ROAD

www.worldhighways.com OCTOBER 2018 ISSUE 4

TECHNOLOGY
A N A LY S I N G T H E L AT E S T T E C H N O L O G Y, P R O D U C T S & S E R V I C E S

A special publication from

BIO-REPAVATION:
PUSHING THE
BOUNDARY OF BINDERS p26
ALSO:
RAP developments in Japan p22
Minnesota mines compaction data p14
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product identity used herein, are trademarks of Caterpillar and may not be used without permission.
 WELCOME

RIGHT: Around and around it goes: in

two months the IFSTTAR Pavement
Fatigue Carousel in France can simulate
the passage of a million HGVs - 20
years of service for a pavement carrying
moderate traffic levels

EDITOR:
Mike Woof

CONTRIBUTING EDITORS:
David Arminas, Geoff Hadwick, Adam Hill

SUB-EDITOR:
Kevin O’Shea

PRODUCTION MANAGER:
Nick Bond

OFFICE MANAGER:
Kelly Thompson

DESIGNERS:
Simon Ward, Andy Taylder

CIRCULATION & DATABASE MANAGER:

Charmaine Douglas

WEB ADMINISTRATORS:
Sarah Biswell, Abbie Mcdonnell

INTERNET, IT AND DATA

SERVICES DIRECTOR:
James Howard

MANAGING DIRECTOR: f there is one message to take away from this year’s issue of your Road
Andrew Barriball

CEO:
Roger Adshead
I Surface Technology Review it’s that data is king. For example, the US state
of Minnesota’s Department of Transportation is mining data gathered
from using ground penetrating radar – GPR – to assess compaction and
uniformity of asphalt mixture compaction. Understanding the air void content is
PUBLISHING DIRECTOR: paramount to ensuring that remedial action to correct surface defects is kept to an
Geoff Hadwick
absolute minimum. In fact, issues about too little or too much air void content can be
ADDRESS: examined before the contractor has even left the site, meaning corrections can take
Route One Publishing Limited, place there and then. This eliminates the need for the contractor to return to the site
Waterbridge Court, 50 Spital Street, to make minor adjustments at major costs to the client.
Dartford, Kent DA1 2DT, UK
Tel: +44 1322 612055 Fax: +44 1322 788 063 Recycled asphalt pavement continues to be a hot topic among clients and
Email: [initialsurname]@ropl.com contractors globally. Nowhere is this more so than in Japan, as our authoritative
(eg: radshead@ropl.com) feature about the use of RAP in that country shows. The Japan Road Contractors
Association is pushing up the use of RAP and in doing so is driving down the carbon
ADVERTISEMENT SALES:
Head of Construction Sales: footprint of thousands of kilometres of paving projects. Recycled concrete aggregate
Graeme McQueen is also increasingly being favoured for base courses.
Tel: +44 1322 612069 In an effort to make binders more eco-friendly, the international Bio-Repavation
Email: gmcqueen@ropl.com
project, based in France, is showing results after months of simulated road wear.
Classified Ads / UK / North America: IFSTTAR, a major French public body for the advancement of transport technology,
Yvonne Tindall reports the successful use of bio-based additives to binders that can extend the
Tel: +44 1622 844027 wear-life of road surfaces, including that of RAP. Much work was carried out at the
Email: ytindall@ropl.com
futuristic-looking IFSTTAR Pavement Fatigue Carousel near Nantes in north-west
Italy: France. Again, some of the driving force for finding new additives is a concern about
Fulvio Bonfiglietti the environment, as the article explains.
Tel: +39 339 1010833 In this issue we also update our readers on some of the most important
Email: bonfiglietti@tiscali.it
improvements to compaction machinery and asphalt plants over this past year.
Asia / Australasia: Refinements to oscillation technologies are happening fast for compaction machinery
Roger Adshead thanks to the efforts of companies including BOMAG, Hamm and Volvo. In asphalt
Tel: +44 7768 178163 plants, Astec, Benninghoven and Intrame are again pushing the boundary for the use
Email: radshead@ropl.com
of RAP.
Published by: For highway contractors and machinery manufacturers, the coming year will be an
important one – bauma 2019 takes place in Munich in April. The latest advances and
prototypes will be presented at the greatest construction equipment show on Earth.
World Highways will be there in force to bring you comprehensive coverage. We hope
to see you in Munich.
© Route One Publishing Ltd 2018

ROAD SUFACE TECHNOLOGY

Print ISSN 2397-1088 Mike Woof, EDITOR
Online ISSN 2397-1096 mwoof@ropl.com

www.worldhighways.com ROAD SURFACE TECHNOLOGY 2018 03

 CONSTRUCTION

OPENING
NEW ROADS…
EVERYWHERE

FAE Group | Zona Produttiva 18 | 38013 Fondo (TN) Italy | Tel. +39 0463 840000 | www.fae-group.com
 CONTENTS

32 29 36

14 06 34

06: BITUMEN PERFORMANCE 22: RECYCLED ASPHALT 32: SURFACE TREATMENTS

The harmonised European standard PAVEMENT Beauty can be more than skin
EN 13808 on bituminous emulsions Japan: the road ahead for RAP, deep when pavement colouring
is explained according to the national Road is applied to roads, pedestrian
Contractors Association paths and cycleways

14: COMPACTION QUALITY

Ground penetrating radar is one of 26: BINDER DEVELOPMENT 34: ONSITE - MILLING
the methods being used by the US Alternative binders could be used A Wirtgen W 60 RI works wonders
state of Minnesota to ensure the to recycle asphaltic pavement and on a Norwegian jobsite with little
correct density maintain high performance more than elbow room

19: ASPHALT PAVING 29: COMPACTION 36: ASPHALT PLANT UPDATE

RoadResource.org is up and running MACHINERY UPDATE For continuous and batching type
to help North American contractors Oscillation has come a long way plant, more RAP is the order of the day
from the early 1980s, writes Mike Woof,
editor of World Highways

www.worldhighways.com ROAD SURFACE TECHNOLOGY 2018 05

BITUMEN PERFORMANCE
The harmonised European standard EN 13808 on bituminous emulsions¹ is
explained in relation to the requirements set up by Mandate M/124² of the
European Commission to CEN, the European Committee for Standardisation*
hen considering the interests of
W the paving industry, it appears
that standard EN 13808 leaves
too many options open, making
it an inefficient tool for the promotion
of emulsion-based road construction
techniques.
In Europe, construction products are
to be marketed under the provisions of
the Construction Products Regulation
(CPR)³ which identifies basic requirements
applicable to construction works in all
EU member states. Its key objective is to
enhance the free movement of construction
products by removing technical barriers to
trade. This is achieved via the CE (European
Conformity) marking system, which is based
on harmonised European Product Standards
(EN).
The Commission has been given authority
to identify, for each family of construction
products, the relevant basic requirements
(applying to construction works) and the
related essential characteristics (applying
to products), for which performance shall
be assessed and declared. As a result, the
Commission is required to issue a mandate
to European Standardisation Organisations
06 ROAD SURFACE TECHNOLOGY 2018
to allow them to develop the ad-hoc product These performance characteristics relate
standards. Bituminous emulsions fall under
the scope of Mandate M/124.
to: viscosity; water effect on binder adhesion;
breaking behaviour after stabilisation of
the resting binder; hardness including
PRESENTATION OF EN 13808: 2013 temperature dependence; resistance to
There are at present seven basic requirements flow/deformation including temperature
for construction works set up by the CPR: dependence; cohesion; adhesion; and release
1. Mechanical resistance and stability; of dangerous substances.
2. Safety in case of fire;
3. Hygiene, health and the environment;
4. Safety and accessibility in use; ABOVE: Keep on truckin’: vehicles pull up to a
5. Protection against noise; Eurovia asphalt plant
6. Energy economy and heat retention;
7. Sustainable use of natural resources.
In its Mandate M/124, the Commission
“The breaking process
has only retained three of those - numbers 1, is the first step of the
3 and 4 - as being applicable to bituminous setting process of an
emulsions for road construction. In relation
to these requirements, the Commission
emulsion for which
has proposed a set of performance further performance
characteristics to be addressed by the indicators are given
Technical Committee for Bituminous
Binders (TC 336) in its product standard.
by the evolution of
TC 336 was requested to come up with a set properties on residual
of essential characteristics and associated binders”
test methods to assess these performance
requirements.
www.worldhighways.com

