to absorb binder. The tiles may be of standards. It has been a requirement for many years for
foam, carpet, or any other material which can absorb all these gauges to be duplicated as the operating
the binder sprayed on them without loss. If the tiles are environment is very harsh. There is no reason to change
lightly stuck to a strong backing strip they can be picked this principle and the contractor's QA scheme should
up as a unit and removed to the side of road for the contain a requirement for the regular reading of the
individual tiles to be weighed and any hold up of the duplicate gauges and if the readings differ by more than
surface dressing train is minimised. A method used a stated amount they should, if necessary, be repaired
successfully during specification trials in 1996 used and recalibrated, or replaced by previously calibrated
sections of carpet tile (250x100 mm) stuck to a length of gauges.
aluminium sheet which was covered with ‘cling film’
thus enabling the whole testing to be carried out without 8.70 The standard method of measuring texture depth
the use of solvents. The result is expressed as a mean for surface dressing is different from the method used for
rate of spread of binder and a coefficient of variation coated materials. The reasons for this is that it is
which is the standard deviation of the mass of binder on measured after the contract has finished and the High
each tile (which should have the same area) divided by Speed Road Monitor (HRM) or its equivalents can carry
the mean mass. out the work without needing traffic control and the
lengths to be covered are often much greater than for a
8.67 Although the test described in paragraph 8.66 coated material contract. Other test methods are not
gives the average rate of spread of binder a simpler test precluded but the results must be converted to HRM
is recommended to assess this: in BS prEN12272-1 values before comparison with the specified levels.
(1996) is a harmonised version of the test that has been There is no precision data on any method of measuring
used for many years in UK - the tray test, but now it texture depth on surface dressing and care should be
may be carried out using absorbent tiles. These can be of exercised when interpreting results, particularly those
any suitable material and there must be at least 5 tiles. close to specification limits.
There are a number of constraints on dimensions but 5
tiles consisting of a ½ or a ¼ of a standard 0.5x0.5 m 8.71 In terms of defects like fretting (generalised
carpet tile is suitable. The individual masses are chipping loss) surface dressing usually either fails
determined and the average reported. The variance, extensively or it does not fail at all. Border line cases are
which, in this case, is the highest rate minus the lowest rare both for fretting and for localised chipping loss,
rate, ie the range of values, measured on individual tiles however assessment methods are given in draft prEN
divided by the average, is also calculated and if it is 00227055. They are somewhat tedious but it is unlikely
above 0.2 the test is repeated and if the repeat test gives that they will be needed very often.
a variable result the cause must be investigated and
possibly an accuracy test carried out. Binder Data

8.72 In order to gather data which enable more precise

advice to be given on binder requirements the
specification for surface dressing, both to Specification

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clauses 919 and 922 (MCHW1) requires the provision 8.75 The penetration test at 25°C with 100g load for
of a wide range of data on the binder to be used and on 5 seconds is the test traditionally used in the United
its compatibility with the proposed aggregate. It is Kingdom to determine the grade of harder binders.
expected, over a period of time, that the amount of data Carrying out the test on the base binder determines the
required will reduce as it becomes clearer that some of grade of binder making up the bulk of the final blend.
the data is more useful than others in defining the Comparison with the penetration measured on the
performance of a binder. Most of the data is required recovered binder indicates the changes that have
once for any source and grade of binder although it is occurred during the manufacture and recovery process.
recommended that tests on the binder should be repeated
at least annually. If a manufacturer uses a number of 8.76 The penetration test at 5°C with 200g load for
sources of bitumen or modifier he should either give a 60 seconds is a test, in the absence of any suitable
range of values that covers the variation across all alternative, which can give some indication of the low
sources or give the data for each individual source. This temperature characteristics using a well known and
would also apply if the supplier manufactures the binder common piece of test equipment. It may be possible to
at a number of different plants. It will always be open to use the result together with the standard pen test to give
the purchaser of the binder or the Overseeing an indication of the sensitivity of the binder to changes
Organisation to carry out any or all of the tests to check in temperature (analogous to PI).
whether a particular consignment conforms with the
declared limits. The date of test for any parameter 8.77 The penetration test at 5°C with 100g load for 5
should be given when providing a data sheet. seconds for use on cut back binders as delivered is for
use as quick quality control test to check consistency of
8.73 The header data, ie manufacturer, binder name, a series of consignments. As an alternative a high
aggregate source etc, are required simply to ensure that temperature viscosity (between 100 and 160°C) can be
the data is attached to the correct binder or binder/ used for the same purpose. As it is for comparison
aggregate combination. If the name of the binder is purposes the same test and test parameters should
changed, say for marketing reasons, its previous one always be used by one supplier.
should also be given until all the data given is dated at
least a year after the change of name. This is to enable 8.78 The Vialit pendulum cohesion test gives a
names to be changed without unnecessary testing whilst measure of the ability of a binder to resist traffic
enabling data to be traceable. stresses. For simplicity only the peak value is used to
determine the grade of a surface dressing binder. The
8.74 The binder recovery method used should be the temperature range over which a given cohesion is
British method using the RTFOT apparatus at 85°C in maintained is at least as important as the peak level
an inert nitrogen atmosphere. When the CEN (Austrian) reached; this is why plots of the results are required. It
method has been defined so that it can meet the has been suggested that the area under the graph above
requirements of EN45000 then that procedure may also some arbitrary value, say 0.5J/cm2, would be an
be used for emulsions provided that all tests carried out alternative criterion by which to compare binders.
subsequently state the recovery method. If a supplier Specifiers should be aware that very high levels of
changes his recovery method the whole suite of tests cohesion (over 2 J/cm2) are sometimes associated with
should be carried out using both methods at the time of poor adhesion.
changeover so that continuity of data can be maintained.
A standardised recovery procedure is required so that the 8.79 The Vialit plate shock adhesion test assesses a
purchaser and the Overseeing Organisation can compare number of factors depending on how the test is
the results for a given consignment of binder with the performed, all the procedures are given in BS prEN
manufacturer's claims as the purchasers of binder or of 12272-3 (1997).
final dressing are not in a position to check the base
binder. It is not intended that the recovered binder The factors are:
necessarily reflects any particular stage in the life of the a) Active adhesivity which measures the bond
binder after spraying although it may be found to do so between the binder and damp aggregates in their
and is likely to reflect its state fairly early in its life natural state
when it is still vulnerable to traffic damage.

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b) Mechanical adhesion is the adhesivity bonding the 8.84 The product identification test data from a
dry chippings to the binder with their natural dust dynamic shear rheometer is required because it
or fines making an inhibiting screen discriminates between binders made with different base
c) Wetting temperature is the lowest temperature of bitumens and different polymers without in any way
binder on the plate just before applying chippings indicating the ‘recipe’ manufacturing process. The data
for which the number of stained chippings is at required is a master curve of G* against frequency (Hz)
least 90% at 25°C and δ against temperature at a frequency of 0.4
d) Fragility temperature is the lowest test Hz over the range -10 to +60°C. The frequency has been
temperature at which 90% of the chippings standardised in order that comparison can be made
remain bonded to the plate between binders if required and to make the likely data
bank of information as comparable as possible. All the
8.80 Active adhesivity assesses the compatibility available data should be provided in tabular format.
between binder and damp aggregates and may be used to Some polymer modified binders do not permit
determine the effectiveness of adhesion agents or the temperature or frequency shifting to provide a single
effect of a change of aggregate. It is carried out at 5°C master curve and in these cases the separate curves
in order to discriminate between binder/aggregate should be provided together with the reasons why the
combinations; much work was carried out in France to provision of a master curve was not possible. The data
determine the optimum test temperature. It is not from this test is only required on recovered binder.
designed to simulate conditions on the road. This simple
test should be carried out on a regular basis (say 8.85 Spray temperature range is the range of
monthly) during the season to check the maintenance of temperatures determined by the binder manufacturer
compatibility between the binder and the aggregate as over which the binder may be satisfactorily sprayed. The
delivered. If there is a sudden change in the result further range may be different for slot jet and swirl jet spray
investigation should take place of both the binder and the bars, if so this should be made clear and the contractor
aggregate and their combination to determine the cause should insert the temperature range appropriate to the
and possible effects on the completed dressing. spray bar proposed for the contract.