RIGHT: Fashion statement: a road gets a new coat,
thanks to Eurovia
The first version of EN 13808 was
published in 2005. The adjustments to
the standard made in the frame of its first
revision (2010-2013) had to be justified
against the requirements of the CPR. This
was done in the form of an amended version
of the answer to the Mandate proposed to the
Commission in its final form in 2015.
Hereafter, we will review the essential
characteristics and the associated test
methods presented in this latest version of the
answer to the Mandate and which form the
basis of the 2013 version of EN 13808.
Essential characteristics relating to the
emulsion such as viscosity is determined via
the measurement of either an efflux time
(EN 12846-1) or of dynamic viscosity with a
rotating spindle (EN 13302).
Adhesion is evaluated as the resistance to
displacement by water after the emulsion
has broken in contact with a given aggregate
(reference aggregates may be defined on
national level) and after a standardised curing
procedure (EN 13614).
Breaking behaviour is assessed by exposing
the emulsion to reactive mineral (filler)
material. Depending on the intended use
and stability of the emulsion, the type of
filler and operating process may be different
(EN 13075-1, EN 13075-2 or EN 12848). The
breaking process is the first step of the setting
process of an emulsion for which further
performance indicators are given by the
evolution of properties on residual binders.
CHARACTERISTICS OF
RESIDUAL BINDERS
The characteristics relate to the mechanical
performance requirements such as hardness,
resistance to flow/deformation, cohesion and
their dependence upon temperature:
• Consistency at intermediate service
temperatures as measured by the needle
penetration test (EN 1426);
Technical requirement Standard
Unit
(mandated or voluntary characteristics) test
Requirement N°1 EN…
Requirement N°2 EN…
Requirement N°p EN…
NR: No Requirement
Specification ranges, lower or higher limits
DV: Declared Value
TABLE 1. General structure of specification tables in EN 13808
www.worldhighways.com
• Consistency at elevated service
temperatures as measured by the softening
point test (EN 1427) or, in some cases, by
a viscosity measurement (EN 12595 or EN
12596);
• Cohesion: for unmodified binders,
softening point and penetration are
deemed to give sufficient information on
cohesion. For polymer-modified emulsions,
cohesion is to be evaluated via three
possible methods: for surface dressing
applications, only the pendulum test (EN
13588) is to be used, whereas cohesion
may also be determined from tensile (EN
13587) or force-ductility (EN 13589) tests
for emulsions used in emulsion-aggregate
mixtures. These characteristics and test
methods apply to the residual binder over
all its service life. The TC 336 answer to the
Mandate considers three stages as being
relevant;
• The binder “once applied on the road”,
which is the binder obtained after a
plate recovery procedure allowing the
elimination of the residual water (recovered
binder according to EN 13074-1). This
binder is assumed to represent the very
early stage of service life.
Performance classes
Class 0 Class 1 Class 2 Class 3
empty empty
x
or NR or DV
empty empty
y
or NR or DV
empty empty
z
or NR or DV
BITUMEN PERFORMANCE
The two other stages cover the
durability issue. A stabilised binder
obtained while continuing the
EN 13074-1 recovery procedure by a
further curing day at 85oC (EN 13074-2).
Although there is no absolute rule, one
may assume this binder to be close to the
binder after one or two years - stage 1 of
durability.
An aged binder obtained by applying
a further PAV (pressure ageing vessel)
accelerated ageing procedure (EN 14769)
to the stabilised binder - stage 2 of
durability.
PERFORMANCE CLASSES
For each emulsion characteristic, EN
13808 lists several so-called performance
classes, which correspond to specification
ranges, maximum or minimum levels,
for the values measured through the
associated performance test (Table 1).
The presentation of EN 13808 suggests
that the standard does not entirely fulfil
the objectives assigned to harmonised
product standards. This is due both to the
design of the standard and the intrinsic
nature of the retained test methods. ➔
Class n°
© EUROVIA
ROAD SURFACE TECHNOLOGY 2018 07
 BITUMEN PERFORMANCE

➔ Some of the specified characteristics
(binder content, sieve residue, storage
stability…) do not relate to the essential
characteristics identified in the answer to
Mandate M/124 but are important for the
emulsion industry and its customers. This
raises an important fundamental question:
should product standards only address the
requirements of CPR (which is in line with
a policy of suppressing barriers to trade by
limiting the number of requirements to a
strict minimum) or may they also include
additional requirements deemed necessary
for proper design and use?
So far, the introduction of such
voluntary additional characteristics has
been supported by member states through
their positive formal votes on the two
successive versions of EN 13808. Some of
the added voluntary characteristics (efflux
time at 85oC, penetration power, Fraass
breaking point, elastic recovery) are more
questionable since they do in fact relate to
basic performance characteristics (viscosity,
breaking behaviour, hardness and cohesion)
identified by the Mandate. Their presence
in EN 13808 indicates shortcomings of the
present answer to the Mandate which will
have to be sorted out at the standard’s next
revision.
Especially for essential characteristics,
another feature of EN 13808 - but not
specific to it - is the coexistence of several
possible performance tests. This is not in
accordance with the requirements of the
Mandate (a single performance test for each
property) but finds its explanation in the
following considerations:
• Different tests may be necessary;
• The willingness of each European Union
member state to keep its technical
background and thus to carry on with the
methods used so far.
The existence of several possible
performance tests also explains the extensive
use made in EN 13808 of the NR (No
Requirement) performance class. Indeed, it
must be possible not to select a property if
inappropriate in relation to the intended use
of the emulsion or a test method if the latter
is not practiced in a certain member state.
This is in line with the policy of avoiding any
unnecessary barriers to trade but very hard
to understand from a technical point of view:
if a characteristic is recognised as essential,
then it should be specified on a compulsory
basis in all member states.
Finally, it may be said that the present
structure of EN 13808 fully justifies its name,
for example, it is a framework for specifying
bituminous emulsions rather than a product
standard as such. It is up to the producers
and other stakeholders at national level to
identify the characteristics and the adequate
performance classes to be retained for a given
end-use. This was somehow the price to be
paid for achieving an apparent harmonisation
but it considerably weakens the efficiency
of the standard as a help to the industry for
promoting emulsion-based road construction
techniques.
IMPROVEMENTS TO EN 13808
A first step in the move towards a more
satisfactory version of EN 13808 would be
to specify emulsion properties in relation
to the intended use. This is permitted by
the provisions of the CPR and likely to be
a definite progress through an optimised
definition of requirements. One may define
several emulsion types while considering the
different application areas and analysing the
corresponding performance requirements in
the sense of Mandate M/124. This leads to
a provisional number of six emulsion types,
belonging to either of two basic families, for
example, spraying and coating emulsions.
Their description in terms of performance
requirements is given in Table 2.
It is hoped that all emulsions on the
European market may fall under one or the
other of these emulsion types. From this
analysis, one may then define the relevant
essential characteristics applying to the
emulsion as such and to the different states of
the residual binder, ie:
• The binder obtained just after the breaking
of the emulsion;
• A binder representative of the major part
of service life;
• A binder representative of late service life. ➔

Type General description Typical application

Emulsions which are used for spraying applications and for which:
t
#SFBLJOH
CFIBWJPVS
BOE
BEIFTJWF
CPOE
UP
BHHSFHBUFT
JT
B
LFZ
SFRVJTJUF
A Surface dressing
t
5IF
SFTJEVBM
CJOEFS
BGUFS
CSFBLJOH
PG
UIF
FNVMTJPO

XJMM
CF
EJSFDUMZ
FYQPTFE
UP
USBöD
BOE

SPRAYING APPLICATIONS

environmental constraints over a prolonged period of time.

Emulsions which are used for spraying applications and for which:
Tack-coat
t
#SFBLJOH
BOE
CPOEJOH
IBT
UP
CF
BDIJFWFE
POUP
BO
FYJTUJOH
TVSGBDF
BOE
OPU
UP
B
TQSBZFE
BHHSFHBUF
B t
5IF
SFTJEVBM
CJOEFS
BGUFS
CSFBLJOH
PG
UIF
FNVMTJPO

JT
OPU
JOUFOEFE
UP
CF
EJSFDUMZ
FYQPTFE
UP
USBöD

Curing layers
or environmental constraints for a long time. Fog-seals

Emulsions which are used for spraying applications and for which:
t
5IF
NBJO
PCKFDUJWF
JT
UP
QFOFUSBUF
BO
FYJTUJOH
TVSGBDF
PG
VOCPVOE
NBUFSJBMT
BT
EFFQMZ
BT
QPTTJCMF
C t
5IF
SFTJEVBM
CJOEFS
JT
JOUFOEFE
UP
TUBCJMJ[F
UIF
VQQFS
QBSU
PG
UIF
VOCPVOE
MBZFS
CVU
UIFSF
JT
OP

Impregnation
particular requirement with regard to mechanical performance and durability.

Emulsions which are used for coating applications and which have to be formulated specifically
in relation to a given type of aggregate and a targeted aggregate grading curve. Formulation
of the emulsion and assessment of the performance of the final aggregate-emulsion mixture Micro-surfacing
COATING APPLICATIONS

D is done via specific (sometimes proprietary) test methods. Type D emulsions are intended Cold mixes for wearing courses
for wearing course mixes and may be more or less fluxed depending on the desired level
of storability and requested mechanical performance.
Similar description as for Type D emulsions except that Type E is to be used for mixes which are
E intended to be overlayed (typically gravel-emulsions). Type E should therefore not be highly fluxed.
Gravel-emulsion

Type F emulsions are used for open-graded cold mixes intended to be used for small and local
© EUROVIA

Storable mixes
F repair operations. There are no strong mechanical nor durability requirements for such mixes.
These emulsions are generally heavily fluxed to ensure storability over a certain period of time. Open-graded cold mixes for small repairs

TABLE 2. Emulsion types, as defined by performance requirements in line with Mandate M/124

08 ROAD SURFACE TECHNOLOGY 2018 www.worldhighways.com

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 BITUMEN PERFORMANCE

➔ As in the present EN 13808, these binders
may be assimilated to the recovered binder
(EN 13074-1), the stabilised binder (EN
13074-2) and the long-term aged (PAV-
EN 14769) stabilised binder. The need to
characterise a recovered binder is closely
linked to the possible presence of an amount
of flux oil, which could extend significantly
the initial setting or hardening period. If
this amount of flux oil is sufficiently low, it
may be assumed that the initial recovered
binder will rapidly evolve towards the binder
representative of the major part of service
life (stabilised binder) and thus not require a
specific characterisation.
The set of essential characteristics for
which performance would have to be
declared - ideally all of them should be
compulsory - for each emulsion type is
summarised in Table 3.
IMPROVED TEST METHODS
Many of the test methods called by EN
13808 are often blamed for either their
inadequateness or their lack of fidelity. Here
are some suggestions for improvement:
More work should be devoted to replacing
efflux time by dynamic viscosity. This issue
is, however, most important for Type A
emulsions, for which the dependency upon
shear rate needs to be considered. For other
emulsion types, efflux time may be sufficient
in the first instance.
For coating applications, breaking
behaviour and adhesion should be assessed
on the final product in the frame of the
corresponding harmonised standards.
For type C emulsions (impregnation), the
penetration power test (EN 12849) should
theoretically be adequate. Yet this test is not
much practiced and needs to be reconsidered.
No good alternative is in sight for the
filler test (EN 13075-1) in the case of
tack-coat applications (type B emulsions).
For surface dressing emulsions (type A)
this test should also be kept for the time
being, solely to verify that one deals with
a rapid setting emulsion. This is, however,
waiting for a procedure which would be
applied in conjunction with reference or
job site aggregates and include a measure
for immediate adhesion. This could be
an improved version of the present TS
16346 procedure (breaking behaviour
and immediate adhesivity with 2/4 mm
aggregate) and should ideally rather be a part
of the EN 12271 (surface dressings) standard
rather than of EN 13808. If maintained within
EN 13808, filler tests would then probably lose
their status of performance tests and return to
their original status of identification tests for
differentiating rapid-, medium- and slow-
setting emulsions.
An important issue is to further improve
or find alternatives to the plate tests used for
recovery and stabilisation. Fractioning the
emulsion into its components (water, bitumen,
volatile flux) without altering those could be
one route to explore. Another one could be
by keeping the plate tests and testing directly
the obtained residues without having to
further disturb them through dynamic shear
rheometer (DRS) testing.
From a theoretical point of view, there are
already good ideas for truly performance-
related tests on residual binders. DSR and BBR
(bending beam rheometer) are the natural
candidates, especially since these tests are
already considered for the ongoing revisions
of the EN 12591 (paving bitumen) and EN
14023 (polymer-modified bitumen) product
standards. Their practical implementation
will however be made difficult by the missing
background experience and field validation.

Spraying applications Coating applications

Type A Type B Type C Type D Type E Type F
Emulsion as such
Binder content x x x x x x
Viscosity x x x Min. value Min. value Min. value
Breaking with filler x RV RV RV RV RV
Penetration power x
Water effect on binder adhesion Min. value Min. value

Binder obtained just after the breaking of the emulsion

Setting ability (a) x x

Binder representative of the major part of service life

Penetration x x x x x x
Softening Point x x x x x x
Cohesion (polymer and latex modified) x x x
© EUROVIA

Binder representative of late service life

Low temperature property (e.g. Fraass) x x

Min. value A single performance class, in the form of a minimum value, should be sufficient.
RV Not an Essential Characteristic but a Reported Value could be requested.
Only applicable to emulsions containing a significant amount of flux oil
The associated performance criterion is the difference in Softening Point between the binder
(a) representative of the major part of service life and the binder obtained just after the breaking
of the emulsion.
Not likely to be relevant.

TABLE 3. Essential characteristics, for which performance should be declared

10 ROAD SURFACE TECHNOLOGY 2018 www.worldhighways.com

 BITUMEN PERFORMANCE

PERSPECTIVES References 3. Regulation (EU) No 305/2011 of the European

The EN 13808 standard can certainly be 1. EN 13808, Bitumen and bituminous binders Parliament and of the Council of 9 March 2011
improved to better fit the expectations of both – Framework for specifying cationic bituminous laying down harmonised conditions for the
the European Commission and the paving emulsions, May 2013. marketing of construction products and repealing
industry. But there are indeed serious hurdles 2. European Commission, Mandate M/124 to Council Directive 89/106/EEC, April 2011.
to overcome. These include the willingness CEN and CENELEC concerning the execution of
of EU member states, since they may satisfy standardisation work for harmonised standards on
themselves with the present standard which is road construction products, July 1998.
sufficiently open to enable them to continue
with the specification system they are used to.
Another hurdle is the readiness of the
EU Commission, in the frame of its policy
Slurry Seal – Micro Surfacing
against trade barriers, to accept new essential
characteristics and/or new associated
performance classes. Those will have to be
endorsed by the Commission via Delegated
Acts (Article 60 of the CPR), a procedure for THE MOST
which the timeframe is not known.
The lack of pre-normative research in
the field of bituminous emulsions could
COST-EFFECTIVE
be a third hurdle. There is generally
little experience and there are only a few
WAY OF EXTENDING DURABLE
LIFE TO ROADS
laboratories which could conduct such
projects. Funding will also be difficult to find.
Funding is even more problematic for field
validation studies. The fall-back position, Now that the technology
which has, for instance, been envisaged for has proven its worth,
DSR and BBR data in the tentative revised EN considering the 2,3 and
4-year-old projects are
12591 (paving bitumen) standard, consists still durable despite
in introducing the request to report data the harsh weather here
in the Philippines, the
on new performance characteristics within technology has now been
the standard, in the hope that those could accepted and specified.