8.81 Mechanical adhesion assesses the effect of dust 8.86 Spray pressure range is the range of pressure
on chippings and can be used to determine the level of determined by the binder manufacturer over which the
dust and other fine material which has a deleterious binder may be satisfactorily sprayed. The range may be
effect on the adhesion of the aggregate to the binder. different for slot jet and swirl jet spray bars, if so this
Different types of fine aggregate have different effects. should be made clear and the contractor should insert the
Clay is particularly effective at preventing bond at very temperature range appropriate to the spray bar proposed
low concentrations - well below the fines content for the contract.
permitted in most Standards for chippings.
8.87 Weather limits should be indicated if they are
8.82 Wetting temperature is applicable to cut-back different from those which would be applicable to
binders only and is a measure of the lowest road conventional as set out in Road Note 39 (1996). The
temperature at which work should take place. It can also maximum and minimum road temperature and the
indicate the sensitivity of the binder aggregate to road maximum humidity should be given in all cases. Any
temperature at the time the dressing is carried out. limits not indicted will be assumed to be as given in
Road Note 39 (1996).
8.83 Fragility temperature provides an indication of
whether or not problems are likely to occur in the early 8.88 The minimum orifice viscosity (STV or
life of the dressing, before embedment has taken place, Redwood II) is that which the particular emulsion binder
and whether very low temperatures will affect the bond requires to prevent it flowing down any slope in a
between the aggregate and the binder. Therefore it gives normal road (say up to 10% gradient) before the
an indication of the suitability or otherwise of the system chippings are spread. Different binder formulations may
for late season work when no embedment is likely before have different requirements as their flow behaviour on a
the following spring. road may be different from that through an orifice.

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8.89 Other properties may be given if the tenderer Failure definitions

considers that may be useful to the Overseeing
Organisation in its consideration of the technical merits 8.94 The rest of this section deals with short term
of the tender. failures: their definition, evaluation, avoidance and
remedies. These failures may be anything from marginal
Description, evaluation and avoidance of failures to catastrophic.

8.90 Surface dressing has failed when it is either: Whip-off - The normal removal by traffic of excess
chippings shortly after the production of a surface
a) no longer able to meet the needs of the dressing.
traffic using the surface, or
b) no longer protecting the structure of the Blacking-up - The appearance of binder at the surface
carriageway from the ingress of water very early in the life of the dressing, without significant
loss of macrotexture.
8.91 Failure occurs in one of three different and rarely
overlapping time periods: during construction or shortly Bleeding - The exudation of bituminous binder from a
afterwards caused by extremes of weather and/or poor road surface, often accompanied by “bubbling” of the
traffic management; during the first couple of years; or surface and often spreading to untrafficked areas.
due to old age, which may be any length of time from 5
years after execution. Records exist of surface dressing Fatting up - The result of almost total embedment,
performing satisfactorily in excess of 20 years. Early usually in the wheel tracks only.
failures are almost always the result of inadequacies in
one or more of the 4 stages in the production of a Fretting - Random loss of chippings from a completed
surface dressing on the road. The stages are: surface dressing.

a) Specification Scabbing - The detachment of both binder and chippings

b) Design after application from the existing road surface.
c) Materials
d) Execution including aftercare Streaking - Loss of chippings from a completed surface
dressing such that one or more lines appear parallel to
8.92 In a performance specification the last 3 items are the direction of application.
the responsibility of the contractor and there are good
sources already available from which to obtain advice Tearing - The removal of chippings by traffic at points
and guidance on best practice. In addition to this of high traffic stress.
document these include Road Note 39 (1996) for design,
British Standards, Road Emulsion Association Ltd Tracking - Fatting up or bleeding in wheel tracks caused
(REAL) and manufacturers’ technical information, by channelised traffic.
RSDA advice notes for materials and RN39 and RSDA
code of practice for execution. The specification is the A summary of causes of failure, their avoidance and,
responsibility of the purchaser and advice on where it is possible, their remedies is given in Table 8.4.
specification and the suitability of the existing surface to
accept a surface dressing is given earlier in this chapter.

8.93 All surface dressings fail eventually. This is due

to a combination of factors including principally:
embedment of chippings, fretting or wear of chippings
and binder hardening. This long term failure is rarely
catastrophic and appropriate maintenance surface
treatment can be planned in advance. Surface dressings
do not fail on a fixed time basis and each site should be
inspected regularly and treated at the appropriate time.

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Chapter 8 Volume 7 Section 5
Surface dressing Part 2 HD 37/99

Failure mode Cause Avoidance and Remedy

Whip-off This normally occurs and is not a failure but can be a If caused by hot weather then dusting may stop the problem developing.
pre-cursor to fretting and if it continues for more than a Additional sweeping may be required
few days should be monitored

Blacking up Occurs where there is sufficient binder in surface dressing Can be a sign of poor design or execution. Binder rate slightly to somewhat
system to enable the traffic to draw it up to the surface of high. Immediate remedy is to dust at the first sign of it occurring (do not
the chippings usually when the surface is very hot, occurs delay). Avoidance: ensure design is correct, check rate and evenness of
before the binder has fully cured spread of binder and stop work when road surface is too hot, particularly
with cut- back binders. Providing it is not too serious, the excess binder will
weather off during the first winter. It most frequently occurs with cut-back
binders, subsequent loss of volatiles will reduce the likelihood of recurrence.
High pressure water jetting in the spring can be used to remove excess
bitumen if it does not weather off over the winter.

Bleeding Caused by binder from the underlying road migrating up The only avoidance measure is not to surface dress at all. Only remedy is to
through the surface dressing to be seen first as beads. plane off all binder rich material and resurface or recycle by scarifying with
High road temperatures, low binder viscosity, excess cement.
binder and water pressure stripping binder from
underlying aggregate are usual reasons

Fatting up (in Binder appearing at the surface caused by the penetration Usually caused by poor design. The chippings are too small for the
early life, say of chippings into the underlying surface owing to traffic. combination of road hardness and traffic on the site (check hardness). Can
before 2 years) Care should be taken to distinguish this from bleeding as only be avoided by proper design. No easy remedy. Sometimes a redressing
the cause is different. using a sandwich construction may work. Water jetting to remove binder will
extend life somewhat but problem will recur usually in the next spell of hot
weather. The only long term solutions are either removal of the fatted
dressing using a planer equipped with chisel tips and redressing using a
correctly designed system or by overlaying with an asphalt surfacing. (A
macadam surfacing will frequently allow the bleeding to recur).

Fretting The random loss of chippings can have a number of Wrong combination of chippings and binder is a design fault. Check road
causes. The most usual are too little binder for the size of hardness. Avoid late season work particularly with 14 mm chippings. Best
chipping, too little embedment before the onset of winter, remedy is to redress the site using the next smaller size of chipping which will
too weak a binder for the quantity and speed of traffic. convert it into a form of double dressing. Check that the binder is adequately
Poor adhesion of chippings to binder can also contribute. strong for the site stresses. Check compatibility of chippings and binder using
Vialit plate shock test.

Scabbing The usual cause of this is inadequate site preparation and The only way to avoid this is to properly clean the site and if particularly
is due to the presence of mud and other contaminants on badly contaminated with hard mud or other materials, water jetting may be
the road surface. required. Proper preparation is cheaper than remedial action. The only
remedy is spot dress areas when the problem occurs.

Streaking This is usually due to a malfunctioning binder sprayer Avoided by proper care. The jet test must be carried out before work each
causing variations in rate of spread across the width of morning, whenever there is change of binder and whenever there has been a
the road. Temperature of binder too low, pressure too low prolonged stoppage, particularly if the jets have not been "blown" when the
and spraybar height variations are typical causes. jets may have become slightly blocked by either cold or broken binder. The
on-site transverse distribution test giving coefficient of variation should be
used regularly.

Tearing This may be caused by traffic turning sharply (the usual Surface dressing should not be specified on very small roundabouts used by
mechanism), particularly at roundabouts. It also occurs articulated vehicles. If a roundabout is dressed, then the design should be
less frequently when heavy vehicles brake hard with very carefully carried out, the works executed at an appropriate time of day,
locked wheels. Both causes are most likely to occur in the either at dawn or in the evening when heavy traffic is at a minimum, traffic
early life of the dressing before the binder has gained control should be particularly well executed until the system has gained
adequate cohesion. adequate strength. When it occurs where braking is expected, then the same
factors apply. It can also occur at random but this is infrequent and is not a
controllable failure.

Tracking This may occur any time during the life of the dressing When it occurs early then the fault normally lies with the design. Where
and is the usual mode of long term failure. It should not channelised traffic occurs, the design should allow for this, depending on
occur early in the life of the dressing. degree of channelling, and designing the dressing for that higher level.
Similar allowances should be made for very slow moving traffic as the
loading time is longer. Advice on this matter is given in RN39.