be confronted to field experience over time. On the other hand, after

But since this procedure requires additional 5 years, we never had a
major problem with the
data to be measured, it could be interpreted VSS Macropaver 10b.
negatively by the Commission as imposing
Rommel B Valencia
new constraints on trade. Roadex Construction
Under those circumstances, it is quite clear Corporation
Shell Instapave Luzon
that the future of EN 13808 will be primarily applicator

- and probably exclusively - conditioned

by the willingness of the paving industry
to actively invest in its development and
validation.
*Bernard Eckmann is an engineer within the
technical department of Eurovia, a subsidiary
of VINCI, a transport, infrastructure and
urban development company. His article
was presented as a paper at PPRS 2018 in
Nice, France, in March and first appeared in
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ROAD AND MINERAL TECHNOLOGIES. With leading technologies from the WIRTGEN GROUP, you can
handle all jobs in the road construction cycle optimally and economically: processing, mixing, paving,
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WIRTGEN is the market leader in milling machines and recyclers for road construction, as well as
the quality and technology leader in slipform pavers and surface miners.
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leader and pacesetter in the industry.
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BENNINGHOVEN constructs the world’s leading asphalt mixing plants.
COMPACTION QUALITY
CONTINUOUS
ASSESSMENT OF
COMPACTION QUALITY
In-place density is a critical factor for ensuring the durability of hot-mix
asphalt pavement. Several ways exist for measuring this density, according to
the US state of Minnesota’s Department of Transportation*
urrently, a target compaction
C density is widely used to evaluate
asphalt mixture compaction
quality. Density is commonly
assessed in core samples that are extracted
at random locations along a pavement.
However, this approach is not only labour-
intensive and destructive, but provides little
information about the pavement’s overall
compaction quality.
Ground-penetrating radar (GPR) is a
non-destructive testing technology used to
evaluate the density and uniformity of asphalt
mixture compaction. GPR identifies the real-
time, in-place compaction level of pavement
FIG 1. A MnDOT SDP system with three antennas
FIG 2. A GPR system
14 ROAD SURFACE TECHNOLOGY 2018
by measuring the surface dielectric profile,
which is dependent on the compaction level.
Unlike coring, GPR measures continuously,
providing nearly 100% coverage of
constructed layers. The Minnesota
Department of Transportation (MnDOT) has
been evaluating the technology and plans to
implement it for compaction quality control
of hot-mix asphalt - HMA (Fig. 1).
SURFACE DIELECTRIC PROFILER
Like X-ray technology, GPR uses
electromagnetic radiation to image
pavement conditions. A GPR system has two
components: a transmitter and a receiver.
FIG 3. Example of the relationship between dielectric constant and core density
When electromagnetic waves emitted into
the pavement by the transmitter encounter
a boundary between two materials with
different dielectric properties, such as air and
the pavement surface, part of the waves are
reflected back to the receiver (Fig. 2).
The received waves include information
about the dielectric constant of HMA
material, which is related to HMA
compaction density. The higher the dielectric
constant, the higher the density (Fig. 3).
Regression curves relating HMA dielectric
constant to the measured air void content of
the core allow the SDP to directly output the
in-field relative compaction.
www.worldhighways.com
 COMPACTION QUALITY

FIG 5. MnDOT vehicle-mounted

FIG 4. MnDOT SDP and rolling density SDP meter data collection

The SDP system can collect data from

behind the final roller compactor (Fig. 4)
or the device can be mounted on a vehicle
(Fig. 5).
In 12 MnDOT field studies, the non-
destructive SDP successfully determined
the relative compaction levels of pavement.
The profile in Fig. 6 shows a typical result
where higher dielectric locations (yellow/
red) indicate greater compaction and lower
dielectric values (green/blue) indicate lower
compaction. FIG 6. On-site
The MnDOT Office of Materials and Road identification of high
Research has also developed a statistical and low-density areas
method to assess compaction density
and uniformity. Fig. 7 shows an air void • Statistical approach: Assesses the • Uniformity assessment: Assesses
distribution based on SDP measurements from compaction quality of the entire project compaction uniformity. Fig. 8 compares
a 7mile (11.2km) project. Producing this air through mean and standard deviation air the compaction uniformity of two projects.
void distribution using core samples would void content. For this project, the mean air The standard deviation in Project 1 is
have required more than 1 million cores. This void content was at 6.78% and 97.5% of the smaller than in Project 2, indicating
distribution provides several quantitative project had an air void content of less than that the compaction in Project 1 is more
compaction quality measurements: 9%. uniform than in Project 2. ➔

FIG 7. Air void distribution FIG 8. Compaction

of a 7mile project uniformity assessment

www.worldhighways.com ROAD SURFACE TECHNOLOGY 2018 15

 COMPACTION QUALITY

➔ • Joint versus mat: Assesses longitudinal

joint compaction. Fig. 9 shows air void
distributions of a longitudinal joint and
a mainline. The longitudinal joint has a
higher mean air void content than the
mainline. The relative difference in air void
content can be used for longitudinal joint
compaction quality control. For example,
the longitudinal joint mean air void
content should not be more than 1.3 times
the mainline mean air void content.

FUTURE IMPROVEMENTS
AND RESEARCH:

DATA INPUT TO VETA

SDP measurements are imported into
VETA, an intelligent construction
(IC) software, for comparison with IC,
thermal (IR) and other data to determine
the most critical factors in achieving
proper compaction. In Fig. 10 the SDP
measurements are compared with paver
speed and mixture temperature profile from
IR. MnDOT and a consultant are improving FIG 9. Air void comparison of
VETA software so that SDP data can be input longitudinal joint and mainline
to the software.

CALIBRATION
Under calibration is automated core selection,
the rational model and coreless calibration.
In automated core selection, to assess FIG 10. Rolling density meter, paver
compaction quality, the SDP hot-mix speed and IR comparison using VETA
asphalt pavement surface dielectric constant
measurements must be converted to
density. Traditionally, this dielectric-density
relationship has been established using field
core samples, first by selecting dielectric
constants and then finding corresponding
field locations of these dielectric constants
using an on-site display similar to that shown
in Fig. 3.
To make this process less biased and more
user-friendly for contractors and agency
inspectors, MnDOT developed an automated
core selection process based on GPS
coordinates using the Core Locator software
to automatically determine core locations
based on user-specified criteria. MnDOT
takes cores at 10th and 90th percentile
locations that meet stability requirements.
Surveyors can directly input the core locator
data to the GPS controller to navigate to the
identified core locations.
In the rational model for calibration, the
accuracy of the dielectric-density model
will affect the accuracy of the field density
distribution. Conventionally, an exponential
model is used to describe this relationship
(Fig. 11). Considering physical constraints,

16 ROAD SURFACE TECHNOLOGY 2018 www.worldhighways.com

 COMPACTION QUALITY

MnDOT researchers proposed a modified FIG 11. Models to convert dielectric to air void content
model that better describes the relationship,
showing more stability at critical high air void
locations (Fig. 11).
In coreless calibration, the calibration
should be completed ideally without field
core samples. To eliminate the need for field
cores, the MnDOT Office of Materials and
Road Research, in collaboration with GSSI
(Geophysical Survey Systems Incorporated),
has been conducting research on using the
SDP to measure the dielectric constant of a
gyratory specimen.
These gyratory specimens are already
available as part of daily paving operations
and can be tested in a controlled laboratory
environment. They also can be fabricated at
the full range of air void contents required
for calibration. If an SDP can measure the
dielectric constant of each specimen, then
the dielectric-density relationship can be
established in the laboratory, eliminating the
need for calibration field cores.
While the conventional SDP arrangement ➔

www.worldhighways.com ROAD SURFACE TECHNOLOGY 2018 17

 COMPACTION QUALITY

➔ cannot be used on gyratory specimens due

to size effects, initial results show promise
for directly calibrating the dielectric constant
to air void content without field cores. The
research involves an experimental design that
places a spacer to slow the waveform speed,
which allows for collection at the necessary
distance away from the smaller gyratory
specimen. Mathematical models can account
for the necessary changes in experimental
design when using a spacer material with a
known dielectric constant and height.
The relationship between air void content
and dielectric measurements is shown in Fig.
12a, along with pictures of the spacer-only
measurement (Fig. 12b) and the spacer with
target 14% air void puck (Fig. 12c).
By taking measurements of air void content
ranging from less than 4% to more than
15% air voids on the top and bottom of the
specimens, researchers observed a significant
correlation (R-squared = 0.97), suggesting the
viability of coreless calibration in the future.

SENSITIVITY STUDY
The density of a compacted asphalt mixture is
affected by the specific gravity and volumetric
proportion of each component. The dielectric
constant measured by SDP is also affected
by the mixture’s components. Knowing how
the mixture’s dielectric constant is affected by
each component is key to successfully using
an SDP in construction projects. For example,
contractors often change an aggregate type or
gradation during the paving process.
Since this change affects the mixture
dielectric constant measured by an SDP,
MnDOT needs to establish guidelines for
contractors so they know when to notify the
agency about any changes. Researchers are
planning a sensitivity study and will develop
guidelines for contractors about changes to
mixture components.
FIG 12A. Relationship between air void content and dielectric measurements in a gyratory specimen
MNDOT QC/QA PROGRAMME
To ensure the quality of the entire pavement
surface, MnDOT has created a quality
control and assurance (QC/QA) process for
pavement construction. The process provides
a continuous and full coverage assessment
method at each stage, from mixture
placement to post-construction:
• Mixture placement: Use IR to measure
compaction temperature to minimize
mixture segregation (QC).
• Mixture compaction: Use IC to ensure
compaction uniformity (QC).
• Post-compaction: Use SDP to assess HMA
density to ensure compaction quality and
uniformity, including longitudinal joint
compaction (QC and QA).
• Post-compaction: Measure pavement
smoothness using inertial profilers to
ensure a smooth pavement surface for
improved ride quality and to reduce vehicle
dynamic impacts on pavement (QA).
SUMMARY
GPR is an effective QC/QA tool for asphalt
pavement compaction. The statistical method
developed by MnDOT can be used for
compaction acceptance. Future efforts will
include outreach and training to help highway
agencies and local contractors become
better informed about IR, IC and GPR
technologies and their impacts to the level
and uniformity of in-place density and
pavement smoothness.

*The authors Shongtao Dai and Kyle Hoegh

are researchers in the Minnesota Department
of Transportation

FIG 12B & 12C. Experiment setup for measuring the dielectric constant of a gyratory specimen

18 ROAD SURFACE TECHNOLOGY 2018 www.worldhighways.com


RIGHT: Morsky Construction has it
covered in Saskatchewan, Canada
(photo: VSS Macropaver)
RoadResource.org as a go-to website for surfacing information is now live
hen RoadResouce.org went live
W – quietly - in July it was the end
of two years of hard work by
three major US associations for
pavement preservation.
But there was no grand party or ceremonial
pushing of the “go live” button, says Doug
Hogue, vice president and general manager of
VSS Macropaver.
“For all of us in the industry July is a busy
period that left little time to celebrate on the
opening day,” says the 51-year-old chartered
mechanical engineer and graduate from
California Polytechnic State University.
Despite the launch event flying under the
radar, the website is nonetheless an important
resource for road owners and agencies. It
aims to educate on the proper use of road
surfacing, from slurry to microsurfacing,
explains Hogue, who is also vice president
of ISSA - International Slurry Surfacing
Association.
Along with members from the Asphalt
Emulsion Manufacturers Association
(AEMA) and the Asphalt Recycling and
Reclaiming Association (ARRA), he was
heavily involved in the website’s development.
They worked closely, despite some initial
concerns about data and client sharing, to put
the one-stop shop together.
The project’s nascence was in 2016. AEMA
was completing a marketing study to find
ways to double the use of asphalt emulsions.
But importantly, the marketing study found
that there really was no place to go for
www.worldhighways.com
agencies to find out about emulsion-based
treatments or – importantly – to compare
them.
Other agencies, sometimes only a few
kilometres down the road, were all at sea
because of a lack of in-house engineering
knowledge. So the question was, says Hogue,
where would these agencies go to know
when to use a low-cost fog seal - a diluted
slow-setting asphalt emulsion applied to the
surface of an older oxidised pavement surface
– versus microsurfacing. Or when to use a
scrub seal versus full-blown recycling.
“An agency had to go to ISSA to learn
about microsurfacing, maybe over to AEMA
to learn about fog sealing and finally to
ARRA to learn about recycling. Maybe, or
maybe not, an agency would know about
these sites,” he says. “While on some sites
some of the information was behind log-ins
and some was presented simply as papers at
annual meetings or workshops and not even
on the website. So a need was recognised
for agencies to have one place to learn about
processes and compare them.”
PPRA AS A PLATFORM
But AEMA realised that creating such a
website was too big for one association. They
came to the table through the PPRA and
asked ISSA and ARRA if they would join in
a project. Budgets were put together, each
association had committees of like-minded
people and an outside website creator was
approached.
ASPHALT PAVING
Even so, says Hogue, there was concern
among some people that opening up data and
comparing methods would reduce the use
of one method in favour of another one, or
several others. In other words, the advice had
to be impartial and empirically-based and
not be a commercial activity that pushed one
method of preservation over another.
“This concern was understandable,” says
Hogue. “Our associations are made up
of suppliers, contractors and equipment
manufacturers. Everyone brings a different
interest to the table. Some have a more
regional view and some have a more global
view with differing opinions. But the
discussion easily gravitated toward the need to
work together.”
There was a soft launch only for members
of the three associations in February and
then it went live in late July for anyone to
use. “All the associations hope it will be used
internationally and the units are English and
metric. But right now, the website’s currency is
only US and Canadian dollars. The majority of
our membership is US and Canadian so that is
from where we have sound cost data.”
Cost figures for repairs generated by adding
the project’s parameters including road
condition can only be guidelines. But the
results can be shared with an agency for all to
see, where project costs can be adjusted and
where the agency’s money is best spent to get
the best or desired road improvements. “This
is what the treatment toolbox on the site is all
about,” he says. ➔
ROAD SURFACE TECHNOLOGY 2018 19
 ASPHALT PAVING
➔ The Toolbox hopefully will get the ball
rolling for both contractor and agency to have
a better relationship based on a more in-depth
upfront analysis of the best processes to get
the most life out of a road. If a process fails,
agencies have been known to shy away from
them right out of hand for up to a decade.
Using RoadSurface.org can also allay an
agency’s fear about the contractor not being
upfront with them about which process to use.
It’s an open book discussion about processes
that can boost trust in the private sector.
This is particularly true when using the site’s
life cycle cost calculator that considers what
would happen with different interventions to
extend the life of a road.
“The cost calculator takes a much longer
term view than saying to the agency let’s
spend the money you have available on this
process this year and worry about next year
when it comes,” says Hogue. “We know
some of this goes on…but the associations
are saying we need to increase use of the
processes, but correctly for agency and
contractor benefit. That is what RoadResource
is about.”
It is hoped that RoadResource.org will
also promote innovation by contractor and
agency, says Hogue, who has been with
VSS Macropaver for nearly 26 years. “My
main interest has always been machines but
along the way I’ve had to learn a lot about
the chemistry of asphalt. In our processes
chemistry is very important to the function of
the machines.”
20 ROAD SURFACE TECHNOLOGY 2018
INNOVATION
Typically, a road that has large cracks and
potholes would not be a candidate for slurry
or microsurfacing which is a wearing course.
“But our sister company, VSS International,
the largest US west coast contractor, has
done some innovative thinking over the past
decade. This included filling depressions,
ABOVE: Saving roads in Sacramento,
California (photo: VSS Macropaver)
BELOW: Doug Hogue: ISSA, AEMA and ARRA
pulled together to create RoadResource.org
cracks and potholes with slurry and then
using overlay with an asphalt rubber chip.
This acts as a stress-absorbing interlayer
because of the flexible asphalt rubber.
“Then they would come on top of that
with microsurfacing. Those two would
typically be called a cape seal [a chip seal
covered with a slurry or microsurface]. When
microsurfacing is on top of a chip, you fill all
the voids between the chips and it really looks
like a newly paved road. So, you’ve levelled
it by filling the voids, you’ve addressed the
cracking issue through the flexible layer of
chip seal. There has been years of extended
life to a road that would have been at the end
of its life.”
It’s way too early for any constructive
user feedback. But some comments on
social media have users noting “light-bulb
moments” concerning different rehabilitation
processes, he says. There has already been
some discussion about translating the site
into other languages but that will depend on
its success.
“We in the industry feel the website
remains a work in progress. We like the
product but we can even now see areas for
improvement. Commenting can be done
through the PPRA’s Twitter and Facebook
pages. Social media at this point is the
comment forum.”
The focus now is getting the site known
among agencies by publicising it, starting this
autumn, including targeted email shots to
more than 9,000 people at road agencies.
Road Resource / PPRA
www.roadresource.org
VSS Macropaver
www.macropaver.com
www.worldhighways.com
RECYCLED ASPHALT PAVEMENT