Table 8.4 Causes, avoidance and remedies of failure for surface dressing

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Volume 7 Section 5 Chapter 9
Part 2 HD 37/99 High Friction Surfacing

9. HIGH FRICTION SURFACING

Background Specification

9.1 Experience over the last 30 years in the UK has 9.5 High friction surfacing systems shall be
shown these surfacings to be highly effective in reducing specified in accordance with the Specification,
traffic accidents on sites with high traffic density and (MCHW 1) Clause 924 and shall have a current
skidding risk. Typical sites are the approaches to signal BBA HAPAS Roads and Bridges Certificate. The
controlled junctions, to roundabouts and pedestrian minimum polished stone value of the aggregate,
crossings subject to a heavy flow of vehicles. For the determined in accordance with BS 812: Part 114, to
length of high friction surfacing necessary, reference be used in high friction surfacing systems, shall be
should be made to Table 3.1 HD 36 (DMRB 7.5.1) and specified in accordance with HD 36 (DMRB 7.5.1).
accompanying notes.
Installation
Systems in use
9.2 High friction surface treatments are now available 9.6 A high friction surfacing system with a
based on a variety of binders, both thermosetting and current British Board of Agrément (BBA HAPAS)
thermoplastic. Depending on the type of binder, high Certificate shall only be installed by a Contractor
PSV aggregates - most commonly calcined bauxite - are approved by the BBA and the Certificate Holder as
either broadcast over a pre-applied binder film or an Approved Installer for that system. The
pre-blended with binder and the mixture applied. The installation and quality control procedures shall be
resin binders used at present for broadcast systems are in accordance with the BBA HAPAS Certificate for
epoxy, polyurethane and acrylic all of which are
each system and the current Method Statement
thermosetting. The binders used for screeded systems are
agreed by the BBA.
rosin esters which are thermoplastic.
9.7 Systems should only be installed on surfaces
System classification
which are dry, hard and sound, and free from dust, oil,
9.3 On heavily trafficked sites, the durability of
excess bitumen or other contaminants that may cause
different systems can vary greatly. To avoid
lack of adhesion. Surfaces not suitable for treatment
discriminating against those products that are suitable
include slurry surfacing, micro-surfacing, fatted and
only for moderately or lightly trafficked sites, and also to
multilayer surface dressings and surface dressings over
encourage innovation, the BBA HAPAS certification
soft or unsound bases.
scheme to assess high friction surfacings has been
introduced. High friction surfacing systems are classified
9.8 To reduce the risk of premature failure, high
during the assessment into three types, as shown in
friction surfacing systems are best applied to wearing
Notes for Guidance, (MCHW 2) Table NG 9/15.
courses that have been trafficked for some weeks prior
to installation of the surfacing. Nevertheless applications
Life expectancy
to newly laid untrafficked wearing courses of different
9.4 Each type classification has an expected service
types have been made without any apparent problems.
life of between 5 to 10 years at the maximum traffic
For reasons that are not entirely understood, on occasion
levels shown in Notes for Guidance, (MCHW 2) Table
cracking which extends into the wearing course can be
NG 9/15. Types 1, 2 & 3 are suitable for very lightly
induced by the application of high friction surfacing.
trafficked sites, Types 1 & 2 for moderately trafficked
The risk of this occurring is much greater when the
sites and Type 1 for heavily trafficked sites. A Type 1
wearing course is newly applied and untrafficked,
system used on a moderately or lightly trafficked site can
although opinions differ on this point. Provided the high
offer a much extended life, twenty years is not unknown.
friction surfacing is well bonded to the substrate and
Conversely a Type 3 system used on a heavily trafficked
with the agreement of the Overseeing Organisation, such
site will have a much reduced working life. Site
cracking if it occurs, may be sealed using a suitable
constraints and the time of year can favour the use of
epoxy or similar resin and the high friction surfacing
less robust systems, generally thermoplastic hot applied
made good. Any cracks in excess of 0.5mm are the
materials, for convenience. Until thermoplastic Type 1
liability of the Contractor under the terms of the
or 2 systems are available, this should not be permitted
guarantee required in the Specification, (MCHW 1)
unless safety or other reasons mean there is no
sub-Clause 924.7.
alternative. In such circumstances replacement may be
necessary within two to three years.

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Chapter 9 Volume 7 Section 5
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Overlaying concrete
9.9 The bond to concrete substrates and therefore the
long term performance can be inferior to that achieved
on bituminous surfacings and the suitability of each
system should be checked by reference to the BBA
HAPAS Certificate.

Overlaying Thin Wearing Course Surfacings

9.10 Where thermosetting high friction surfacings -
such as epoxy resin - are to be applied over thin wearing
course systems at approaches to roundabouts and other
highly stressed sites, the deep ‘negative’ texture in the
surface can reduce the coverage of resin binder to such
an extent that the adherence of calcined bauxite
chippings is reduced, resulting in premature chipping
loss. To alleviate this problem, the texture of the area of
thin surfacing to be covered by high friction surfacing
should be reduced during or after laying to between 1 to
2 mm as measured by the sand patch test. This may be
achieved by any suitable means at the discretion of the
thin wearing course system proprietor, for example by
additional compaction with vibrating rollers whilst the
thin surfacing is still hot or by the substitution of a
smaller aggregate size in these areas. Alternatively a
suitably sized grit may be applied and rolled in. If the
thin wearing course system is to be trafficked prior to
the application of HFS, then 3 mm grit should be applied
and rolled in to provide enhanced short-term skid
resistance. Temporary warning signs may be appropriate
in such circumstances.

Guarantee

9.11 A two year guarantee is required from the

Contractor from the date of opening the surfacing to
traffic. This is linked to minimum performance
requirements set out in the BBA HAPAS ‘Guidelines
Document for the Assessment and Certification of High
Friction Surfaces for Highways.’ The guarantee
excludes defects arising from damage caused by
settlement, subsidence or failure of the carriageway on
which the surfacing has been applied.

Limitations

9.12 High friction surfacings are expensive,

particularly if productivity is affected by the geometry of
a site and the number of areas to be treated. The use of
cheaper alternatives should be considered, if traffic
levels allow, such as improved road signs and markings,
improved street lighting, or surface dressing with a high
PSV natural aggregate bonded with a binder capable of
withstanding the braking forces generated.

9/2 February 1999

Volume 7 Section 5 Chapter 10
Part 2 HD 37/99 Slurry Surfacing and Micro-Surfacing

10. SLURRY SURFACING AND MICRO-SURFACING

Background and are presently undergoing trials to determine what
texture level will be retained. The performance in trials
10.1 Slurry surfacing and micro-surfacings are of proprietary slurry surfacing and micro-surfacing
mixtures of aggregates and plain or polymer modified systems will determine their suitability for the site
bitumen emulsions, which may contain fibre additives. classifications and traffic levels to be set out in the BBA
Slurry surfacings range in thickness from about 2 mm to HAPAS ‘ Guidelines Document for the Assessment and
8 mm and micro-surfacings from about 10 to 20 mm. Certification of Thin Surfacing Systems for Highways.’
Slurry surfacings are suitable for footways; areas that
are trafficked only occasionally and at low speeds; and 10.5 When used on trunk roads including
for traffic delineation. Micro-surfacings are targetted at motorways, proprietary slurry surfacing and micro-
all roads, including high speed roads carrying significant surfacing systems shall have BBA HAPAS Roads
traffic volumes, and in consequence require appropriate and Bridges Certificates appropriate for the site
levels of skid resistance and texture retention. Both
classification and the level of traffic in commercial
materials permit only limited surface regulation when
vehicles/lane/day to be carried. Prior to the issue of
laid in one pass. If greater surface regulation is
necessary, an initial pass may be made to fill in surface Certificates, a Departure from Standard shall be
irregularities, such as minor rutting, followed by a obtained from the Overseeing Organisation before
second pass to provide the complete overlay. slurry surfacings (except those complying with
BS 434), or micro-surfacings, are used on schemes
Specification in the UK.

10.2 The Specification (MCHW 1) Series 900, with Benefits

accompanying Notes for Guidance (MCHW 2) in
NG900, sets out the requirements for these materials, Skid Resistance
dividing them into two types: 10.6 Reasonable values for micro-texture (ie low speed
skid resistance) and abrasion resistance may be obtained
• Slurry surfacing, Clause 918, covering the thinner by selection of a suitable aggregate type with a minimum
materials, with aggregate up to a nominal 4 mm polished stone value (PSV) and maximum aggregate
maximum size. It is an end performance abrasion value (AAV) in accordance with Chapter 3 of
specification in which the slurry surfacing may be HD 36 (DMRB 7.5.1). Aggregates with a high polished
in accordance with either BS 434, or if a stone value (PSV) are required for stressed sites such as
proprietary system, with the British Board of braking areas, hills or bends. Aggregates with a low
Agrément Highway Authorities Product Approval aggregate abrasion value (AAV) are necessary for
Scheme, Roads and Bridges (BBA HAPAS) heavily trafficked sites to reduce the rate of wear. High
certificate for the system. speed skid resistance is determined by micro-texture and
retained surface texture.
• Micro-surfacing, Clause 927, which is an end
performance specification covering materials with Appearance
nominal aggregate sizes of 6 mm or more, all 10.7 Slurry and micro-surfacings may be used on road
products requiring BBA HAPAS certification. surfaces that have undergone a number of
reinstatements, or significant patching, in order to
10.3 Proprietary slurry surfacing systems are less than provide a more uniform overall appearance. Slurry and
18 mm in thickness and are classified as Type A thin micro-surfacings can be used on surfaces that are
wearing course systems as defined by BBA HAPAS, see fretting, and on those showing early signs of ravelling, to
Chapter 6 of the Part. Micro-surfacing usually falls halt further deterioration. Coloured aggregates or
within Type A but may also be laid thick enough to fall mixtures may be used for delineating hard shoulders and
within Type B (ie 18 to 25mm). central reserves, or for traffic calming measures where
traffic levels are appropriate.
10.4 Slurry surfacings may be used on footways and
on very lightly trafficked carriageways carrying low Conservation
speed traffic (ie in areas with a 30 mph or lower speed 10.8 Planing before treatment is not necessary when
limit). Some micro-surfacings have sufficient initial the profile is acceptable, and ironwork may not need to
surface texture to enable their use on high speed roads, be raised for slurry surfacings and Type A

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Chapter 10 Volume 7 Section 5
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micro-surfacings. Material usage is low, components are satisfactory conditions it may take an hour or more.
mixed cold using damp aggregates and no energy is Where more than one layer is used however, traffic may
expended on drying and heating the constituents. use each layer as it becomes sufficiently stable.

Environment Permeability
10.9 Bitumen emulsions are environmentally friendly, 10.17 Although slurry and micro-surfacings arrest
the emissions being mainly water vapour. Cutback surface deterioration, most products are permeable to a
solvent is usually kerosene (similar to domestic greater or lesser extent. They should not be assumed to
paraffin), one of the least hazardous low cost organic be entirely waterproof.
solvents.
Structural Strength
Profile 10.18 Slurry surfacings do not increase the load bearing
10.10 Micro-surfacing improves the profile of the capacity of the pavement structure. Thicker micro-
underlying surface, particularly in the transverse surfacings may add to the structural strength of the
direction as these products are spread using a fixed pavement, but any claims made by a system proprietor
screed mounted on either skis or a very short should be confirmed by the BBA HAPAS certificate.
wheel- base frame.
Sensitivity to Weather Conditions
Ride quality 10.19 Slurry and micro-surfacings with emulsion
10.11 Micro-surfacing may improve ride quality, binders are sensitive to high humidity and wet weather
particularly if the problem is caused by undulations of during construction. If heavy rain occurs before the
very short wavelength. Undulations with a wavelength emulsion has broken the surface may be washed away,
greater than about 1 m may be slightly improved. or if there is a frost within the first 24 hours, then the
surfacing may be disrupted.
Noise
10.12 Tyre noise is relatively low because slurry Application Techniques
surfacings have low or fairly low macro-texture.
Micro-surfacings with a higher texture may be less 10.20 Slurry surfacing and micro-surfacing with
quiet. How micro-surfacings compare with low noise, BBA HAPAS Roads and Bridges Certificates shall
hot paver-laid thin wearing course systems has yet to be only be laid by Contractors approved by the system
determined. Proprietors. Installation and quality control
procedures shall comply with the requirements of
Preservation Clause 918 and Clause 927, respectively, of the
10.13 Slurry and micro-surfacings can be used on Specification (MCHW 1) and with the requirements
surfaces that are fretting, and on those showing early of the BBA HAPAS Certificate and method
signs of ravelling, to halt further deterioration. statement agreed by the BBA.
Limitations
Surface Preparation
Macrotexture
10.14 There are currently no slurry surfacings that can 10.21 The surface onto which the slurry or micro-
maintain adequate surface texture for high speed roads surfacing is to be applied should be clean
for more than a few weeks; therefore these materials and free from all contamination. All major depressions
should not be used on high speed roads. and potholes should be repaired. All oil deposits, dust,
loose material, mud or other deposits should be removed
Profile by pressure washing or vigorous sweeping, as
10.15 Slurry surfacing does not improve the profile, appropriate. Any weeds, moss, lichen or algae should be
either transverse or longitudinal, of the existing surface, removed by the application of a residual weed killer
so defects of this nature should be reduced to acceptable approved by the Overseeing Organisation and
levels before their use. subsequent pressure washing or other mechanical means.
If water jetting has been used to prepare the surface, all
Speed of works free water should be removed before work begins.
10.16 Laying slurry and micro-surfacings, particularly Surfaces which have ‘fatted up’ are generally not
the thicker varieties, is relatively slow and the material suitable unless the excess bitumen can be removed by
must be left to break and stabilise prior to opening to retexturing - see Chapter 11 of this Part. If the excess
traffic. In good weather conditions, warm with low bitumen is not removed, it is likely to bleed through the
humidity, this will take about half an hour, but in less slurry surfacing.

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Volume 7 Section 5 Chapter 10
Part 2 HD 37/99 Slurry Surfacing and Micro-Surfacing

10.22 All ironwork, kerbs, edges, road studs, street Micro-surfacing

furniture and when required, road markings should be 10.27 These products are normally laid in two layers
masked with self adhesive masking material. Turves, oil, with a total thickness up to 20 mm. They contain coarse
sand and similar materials must not be used. Junctions aggregate up to about 10 mm within a continuously
with surfaces not to be treated should be masked to graded material. They may be laid in two, or
produce well defined, clean joints. occasionally more, layers using continuous flow mixers
and spreader boxes, and therefore can regulate
Weather conditions transverse irregularities to a considerable extent and
10.23 Application should not be carried out when the arrest fretting and ravelling.
ground temperature falls below 4°C or when standing
water is present. When spreading in hot, dry conditions 10.28 It is probable that some ironwork will need
it may be appropriate to slightly dampen the surface by resetting because of the thickness of micro-surfacing
means of a mist spray, to avoid the emulsion breaking systems. Care should be exercised in finishing round
too quickly. The surfacing should also be protected from ironwork, to avoid an unsightly appearance. It is normal
the effects of rain or frost before the slurry or micro- practice for ironwork to be raised after the application of
surfacing has developed sufficient resistance. the first layer of micro-surfacing because of the fixed
screed in the spreader box, but before placing the second
Equipment layer, so that an even finish is achieved. Although more
10.24 The equipment needed for installation is normally used on road surfaces, these products may also
dependent on the process used and can vary from be used on irregular footways to improve their shape.
brooms and squeegees used for veneer coats of slurry Hand laying should not be used except in limited areas
surfacing on footways, to integrated mixing and placing where it is not possible to use a spreader box.
equipment used for micro-surfacings.
Slurry surfacings to BS 434
1.5 mm and 3 mm thick Slurry Surfacing to BS 434
10.25 These materials are most suitable for footways Binders
with an acceptable profile, where the surface is 10.29 Materials produced and applied in accordance
beginning to fret or is in the very early stages of with BS 434 should only use unmodified emulsion
ravelling. They may be mixed on site using a variety of binders as specified in Part 1 of that Standard. The
plant, or for small areas, delivered to site as premixed following are suitable:
material in suitable containers, which may need remixing
or stirring before use. The material may be applied using • Class A4 Rapid Setting or Class K3, capable of
a small spreader box (the preferred method) or by hand producing slurries which are sufficiently stable
using squeegees over the existing footway. The slurry during mixing and laying such that premature
should be worked into any cracks and up to the edge of breaking of the emulsion binder is avoided, but
kerbs and street furniture in order to seal the surface. developing early resistance to damage by traffic
The final finish should be made with a broom drawn or by rain.
across the surface in a consistent direction, in order to
give the finished product a satisfactory appearance. • Class A4 Slow Setting. This can be used where
the rate of set is less important, when the slurry
Slurry Surfacing, 0/2 and 0/4 Aggregates can be expected to dry out naturally before being
10.26 These products are normally laid about 3-6 mm subjected to traffic or to rain.
thick in a single layer and have little regulating ability.
They may be used on footways in exactly the same Aggregates
manner as BS 434 materials, and also on cycleways and 10.30 The aggregates should be crushed igneous rock,
very lightly trafficked roads (eg on housing estates), gritstone or slag, blended where necessary with clean
where an existing bituminous surfacing is beginning to sharp naturally occurring sand which is free from silt,
fret. They are normally mixed in a continuous mixer on clay or other fine material. The aggregate grading curve
site and immediately spread using a spreader box towed should be smooth and not gap graded. Slurry surfacing
by the vehicle carrying the aggregates, binder and mixer. can be very sensitive to the source, grading and type of
The speed of laying can be reasonably fast but, as with fine aggregate.
all slurries, the traffic must be kept off until it has gained
adequate strength. It is not normally necessary to adjust Additives
ironwork. They generally have a very low surface 10.31 Additives normally used to control consistency,
texture and should not be used where high speed mix segregation, and setting rate are Portland Cement to
skidding resistance is required. BS 12, hydrated lime to BS 890 and/or chemical
retardants.