Japan is leading the way with the use of recycled asphalt mix,
writes Osamu Kamada of the Japan Road Contractors Association

n Japan, recycled aggregates are

I often produced from the waste

material created when asphalt
mixtures are used in repair
100
Virgin mixtures Recycled mixtures
100

works. Japanese contractors are encouraged

Production of asphalt mixtures

Ratio of recycled mixtures (%)

80 80
to use recycled asphalt mixtures using
well-established rejuvenator standards and
long-standing road surface design methods,
(×1,000,000 t)

60 60
all based on the Marshall Stability Test. The
additional amount of rejuvenator, or virgin
asphalt, is determined by penetration or 40 40
indirect tensile coefficient measurements.
In recent years, the mix ratio for reclaimed
asphalt pavement in recycled asphalt 20 20
mixtures has reached about 50% nationally
and about 70% in the Tokyo metropolitan
area. The general recycling rate of asphalt 0 0
1992 1995 1998 2001 2004 2007 2010 2013 2016
mixture exceeds 98% and recycled materials
Year
are widely used in the construction of base
course. For base-course materials, other
industrial waste such as iron and steel slag, FIG 1. Production of virgin and recycled asphalt mixtures in Japan1
concrete debris waste and waste glass are also
used.
The Japanese pavement industry is In order to encourage the use of RAP, the
helping to establish and reinforce the Japan Road Association issued a Manual of
country’s ecological credentials by using a Pavement Recycling in 2004 which established “There are about 1,000
wide variety of recycled materials. In Japan, the design method for the recycled asphalt asphalt plants in use
many recycling technologies for asphalt mixture. The ratio of recycled asphalt mixture
pavement have been in use since the 1970s. to total shipment quantity is increasing. As
today and around 90%
The recycling rate of asphalt mixture reached shown in Figure 1, it reached 76% in 2016¹. of them can produce
99.5% in 2012, while the proportion of In addition, the mixing ratio of RAP used recycled materials”
reclaimed asphalt pavement (RAP) has for dense-graded asphalt mixture has also
increased recently. Currently, more than 60% increased, up to 50.7% nationally and 61.4% in
of waste asphalt mixtures are used for asphalt the Kanto region. In the Tokyo metropolitan
mixtures containing RAP. area, it reached 69.1%.

22 ROAD SURFACE TECHNOLOGY 2018 www.worldhighways.com

 RECYCLED ASPHALT PAVEMENT

PRODUCTION OF ASPHALT MIXTURES

There are about 1,000 asphalt plants in use Parallel heating method Drum dryer method
today and around 90% of them can produce Asphalt Filler
Additive Filler
recycled materials. Most of them are Additive
batch-type and the manufacturing capacity Asphalt
Surge
is mostly between 45-120tonnes/hour. Recycled bin
Japanese asphalt plant can be divided into aggregates Dryer Burner
Hot
three types: drum dryer method, parallel Dryer
bin
heating method and indirect heating Recycled Virgin
Dryer
method. aggregates aggregates
The most commonly used type is Mixer Mixer
the parallel heating method (Figure 2), Virgin aggregates Burner
representing approximately 70% of the total.
For this type, the mixing ratio of RAP used
for dense-graded asphalt mixture reaches FIG 2. Typical asphalt mixture plant in Japan2
between 30% and 60%².
The drum dryer is the most effective
method for increasing the ratio of RAP in RAP SAMPLING AND MATERIALS The indirect coefficient is calculated as
recycled asphalt mixture. For this type, the TESTING follows:
ratio of RAP can reach 60% or more. It is The representative RAP and virgin aggregates • Indirect tensile coefficient (MPa/mm)
mainly used in the Tokyo metropolitan area, are sampled. The extraction test and the = σt / X
but this only represents about 10% of the RAP recovery test, both classified by • Indirect tensile strength = σt (MPa)
total. predetermined particle size, are conducted. =(2×P)/ (π×d×L).
The aggregate particle size and the Where:
MIX DESIGN METHOD OF RECYCLED penetration, or the indirect tensile coefficient, • X = Amount of displacement
ASPHALT MIXTURE are then measured. • P = Maximum load at break
The current standard specifies that the • d = Thickness of the specimen
DESIGN PROCEDURE penetration is 20 or more, or the indirect • L = Specimen’s diameter
The mix design procedure of a recycled tensile coefficient is 1.7 MPa or less, in order
asphalt mixture comprises three stages: to make effective use of RAP, including DETERMINATION OF THE RAP MIXING
1. Recycled aggregates are collected and low penetration using modified asphalt, RATIO AND COMBINED GRADING
subjected to material tests to determine which has been widely used in recent years. Combined grading is required to adjust the
whether they can be used as RAP. The indirect coefficient is measured by the mixing ratio of RAP and the number of
2. The amount of rejuvenator, or virgin indirect tensile test. Specimens of 100% RAP additives is adjusted to satisfy the quality
binder, and the mixing ratio of RAP are are compacted and tested using an indirect criteria of the recycled asphalt mixture.
determined. In addition, the provisional tensile strength test at 20°C. The loading When a rejuvenator is used, the mixing ratio
asphalt blend content, which is the key speed is 50mm/min. of RAP and combined grading is determined
value when conducting the Marshall and the amount of rejuvenator, which will
stability test, is determined. be the designed penetration or the indirect
3. For the mixture determined by these tensile coefficient, is added. When making
conditions, the Marshall Stability Test is adjustments for virgin asphalt, the mixing
conducted in the same manner as for the
“The current standard ratio of RAP is determined to satisfy the
virgin asphalt mixture and the optimum specifies that the target value of the penetration or the indirect
asphalt content is determined. The outline penetration is 20 or tensile coefficient. The target value of
at each stage is described next. recycled asphalt mixture is shown in Table 2
more, or the indirect and the indirect test using recycled asphalt
tensile coefficient is 1.7 mixture is conducted in the same procedure
MPa or less” as for RAP. ➔
TABLE 2. Design ranges of asphalt
TABLE 1. Quality requirement of RAP. mixtures containing RAP

Characteristic Requirement Penetration IDT Coefficient

Area
(1/10 mm) (MPa/mm)
Asphalt Content More than 3.8%

Characteristic of Penetration of recover asphalt More than 20 (1/10 mm) General 40/60 0.60-0.90
recovered asphalt Indirect tensile coefficient Less than 1.7 (MPa/mm)
Cold and Snow
60/80 0.40-0.60
Percent Passing the 75 +m sieve Less than 5% Region

www.worldhighways.com ROAD SURFACE TECHNOLOGY 2018 23

 RECYCLED ASPHALT PAVEMENT

➔ DETERMINING THE ADDITIVE

AMOUNT OF REJUVENATOR 100
The restoration of penetration or indirect Designed penetration
tensile coefficient of recycled asphalt