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Chapter 10 Volume 7 Section 5
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10.32 With natural bitumen as the binder, red Efflorescence can occur during the first 24 hours with
pigmentation is the most common colour used. The mixtures that use hydrated lime as an additive, and may
amount of filler that can be replaced by pigment has to remain for some time. This is not necessarily an
be restricted otherwise the slurry will be adversely indication of uneven mixing or segregation and it should
affected, thus colours are not bright. normally disappear after 2 or 3 weeks.

Mixing End Performance Specification

10.33 The precise proportions of each constituent should
be determined after trials at the plant to be used in the 10.39 Clauses 918 and 927 in the Specification
works. (MCHW 1) and associated Notes for Guidance (MCHW
2) are end performance specifications, with a two year
10.34 The binder content by mass should be appropriate guarantee requirement, normally of two years duration.
to the bulk density of the aggregate. When blast furnace Almost all slurry and micro-surfacing systems are
slag is used, the bulk density of the aggregate is proprietary products and as such, require certification by
generally less than that of natural aggregates or steel BBA HAPAS. Thus the capability of each proprietary
slag, and a higher target binder content by mass will be system to provide the desired performance will be
required. (The proportion by volume will be similar in assessed in advance. The only exception to this is slurry
the two cases). surfacing which complies with BS 434.

10.35 The component materials should be measured into 10.40 The BBA HAPAS Certificate and method
a mechanical mixer and mixed until the aggregate is statement for a product will set out the assessed
uniformly coated with bitumen emulsion and the slurry performance levels, the site preparation, the mixing and
is of a consistency that can be laid satisfactorily. laying procedure, bond coat requirements if any, and
aftercare. The performance requirements for slurry
10.36 If a bond coat is required it should be applied in surfacing to Clause 918 during the guarantee period
accordance with BS 434 Part 2 before the slurry relate to wear and to loss of the surfacing, and limits are
surfacing is spread. The rate of spread of the bond coat set on the exposure of the substrate permitted. Clause
will depend on the surface to be treated. For bituminous 927 for micro-surfacing includes similar limits and in
materials the rate should be within the range 0.15-0.3 l/ addition, sets limits for the minimum retained texture
m2 and for concrete surfaces 0.4-0.6 l/m2. The use of a depth in the nearside wheel track and maximum texture
polymer modified bond coat may be advantageous on decay over the second year of the guarantee period, all
concrete surfaces. measured by the sand patch test. It is therefore important
that the actual performance of slurry and micro-
10.37 The slurry should be evenly spread such that the surfacing systems are monitored and compared against
layer thickness conforms to the design requirements of the specified requirements.
the work. Care should be taken to ensure that all surface
cracks, voids and depressions are completely filled with 10.41 Clauses 918 and 927 of the Specification
slurry. The slurry as discharged from the mixer should (MCHW 1) call for rheological product identification
be used without any further addition and should be laid and Vialit Cohesion of the recovered binder to be
continuously by a mobile mixing machine feeding provided by the Contractor. It is unlikely that
directly into the spreader box. In some areas, such as performance can be determined from binder data alone
confined areas on footpaths, central reserves and the as systems are highly dependent on the aggregate
like, it is recognised that the material may have to be grading, its physico-chemical nature and the emulsion
spread by hand. Even so, hand laying should be avoided set. However these are all proprietary products and the
wherever possible. data is required for product identification and thereby to
ensure consistency.
Visual Appearance
10.38 The finished surface should have a uniform Audit Checks
texture and colour throughout the work. The finished 10.42 It should not be necessary to carry out routine
product should be free from blow holes and surface audit checks on proprietary products with a two year
irregularities due to scraping, scabbing, dragging, guarantee. Nevertheless if obvious variations in a
droppings, excessive overlap or badly aligned product are occurring, then audit tests should be
longitudinal or transverse joints. Variations in the colour undertaken to determine aggregate properties and
of slurry surfacing can sometimes occur initially but grading, binder content and binder characteristics. These
these tend to stabilise with time, often within 24 hours, should be carried out to check that the product complies
dependant on the weather conditions and trafficking. with the requirements of the Specification and, when

10/4 February 1999

Volume 7 Section 5 Chapter 10
Part 2 HD 37/99 Slurry Surfacing and Micro-Surfacing

issued, with the requirements of the BBA HAPAS

Certificate and the system proprietor’s method
statement. Non-compliance should be reported to the
Overseeing Organisation and the BBA, and may, if
serious and ongoing, result in the suspension of the BBA
certificate for the system.

Description, Evaluation and Avoidance of Failures

10.43 Slurry and micro-surfacings can fail in a number

of ways. Table 10.1 summarises possible causes of these
failure, suggests how they may be avoided and in some
cases rectified.

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Chapter 10 Volume 7 Section 5
Slurry Surfacing and Micro-Surfacing Part 2 HD 37/99

Defect Cause Avoidance and remedy

Lack of adhesion Inadequate preparation and cleaning The only way to avoid this is to ensure that the existing
to underlying of existing surface. Incompatibility surface is properly cleaned. If badly contaminated with hard
surface between slurry and underlying road mud or other materials, water jetting will be required. There
is no remedy other than remove and repeat the work.
Lack of bond Lower layer contaminated or Check the design of mixture and ensure site is kept clean.
between layers insufficient binder in the mix There is no remedy except to remove and resurface.
Failure to set Work done in adverse weather Work should not be carried out in adverse conditions, ie rain,
conditions or incompatible cold or high humidity. Check the design of the mixture.
constituents Resurface the site in more appropriate conditions or with a
more robust product.
Rapid wear Material inappropriate to site. Opened Check design of mixture. The material must gain sufficient
to traffic too soon. Work done in stability before opening to traffic. Do not work in adverse
adverse weather conditions conditions. The only remedy is re-surface the site with a more
robust product or in more appropriate conditions.
Tearing Material insufficiently strong for the Poor design of surfacing; reappraise site and traffic conditions.
location or has poor cohesion or poor Only remedy is to remove and repeat the work using more
bond robust materials.
Too rapid set Poor design of the mix or the work is Redesign the mix.
being carried out in hot weather Keep the existing surface damp or stop work until weather is
cooler.
Pushing Insufficient cohesion or opened too Close the road to traffic until cohesion has improved; use a
early, or a defective mixture mixture with a higher cohesion. If the mixture is at fault then
the only remedy is to remove and replace with a more robust
product.
Deformation The design of the mixture is incorrect Use a more deformation resistant mix. Only remedy is to
for the amount of traffic on the site remove and replace.
Bleeding Too much binder in the underlying Do not use slurry or micro-surfacing over a very fatty road
surface; too much binder in the mix surface. Check design of mixture. The only long term remedy,
where the new road surface has fatted up due to excess
bitumen in the underlying surface, is to remove the slurry,
re-texture to remove the excess bitumen and re-apply.
Alternatively, resurface using another type of surfacing. If the
mixture is at fault, remove and replace with a redesigned
product.
Fatting up - The sand-filler-binder matrix is too No remedy. Remove and replace with a superior product.
premature texture weak to prevent embedment of the
loss coarse aggregate
Depression Usually a reflection of a low area in
the underlying layer
Ridge Check that the screed has no notches. Check that the slurry is
contained and does not flow round the end of the screed.
Longitudinal Usually caused by material adhering Ensure the screed is clean and free from adherent material,
tracks to the screed check slurry is not breaking too fast (most likely in hot, dry
conditions)
Colour differences Many factors can cause colour Variations in colour may occur as a result of inadequate
differences mixing or workmanship, or a change in material sources or
their proportions. Variations due to differing substrate porosity
for example, can often be temporary, the colour becoming
more uniform within a few days.

Table 10.1 Defects in Slurry Surfacing

10/6 February 1999

Volume 7 Section 5 Chapter 11
Part 2 HD 37/99 Retexturing (Bituminous)

11. RETEXTURING (Bituminous)

11.1 The wet skidding resistance of an asphaltic road is 11.6 Disadvantages include:
generated primarily by the microtexture of the aggregate
in the surface. This microtexture is gradually polished a) retexturing should not be used on unsound roads
by traffic until an equilibrium level is reached. HD 36 where there is cracking or surface irregularities,
(DMRB 7.5.1.3) provides advice on the choice of or on roads with sealing or overbanding.
aggregate and HD 28 (DMRB 7.3.1) on the standards
for the skidding resistance of in-service roads. b) some processes cannot treat roads with severe
transverse deformation, such as heavily rutted
11.2 The ability of a surface to maintain adequate surfaces.
skidding resistance at high speeds is governed by the
macrotexture of the surfacing. As a surfacing ages, the c) road surfacing features such as ironwork, white
macrotexture may fall as chippings are embedded into lining and traffic detection loops may have to be
the asphalt matrix or substrate or excess binder comes to avoided or protected.
the surface. In some circumstances, for example over-
rolling, the chippings in a new surfacing may be 11.7 The durability of the results of a treatment will
embedded too far and the requirements for texture depth depend on the type and geometry of road, the quantity
of a new road may not be met. and behaviour of the traffic, the aggregate and the rate
of spread of chippings, where used, in the wearing
11.3 Retexturing is the mechanical reworking of a course. However, just as a new surfacing will polish
sound road surface to restore either skidding resistance, under the action of traffic, the aggregate on a retextured
texture depth or both. surface will eventually polish back to an equilibrium
skidding resistance level, close to that of the original
Retexturing techniques surfacing. On a high stress site, where there is much
braking and turning, the improvement may last a matter
11.4 The suitability and effectiveness of a retexturing of months, but, in a low stress site, the same treatment
treatment depends on the condition of the road prior to may continue to show an improvement over the
treatment. Some treatments can increase both skidding untreated surface for three years or more.
resistance and texture depth; others may increase
skidding resistance but reduce texture depth. There are 11.8 The following paragraphs give some comments on
also treatments which increase texture depth with little available methods and suggestions on their application
effect on skidding resistance. for restoring skidding resistance and/or surface texture
depth. Table 11.1 gives a summary of these methods and
11.5 Advantages include: suggestions.
a) conservation of natural resources by reworking an Impact methods
existing surface;
11.9 Processes in this category involve striking the
b) retexturing may be more economical than some road surface with either hard-tipped tools or hard
traditional resurfacing methods, especially where particles. These treatments are effective where the loss
small areas are to be treated; of skidding resistance is due to polishing and affect
mainly the aggregate particles and the weathered
c) most processes can be carried out at any time of asphaltic matrix.
year in all but the most severe weather conditions;
a) Bush hammering: The road surface is struck by a
d) traffic disruption is reduced compared with number of impact heads with chisel-ended
conventional treatments because of short lead-in hammers with hardened tips. This process
times and the speed of the processes; enhances skidding resistance, but can sometimes
reduce texture depth, depending on the condition
e) can be used as a "stop-gap" measure to treat of the existing road surface and the severity of the
small, high-risk sites. treatment.

February 1999 11/1

Chapter 11 Volume 7 Section 5
Retexturing (Bituminous) Part 2 HD 37/99

b) Shot blasting: The impact is by steel shot Fluid action

projected at high speed from a rotating wheel. As
the surface is scoured, both shot and arisings are 11.11 This involves the surface being subjected to the
recovered and separated, with the steel shot stored action of a fluid at high temperature or pressure. These
for reuse. This process improves both skidding treatments are not mechanical reworking of the road
resistance and surface texture depth of chipped surface to expose new aggregate surfaces, and as a
rolled asphalt surfacings by removing the result do not restore skidding resistance lost through the
weathered asphaltic matrix and leaving the polishing action of traffic.
chippings (with renewed faces) exposed. There is
a risk of chippings that are not properly Other considerations
embedded, such as in surface dressing, becoming 11.12 Although retexturing is a useful option to consider
loosened by this process, as the supporting matrix when addressing problems of skidding resistance or
is removed. surface texture depth loss due to the action of traffic,
Cutting and scabbling/flailing there will always be other factors to be taken into
account.
11.10 This category includes cutting, sawing, grooving,
grinding and scabbling/flail grooving. In the latter case, a) Some treatments will be more appropriate for
the cutting action is combined with impact on the cutting some surfacings than others. For example, an
heads. aggressive cutting or flailing technique would be
inappropriate for a surface dressing or other
a) Grooving/grinding: Using diamond-tipped blades surfacing type where small aggregate particles are
assembled in configurations to suit the patterns of relatively loosely bound to the substrate or
cutting required. This process can be used to surrounding matrix. There would be a risk of the
provide either discrete grooving patterns or for surfacing becoming separated from the substrate
bump cutting. The treatment affects macrotexture by direct action of the treatment of water ingress
and can reduce texture if the blades are in a close- and frost action.
spaced configuration. Microtexture is often
unaffected because the plateaux between grooves b) The effect of an individual process of both
are the original surface. skidding resistance and texture depth must be
considered in the light of what is required in a
b) Longitudinal scabbling: Hardened tips set into the particular situation. For example, where surface
edges of steel washers are loosely mounted texture is already at an acceptable level or where
side-by-side and drawn across the road surface increasing it may be undesirable, a treatment that
whilst being hydraulically loaded. This process does not increase surface texture would be
enhances skidding resistance, by removing appropriate.
material from the tops of particles to expose new
aggregate faces, but it reduces surface texture c) Retexturing is most effective on road surfacings
depth by the same process. that are generally sound. If some sealing action is
required in addition to improved skidding
c) Orthogonal grooving: This consists of deeper resistance or texture, retexturing would be
longitudinal and transverse grooving combined inappropriate. Similarly, a surface which is
with scabbling. The skidding resistance is fretting or losing chippings may be damaged
improved but, whilst the surface texture depth is further by mechanical action.
improved initially, the grooves may close up under
heavy trafficking. Further, the regular grooves 11.13 As with all processes, the advice in this Chapter
generated within the road surface can give rise to cannot cover all contingencies, it is appropriate to get
increased road noise. Although this treatment can advice from the contractors when sourcing these
provide significantly enhanced skidding treatments as to details of a particular process and its
resistance, it is not a preferred option as it can be suitability for a particular site.
less comfortable for all road users and may reduce
the ride stability of motorcyclists.

11/2 February 1999

Volume 7 Section 5 Chapter 11
Part 2 HD 37/99 Retexturing (Bituminous)

Suitability of treatment processes

Surfacing Original condition: effect
type required from treatment Bush Shot Grooving/ Longitudinal Orthogonal Carbonising Water-
hammering blasting grinding scabbling grooving jetting

Polished aggregate: good1 texture ✔ ✔ ✔ ✔ ✔ O O

recovery of skidding
resistance
poor1 texture ✔ ✔ ✔ x x O O

Chipped Embedded
rolled chippings: good2 SR O ✔ O x ✔ ✔ ✔
asphalt recovery of texture
depth
poor2 SR O ✔ O x O ✔ ✔

Excessive noise/ good SR ✔ x O ✔ x x x

excessive texture

Polished aggregate: good texture ✔ x x O x x x

recovery of
skidding resistance
Surface poor texture ✔ O x x x x x
dressing
Fatted-up: good SR x x x x x ✔ ✔
recovery of
texture depth
poor SR x x x x x ✔ ✔

Polished aggregate: good texture ✔ ✔ ✔ ✔ x x x

recovery of
Thin skidding resistance
surfacings poor texture ✔ ✔ ✔ x x x x

Removal of
binder film good SR O O x x x O O

Polished aggregate: good texture ✔ ✔ O ✔ x x x

recovery of skidding
Close resistance
textured poor texture ✔ ✔ O x x x x
macadams
Removal of good SR O O x ✔ x ✔ ✔
binder film

Key: SR Skidding Resistance O Treatment may be appropriate in some circumstances

✔ Appropriate treatment but effects will be limited and depend on surfacing condition
x Not recommended

Notes: 1 SMTD = Sensor Measured Texture Depth. 2 When referring to skidding resistance, "good" and "poor"
When referring to texture in this context, denote above or below investigatory level respectively.
"good" and "poor" are approximately the
following: SMTD > 1.2 mm, good;
SMTD < 0.6 mm, poor.

Table 11.1 Appropriate circumstances and treatments for retexturing bitumen-bound surfacings

General Except for thin wearing course systems, proprietary surface dressing and, where permitted, stone mastic asphalt surfacings,
note: which have minimum in-service texture depth requirements at the end of their warranty periods, it has not been found
necessary to introduce standards for in-service texture depth, adequate texture being maintained by erosion of the binder
matrix. Nevertheless reduced texture may contribute to a reduction in low speed skidding resistance, although not necessarily
to below the investigatory level, and which may be enhanced by an appropriate treatment.