Penetration (1/10 mm)

mixture is conducted using rejuvenator or 50
virgin asphalt. The following part describes
how to determine the additive amount of
rejuvenator.
Amount of rejuvenator to
Adjusting for penetration meet designed penetration
The mixing ratio of RAP and combined
grading is determined and the penetration
of old asphalt recovered from RAP
is measured. Then, the penetration 10
0 5 10 15
is obtained by changing the amount Amount of rejuvenator (% by weight of RAP asphalt)
of rejuvenator added in old asphalt
containing RAP (RAP asphalt).
The optimum relation between the FIG 3. Determining additive amount of rejuvenator using penetration
additive amount of rejuvenator and the
penetration is obtained (figure 3). The
additive amount of rejuvenator to reach
the designed penetration, is determined.
Afterwards, the Marshall Stability Test is 1.2
conducted on specimens, to which new 1.1 Target range of indirect
asphalt is added. 1.0 tensile coefficient
Indirect tensile coefficient

0.9
(MPa/mm) (1/10 mm)

Adjusting for indirect tensile coefficient. 0.8

The mixing ratio of RAP and combined 0.7
grading are determined as well as the 0.6
provisional asphalt content, with reference 0.5
0.4 Amount of rejuvenator
to past records or optimum asphalt
to meet designed indirect
contents of virgin asphalt mixtures. 0.3
tensile coefficient
Specimens, in which the additive amount 0.2
of rejuvenator is changed, are produced 0.1
and the indirect tensile test is conducted. 0.0
0 5 10 15 20 25
The relation between the additive amount Amount of rejuvenator (% by weight of RAP asphalt)
of rejuvenator and the indirect tensile
coefficient is obtained (Figure 4). The
additive amount of rejuvenator, which is
the designed indirect tensile coefficient, FIG 4. Determining additive amount of rejuvenator using indirect tensile coefficient
is determined. Afterwards, the Marshall
Stability Test is conducted by changing the
amount of new asphalt. TABLE 3. Criteria of rejuvenator

STANDARD OF REJUVENATOR
PROPERTIES Item Standard
Current criteria for rejuvenator used in Kinematic viscosity (60 °C) 80 - 1,000 (mm2/s)
Japan are shown in Table 3. Dosage rates Flash point More than 250 (°C) “Dosage rates for
for rejuvenators were typically about 5-10%
by weight of the RAP binder. It will usually Ratio of viscosity after thin-film
Less than 2 (%)
rejuvenators were
work out to approximately 0.25-0.3%
oven test 60 °C) typically about
by weight of the total mixture. Whether Ratio of mass change
on thin film oven test
Within ± 3 (%) 5-10% by weight of
some rejuvenators are affected by being
repeatedly recycled is under investigation Density (15 °C) Report
the RAP binder”
in laboratory tests³. A recent study Composition Report
indicates that repeated recycling using a
paraffin-rich rejuvenator may cause the
composite binder to become stiff and more
brittle4. Further study on the repeated use
of rejuvenator is required.

24 ROAD SURFACE TECHNOLOGY 2018 www.worldhighways.com


“In 2016, the amount
of blast furnace slag
produced was 21.7
million tonnes, converter
slag was 10.4 million
tonnes and electric arc
furnace slag was 2.35
million tonnes”


NJMMJPO
UPOOFT
MIX DESIGN
In Japan, the Marshall Stability Test is used
for the design of asphalt mixture and to
determine the design of recycled asphalt
mixture. The procedure is the same as for
virgin asphalt mixture: the asphalt blend
content of test specimen is centred on
the provisional asphalt content, which is
determined and changed every 0.5% during
the Marshall Stability Test. Optimum asphalt
content meeting the criteria of the percentage
of air voids, the Marshall Stability Test, the
aggregate void filled with asphalt and the
flow value is then determined. If the recycled
asphalt mixture meets the criteria of virgin
asphalt mixture, it is deemed equivalent to a
virgin mixture.
RECYCLING OF BASE-COURSE MATERIAL
RECYCLED CONCRETE AGGREGATE
In the Japanese pavement industry, waste
materials generated not only in the industry
itself but also at construction sites in other
fields and sectors are used as recycled
materials for base course. The most widely
used recycled material is concrete debris.
The recycle rate of concrete debris waste was
99.3% in 20125.
The standards relating to recycled concrete
aggregate are specified by Japan Industrial
Standards. Recycled concrete aggregates are
expected to be used in the cement concrete
field. However, the use of recycled concrete
aggregates in this area was about 6% of the
total in 20086. Most is used in roads and the
foundations of structures. As recycled base-
course materials, they are widely used for
recycled crushed stone and recycled crusher
run. Pavement contributes to the recycling of
concrete debris in Japan.
www.worldhighways.com
Blast furnace
Iron and steel
slag
slag
20.6%
Steel slag

NJMMJPO
UPOOFT

NJMMJPO
UPOOFT
Production amount of slag UPOOFT
Ratio of using as road material (%)
FIG 5. Type of iron and steel slag and ratio of using as road material7
IRON AND STEEL SLAG
Iron and steel slag is crushed slag generated
in the steel manufacturing process. It is
largely divided into blast furnace slag and
steel slag, with steel slag further divided into
converter slag and electric arc furnace slag.
In 2016, the amount of blast furnace slag
produced was 21.7 million tonnes, converter
slag was 10.4 million tonnes and electric
arc furnace slag was 2.35 million tonnes.
As shown in Figure 5, as a proportion of
recycling to road materials, blast furnace slag
was 14%, converter slag was 39.2%, electric
arc furnace slag was 43.8% and iron and steel
slag as a whole was 41.4%. Japanese pavement
makes a significant contribution to iron and
steel slag recycling.
OTHER WASTE MATERIALS
Other materials, such as waste glass, general
waste materials and sewage sludge molten
slag are also used for base course. General
waste materials and sewage sludge molten
slag are produced by melting general wastes,
sewage wastes and incinerated ash. It is called
“eco-slag” in Japan. In 2010, 763,000 tonnes
of eco-slag were produced, 626,000 tonnes
were recycled and 32.2% was used as road
materials.
CONCLUSION
Japanese legislation called the Basic Act on
Establishing a Sound Material Cycle Society
was passed in 2000. The amount of waste
materials from construction sites is about
20% of all industrial waste. Also introduced
in 2000 was the Construction Material
Recycling Law that further encourages
effective recycling. In the pavement industry,
not only recycled materials generated from
RECYCLED ASPHALT PAVEMENT


NJMMJPO
UPOOFT
Converter slag 39.2%
41.4%

NJMMJPO
UPOOFT
Electric arc
furnace slag 43.8%
pavement but also waste materials generated
from other construction sites or industries
are used as pavement materials and
contribute to the high rate of recycling.
Hopefully, further usage will be promoted
to build a recycling-based society.
*This article was presented as a paper at
PPRS 2018 in Nice, France, in March and first
appeared in the February/March 2018 edition
of RGRA, based in Paris. It is reproduced with
the permission of the publishers.
References:
1. Japan Asphalt Mixture Association, “Annual
report of asphalt mixture statistics”, 2016.
2. Japan Road Association, Manual of Pavement
Recycling, 2010.
3. Atsushi Kawakami, “Influence of rejuvenator
composition on the properties of repeatedly
recycled asphalt and asphalt mixtures”, 4th
International Symposium on Asphalt Pavement &
Environment, 2017.
4. Takashi Kanou, Hiroyuki Nitta, Iwao Sasaki,
Itaru Nishizaki and Kazuyuki Kubo, “Study
on the recycle method of the asphalt mixture
which considered recycle repeatedly”, Journal of
pavement engineering Vol.14, Japan Society of
Civil Engineers, 2010.
5. Ministry of Land, Infrastructure and
Transportation, “Result of investigation
construction by-products”, 2014.
6. Material Industries Division, Manufacturing
Industries Bureau, Ministry of Economy, Trade
and Industry: Year Book of Crushed Stone
Statistics, 2016.
7. Nippon Slag Association, “Annual report of iron
and steel slag”, 2016.
8. Haruto Tsuboi, “Trend of production and
utilization of eco-slag, environmental purification
technology”, 2013.
ROAD SURFACE TECHNOLOGY 2018 25
BINDER DEVELOPMENT