February 1999 11/3

Volume 7 Section 5 Chapter 13
Part 2 HD 37/99 Miscellaneous Surfacing Materials

13. MISCELLANEOUS SURFACING MATERIALS

13.1 There are a wide variety of surfacing materials available for compaction and a minimum depth of
that are not covered in the other chapters of this Part. 40 mm is required even in good conditions. If trafficking
These are products that are either undergoing is very severe, the use of crushed rock fines should be
development or that are little used on trunk roads. specified to obtain sufficient resistance to deformation.
Because tar based materials stiffen rapidly with age any
Dense bitumen macadam deformation that occurs is more likely to happen in the
first or second summer rather than subsequently. Dense
13.2 Dense bitumen macadam wearing course to tar surfacing has proved to be very durable although its
BS 4987 is available with a 6 mm nominal aggregate texture can reduce in time. Because it is little used, the
size. It has a very low texture depth and therefore it is material is unlikely to be cost effective except in rare
only suitable as a surfacing for roads with a low speed instances.
restriction. With good compaction it is reasonably
durable, however its resistance to deformation does not In-situ Macadams
make it suitable for very heavily trafficked roads
carrying a large proportion of commercial vehicles. 13.6 In-situ macadams are proprietary products which
are either applied as multilayer surface dressings to form
Open graded bitumen macadam a thin surfacing or as graded aggregates onto which a
binder is sprayed, followed by mixing in-situ, grading
13.3 Open graded bitumen macadam wearing course to and compaction. As these are proprietary systems they
BS 4987 is available with both 10 and 14 mm nominal will require BBA HAPAS certification.
aggregate sizes. They are not however, designated
‘preferred mixtures’ in BS 4987. These products have Controlled Texture Asphalt
low strength and their durability is suspect. They are not
suitable as surfacings for high speed or heavily 13.7 Controlled texture asphalt is a surfacing
trafficked roads. somewhat similar to a Dense Bitumen Macadam. It is
designed to be placed with an initial texture depth that
Close graded bitumen macadam will be maintained for the life of the surfacing. As yet it
does not provide an adequate initial texture depth to
13.4 Close graded bitumen macadam to BS 4987 is permit its use on high speed roads and it is also
available in both 10 and 14 mm nominal sizes. They are expensive. Controlled texture asphalt contains a mixture
designated ‘preferred mixtures’ in BS 4987, however of two aggregates with significantly different resistance
their void content can be relatively high and their to abrasion; typically with aggregate abrasion values in
durability is therefore suspect. Furthermore these the ratio of 2:1. The grading of the material is based on
products are sensitive to small variations in binder the packing properties of the selected aggregates to give
content and aggregate grading with the result that their a mixture with a controlled void content and surface
void content can fluctuate from one load to the next texture. Once the target grading has been selected and
unless tight control is exercised at the mixing plant. In the binder content determined, production tolerances
consequence, their resistance to deformation must also have to be more precise than those specified for British
be suspect and they are not suitable for use on heavily Standard materials. Controlled texture asphalts are
trafficked roads. In addition, as the texture depth proprietary and will therefore require BBA HAPAS
obtained is low they are not suitable as surfacings for certification.
high speed roads.
Cold laid materials
Dense tar surfacing
13.8 Cold laid materials are being developed for
13.5 Few suppliers carry tar routinely and the material permanent reinstatements as a result of the
is generally only available to special order. The only ‘Specification for the Reinstatement of Openings in
permitted use of dense tar surfacing is in vehicle Highways’ issued by the Highways Authorities and
standing or parking areas to take advantage of its Utilities Committee (HAUC). A number of products
resistance to fuel spillage, where traffic speeds are low, have HAUC approval for use in the reinstatement of
and significant texture depth is unnecessary. Dense tar trenches on roads carrying traffic up to 30 msa.
surfacing (DTS) should comply with the requirements of
BS 5273 with a coarse aggregate content of 50%. The
narrow temperature range specified limits the time

February 1999 13/1

Volume 7 Section 5 Chapter 14
Part 2 HD 37/99 References and Bibliography

14. REFERENCES AND BIBLIOGRAPHY

References 1992

Daines, M. E., Trials of Pervious Macadam and Hot

1. Design Manual for Roads and Bridges Rolled Asphalt on the A38 at Burton, Research
Report 323.
HD 20 Loop Detectors for Motorways
(DMRB 9.3.1) 1994
HD 26 Pavement Design (DMRB 7.2.3)
HD 28 Skidding Resistance (DMRB 7.3.1) Nunn, M. E., Evaluation of Stone Mastic Asphalt
HD 29 Structural Assessment Methods (SMA); a High Stability Wearing Course Material,
(DMRB 7.3.2) Project Report 65.
HD 31 Maintenance of Bituminous Roads
(DMRB 7.4.1) 1996
HD 32 Maintenance of Concrete Roads
(DMRB 7.4.2) Road Note 39, 4th Edition (Revised), Design Guide for
HD 36 Surfacing Materials for New Construction Road Surface Dressing.
and Maintenance (DMRB 7.5.1) 1997
HD 38 Concrete Surfacing and Materials
(DMRB 7.5.3) Gershkoff, D. R., Carswell, J., and Nicholls, J.C.,
Rheological properties of polymer-modified binders for
2. Manual of Contract Documents for Highway use in rolled asphalt wearing course, Report 157.
Works (MCHW)

Volume 1 : Specification for Highway Works Nicholls, J. C., Laboratory Tests on High Friction
Volume 2 : Notes for Guidance on the Specification for Surfaces for Highways, TRL Report 176.
Highway Works
Roe, P. G. and Hartshorne, S. A., The Mechanical
3. Transport Research Laboratory (TRL) Retexturing of Roads: Study of Processes and Early-life
Performance, TRL Report 298.

1973 1998

Brown, J. R., Pervious Bitumen Macadam Surfacings to Roe, P. G. and Hartshorne, S. A., Mechanical
Reduce Splash and Spray at Stonebridge, Warwickshire, Retexturing of Roads. An Experiment to Assess
Laboratory Report 563. Durability. TRL Report 299.

1985 Heslop, M. W. and Gershkoff, D.R., The Properties and

Application of Modified Binders, TRL Report XXX (to
Daines, M.E., Cooling of Bituminous Layers and Time be published)
Available for their Compaction, Research Report 4.
4. British Standards Institution
1986

Daines, M. E., Pervious Macadam: Trials on Trunk 1975

Road A38 Burton Bypass, 1984, Research Report 57
BS 5273; Dense tar surfacing for roads and other paved
1989 areas. (Confirmed 1990)
Edwards, A. C. and Mayhew, H.C., Recycled Asphalt 1984
Wearing Courses, Research Report 225
BS434; Bituminous Road Emulsions (Anionic and
1991 Cationic): Part 1: Specification for bitumen road
emulsions. (Confirmed 1997)
Nicholls, J. C., Adverse Weather Conditions and Laying
of Hot Rolled Asphalt, Research Report 280.

February 1999 14/1

Chapter 14 Volume 7 Section 5
References and Bibliography Part 2 HD 37/99

BS434; Bituminous Road Emulsions (Anionic and BS DD 213; Method for the determination of the indirect
Cationic): Part 2: Code of practice for use of bitumen tensile stiffness modulus of bituminous mixtures.
road emulsions. (Confirmed 1997)
BS2000: Methods of test for petroleum and its products:
1989 Part 49: Determination of needle penetration of
bituminous material.
BS 3690; Part 1: Specification for Bitumens for Roads
and other Paved Areas. (Confirmed 1997) BS2000: Methods of test for petroleum and its products:
Part 58: Determination of softening point of bitumen.
BS812: Part 114: Method for determination of the Ring and Ball Method.
Polished Stone Value (PSV)
1995
1990
BS DD ABF: Method for the determination of the
BS 5212; Cold applied joint sealants for concrete fatigue characteristics of bituminous mixtures using
pavements: Part 1: Specification for joint sealants. indirect tensile fatigue.
BS 5212; Cold applied joint sealants for concrete 1996
pavements: Part 2: Code of practice for the application
and use of joint sealants. BS 12; Specification for Portland cement.

BS 5212; Cold applied joint sealants for concrete BS 598: Sampling and examination of bituminous
pavements: Part 3: Methods of test. mixtures for roads and other paved areas: Part 102:
Analytical Test Methods.
BS 598; Sampling and examination of bituminous
mixtures for roads and other paved areas: Part 105: BS 598: Sampling and examination of bituminous
Methods of test for the determination of texture depth. mixtures for roads and other paved areas: Part 110:
Method of test for the determination of wheel tracking
1992 rate.
BS 2499; Hot applied joint sealant for concrete BS DD 226: Method for determining resistance to
pavements: Part 2: Code of practice for the application permanent deformation of bituminous mixtures subject
and use of joint sealants. to unconfined dynamic loading.
BS 594; Hot rolled asphalt for roads and other paved BS prEN 12272-1, Surface Dressing, Test Method,
areas: Part 1: Specification for constituent materials and Accuracy of rate of spread of binder and chippings.
asphalt mixtures.
1997
BS 594; Hot rolled asphalt for roads and other paved
areas: Part 2: Specification for transport, laying and BS prEN 12272-3, Surface Dressing, Test Method,
compaction of rolled asphalt. Determination of binder-aggregate adhesivity by the
Vialit plate shock method.
1993
5. Others
BS 2499; Hot applied joint sealants for concrete
pavements: Part 1: Specification for joint sealants.
1977
BS 2499: Hot applied joint sealants for concrete
pavements: Part 3: Methods of test. Szatkowski, W. S. and Brown, J.R., Design and
Performance of Pervious Wearing Courses for Roads in
BS 4987; Coated macadam for roads and other paved Britain, 1967 to 1976, Highways and Road Construction
areas Part 1: Specification for constituent materials and International.
for mixtures.

BS 4987; Coated macadam for roads and other paved

areas Part 2: Specification for transport, laying and
compaction.

14/2 February 1999

Volume 7 Section 5 Chapter 14
Part 2 HD 37/99 References and Bibliography

1996 1997

Experimental Procedures for the Design and Testing of Nicholls, J.C., Review of UK Porous Asphalt Trials.
Bituminous Mixtures for pavement engineering: TRL Report 264.
Recommendations from the joint University/Industry/
Highway Authority Bitutest project, University of 7. British Standards Institution
Nottingham, Dept of Civil Engineering.
Bibliography 1972
6. Transport Research Laboratory BS 3136: Specification for cold emulsion spraying
machines for roads: Part 2: Metric units. (Confirmed
1968 1994).

Road Note 36 (2nd edition); Specification for 1973

Manufacture and Use of Rubberised Bituminous
Materials and Binders. BS 1446: Specification for mastic asphalt (natural rock
asphalt fine aggregate) for roads and footways.
1993 (Confirmed 1990)

Carswell, J., The Testing and Performance of Surface 1987

Dressing Binders for Heavily Trafficked Roads. Project
Report 12 BS 598: Sampling and examination of bituminous
mixtures for roads and other paved areas: Part 100:
Carswell, J and Gershkoff, D.R., The Performance of Methods for sampling for analysis. (Confirmed 1996)
Modified Dense Bitumen Macadam Roadbases.
Research Report 358 BS 3195: Methods of sampling petroleum products: Part
3: Methods for sampling bituminous binders (identical to
Gershkoff, D.R., Rheological Analysis of Polymer EN58).
Modified Bitumens for use in Rolled Asphalt Wearing
Course. Project Report PR/H/24/93 BS 598: Sampling and examination of bituminous
mixtures for roads and other paved areas: Part 101:
Nicholls, J.C. and Daines, M.E., Acceptable Weather Methods of preparatory treatment of samples for
Conditions for laying Bituminous Materials. Project analysis.
Report 13. 1989
1994 BS 598: Sampling and examination of bituminous
Nunn, M.E. and Smith, T. Evaluation of a Performance mixtures for roads and other paved areas: Part 104:
Specification in Road Construction. Project Report 55. Methods of test for the determination of density and
compaction. (Confirmed 1996)
Chaddock, B. and Pledge, K., Accelerated and Field
Curing of Bituminous Roadbase. Project Report 87. BS 812 : Testing aggregates: Part 114: Methods for
determination of the polished stone value.
1995
1990
Daines, M.E., Tests for Voids and Compaction in Rolled
Asphalt Surfacing. Project Report 78 BS 598: Sampling and examination of bituminous
mixtures for roads and other paved areas: Part 107:
Nicholls, J.C., Potter, J.F., Carswell, J. and Langdale, Method of test for the determination of the composition
P., Road Trials of Thin Wearing Course Materials. of design wearing course rolled asphalt. (Confirmed
Project Report 79 1996)

1996 BS 598: Sampling and examination of bituminous

mixtures for roads and other paved areas: Part 108:
Nunn, M.E., The Characterisation of Bituminous Methods for determination of the condition of binder on
Macadams by Indirect Tensile Stiffness Modulus. TRL coated chippings and for the measurement of the rate of
Report 160. spread of coated chippings.

February 1999 14/3

Chapter 14 Volume 7 Section 5
References and Bibliography Part 2 HD 37/99

BS 598: Sampling and examination of bituminous 8. Others

mixtures for roads and other paved areas: Part 109:
Methods for the assessment of the compaction Standard Method for analysis and testing of Petroleum
performance of a roller and recommended procedures for Products, Appendix E: The significance and useage of
the measurement of the temperature of bituminous IP precision data. Published annually by the Institute of
mixtures. Petroleum.

BS 812: Testing aggregates: Part 113: Methods for the 1954

determination of aggregate abrasion value (AAV). Van der Poel, C.J., A general system describing the
(Confirmed 1995) viscoelastic properties of bitumen and its relation to
1995 routine test data. Journal of Applied Chemistry, vol 4,
p 221.
BS 598: Sampling and examination of bituminous
mixtures for roads and other paved areas: Part 111: 1969
Method for determination of resistance to permanent Heukelom, W., A bitumen Test Data Chart for showing
deformation of bituminous mixtures subject to the effect of temperature on the mechanical behaviour of
unconfined uniaxial loading. asphaltic bitumens. Journal of the Institute of Petroleum
1996 Technologists, vol 55, p 407.

BS 598: Sampling and examination of bituminous 1979

mixtures for roads and other paved areas: Part 102: Szatkowski, W.S., Rolled asphalt wearing courses with
Analytical test methods. high resistance to deformation Proceedings of conference
held in London 16 October 1979 (published 1980).
BS DD 227: Methods of measuring irregularities on Institution of Civil Engineers.
surfaces of roads, footways and other paved areas using
straightedges and wedges. 1990

BS DD 228: Methods for determination of maximum Whiteoak, D., The Shell Bitumen Handbook. Shell
density of bituminous mixtures. Bitumen UK.

BS DD 229: Method for determination of the hydraulic 1993

conductivity of permeable surfacings.
Standard specification for performance graded asphalt
binder. AASHTO Provisional Standard MP1.
BS DD 232: Method for determination of the maximum
binder content of bituminous mixtures without excessive
Standard test method for determining the rheological
binder drainage.
properties of asphalt binder using a Dynamic Shear
Rheometer. ASSHTO Provisional Standard TP5.
BS EN 500-1 to 500-6: Mobile road construction
machinery. 1994
1997 Hunter, R.N. (Editor), Bituminous mixtures in road
construction. Thomas Telford, London.
BS prEN 12594: Petroleum products- Bitumen and
bituminous binders- Preparation of test samples.
Mercer, J., Nicholls, J.C. and Potter, J.F. Thin surfacing
material trials in the UK; Paper given at Performance
BS prEN 12850: Petroleum products- Bitumen and
and Life cycle Analysis of Bituminous Thin Surface
bituminous binders- Determination of pH of Bitumen
Rehabilitation Techniques. Transportation Research
emulsions
Board, Washington D.C.

14/4 February 1999

Volume 7 Section 5 Chapter 14
Part 2 HD 37/99 References and Bibliography

1995

Proceedings of the First European Workshop on the

Rheology of Bituminous Binders. Eurobitume.

Road Surface Dressing Association: Code of Practice

for Surface Dressing. RSDA.

The Shell Bitumen Industrial Handbook. Shell Bitumen

UK.

Brown, S.F., Gibb, J.M., Read, J.M., Scholz, T.V. and

Cooper, K.E., Design and testing of bituminous
mixtures; report of the LINK/Bitutest research project.
University of Nottingham, Dept of Civil Engineering.

1996

Proceedings of the Eurasphalt and Eurobitume congress

1996, Foundation Eurasphalt.

Dobson, G., Rheology and Roads. Eurobitume.

1997

Cabrera, J.G. (Editor), Proceedings of the Second

European Symposium on Performance and Durability of
Bituminous Materials, Leeds, April 1997. Aedificatio,
Zurich.

Nicholls, J.C. (Editor), Asphalt surfacings; A guide to

asphalt materials and treatments used for the surface
course of road pavements.

February 1999 14/5

Volume 7 Section 5 Chapter 15
Part 2 HD 37/99 Enquiries

15. ENQUIRIES
Approval of this document for publication is given by the undersigned:

Quality Services Director

The Highways Agency
St Christopher House
Southwark Street J KERMAN
London SE1 0TE Quality Services Director

The Deputy Chief Engineer

The Scottish Office Development Department
National Roads Directorate
Victoria Quay N B MACKENZIE
Edinburgh EH6 6QQ Deputy Chief Engineer

The Director of Highways

Welsh Office
Y Swyddfa Gymreig
Crown Buildings
Cathays Park K THOMAS
Cardiff CF1 3NQ Director of Highways

The Technical Director

Department of the Environment for
Northern Ireland
Roads Service
Clarence Court
10-18 Adelaide Street V CRAWFORD
Belfast BT2 8GB Technical Director

All technical enquiries or comments on this document should be sent in writing as appropriate to the above.

February 1999 15/1