The Bio-Repavation project in France has deepened our

knowledge of alternative binders for recycled asphaltic pavement*

he main objective of the Bio- • a bio-based additive from pine chemistry Each technology has reached Technology

T Repavation project was to prove

that alternative binders could
be used to recycle asphaltic
designed to increase recycled asphalt
content to 70%, even 100% in theory:
Sylvaroad RP1000, from Arizona
Readiness Level 8 and is ready to be tested on
a network as a structural or binder layer.

pavement with the same level of performance Chemical; RESULTS

as conventional solutions using petroleum • a bio-based additive designed to increase Physico-chemical interaction between aged
bitumen. compatibility between fresh bitumen and binder, biomaterials and fresh bitumen
To do so, the project consortium (see box) recycled asphalt: epoxidised methyl soyate; have been fully assessed, characterised
proposed to create an accelerated pavement • a bio-bitumen designed for full and quantified based upon comprehensive
testing facility where three pavement replacement of fresh bitumen – Biophalt, laboratory tests. Biomaterials restore most
solutions using bio-materials could be tested supplied by Effiage (see box). physical properties of the aged bitumen.
in a short period to simulate long-term use After 30 months of collaborative work Hence, blend-design laws have been
in roads. - including testing at the IFSTTAR site in established as well as ageing kinetics for the
The idea was that the performances Nantes, north-western France - all objectives
of the three solutions could be evaluated have been achieved. This has led to several ABOVE & BELOW: Preparing the pavement and
by measuring the traffic level needed for important results for future implementation collecting data at the IFSTTAR site in Nantes,
the pavement solution to reach a distress using European and US specification systems. north-west France
mechanism and also by investigating the
binder physico-chemical evolution using a
non-destructive method.
Bio-Repavation would also assess the
environmental impacts of the combined use
of bio-binders and high content of recycled
asphalt (RAP) in asphalt mixes.
Special attention would be given to
airborne emissions that would be directly
measured in the laboratory. The data
obtained would be used to perform a risk
assessment as well as a life cycle assessment
for the Bio-Repavation technologies.
Three alternative materials were used to
help recycling and were evaluated in the
project:

26 ROAD SURFACE TECHNOLOGY 2018 www.worldhighways.com

 BINDER DEVELOPMENT

ON A CAROUSEL
The big wheel keeps on turning,
for 35 years to be precise. In this
time the IFSTTAR Pavement Fatigue
Carousel - one of the world’s
largest road design facilities - has
constantly been modified to keep
pace with developments in highway
engineering techniques.
The carousel near Nantes in
north-west France allows the
effect of several decades of heavy
goods vehicle (HGV) traffic to be
concertinaed into only weeks and
months.
At first, the carousel consisted
of two rings with a diameter of
40m and a 6m-wide pavement on
which 13tonne loads could travel
at 100kph. The facility now has
three rings, each of which can test
several structures at the same time.
A concrete tank has been installed
under the pavement of one of the
rings to reproduce seasonal hydric
cycles by controlling the level of the
water table.
In two months the carousel can
simulate the passage of a million
HGVs - 20 years of service for
a pavement carrying moderate
traffic levels, explains Pierre
Hornych, IFSTTAR’s director of
LAMES - Laboratory for Modelling,
Experimentation and Survey of
Transport Infrastructures.
Combined with laboratory tests,
such as for the Bio-Repavation
project, these trials provide input
for models, making it possible to
calibrate pavement design and
strengthening techniques, or to help
road construction firms develop
new products and techniques.
The carousel has been used to
test over 130 pavement structures.
Most of the operations at the
facility are financed by contracts
with industry.
Although the focus has been
on new pavements, the facility
has studied maintenance and
strengthening techniques,
wearing courses to avoid rutting,
road equipment including pipes
and trench systems, as well as
pavement instrumentation and
condition survey systems. It has also
been used to validate most of the
formulations for materials used on
French roads.
For several years now, the studies
conducted on the carousel have
increasingly focussed on pavement
durability. This has included the
use of recycled materials, the
repair of new urban pavements
and the testing of new devices
to be installed in roads that have
been developed as part of the
5th Generation Road for energy
recovery and the powering of
electric vehicles.

three biotechnologies. European Union and
US systems give similar overall behaviour in
the high- and low-temperature domains, even
if levels of regeneration measured by both
methods are not strictly comparable.
A new type of base/binder course mix
has been designed: GB5 type mix (with 50%
RAP and 70% RAP) using aggregate packing
concept (by maximising their interlock).
This mix is very dense, with a 3-4% air void
content. It also exhibits a high modulus, even
if a relatively soft organic binder matrix is
used and using a low binder content of 4.5%.
At the lab level the US and European
Union, the GB5 alternative mixes
manufactured with the three biomaterials
ensured excellent rutting resistance at
high temperature while providing superior ➔

HOW GREEN ARE MY ADDITIVES

Epoxidised methyl soyate is a yellowish viscous liquid of
organic compounds obtained from the epoxidation of soybean
oil. Patented by Adventus & ADM/ISU, it starts with soybean
oil which, through esterification, produces methyl soyate. This
goes through epoxidation to produce epoxidised methyl soyate.
This is then blended with virgin binder and recovered RAP
binder. Biophalt, produced by Effiage in France, is a vegetable
binder containing polymers. According to the company, it is
“a translucent pale-coloured binder made by processing pine
derivatives”. It is composed of pitch, rosin (a solid form of resin)
and elastomers. It consists 90% of bio raw materials. Pitch is
composed of fatty acids that help for the rejuvenation of the old
binder. Elastomers improve ductility and resistance to ageing.
Sylvaroad RP1000: The pine additive is derived from Crude Tall
Oil, a renewable raw material produced as a by-product of the
paper industry. According to the manufacturer Arizona Chemical,
less than 1kg of the pine chemical Sylvaroad RP1000 additive
is needed per tonne of asphalt to restore the original properties
and meet the most challenging pavement requirements for
rutting and cracking. The water sensitivity is restored to the level
of a new mix. This is particularly relevant for wearing courses,
says the company.
The additive improves the low-temperature performance of
mixes in surface layers without compromising high-temperature
performance. It also recovers fatigue resistance for base
layers while maintaining an adequate modulus. The additive
upgrades the old binder toward the required bitumen grade and
remains active in the mix, which ensures optimal asphalt mix
performance.

www.worldhighways.com ROAD SURFACE TECHNOLOGY 2018 27

 BINDER DEVELOPMENT
➔ fracture resistance at low temperature and
good fatigue life at intermediate temperature.
These results demonstrate the rejuvenating
effect of the biomaterials at the mix level.
High amount of RA can be incorporated
in hot mix asphalt if appropriately selected
additives/binders are added to reactivate the
aged RA binder.
It has been proven that it is possible to
manufacture these mixes in a conventional
asphalt plant and to lay and compact at full
scale these road materials with 50% of RA
while reducing the amount of fresh bitumen
- up to full replacement. The durability of
the mixes in terms of rutting and fatigue,
assessed using an accelerated pavement
testing facility, is very good since the three
innovative materials behave better that the
reference material, namely EME2. EME2 is
used largely in Europe for high-performance
base courses.
Surprisingly, the structural initial design
had underestimated the lifetime for the three
innovative mixes. The final full-scale result
should allow defining a methodology to more
precisely design these innovative structures
from lab tests. Moreover, it is interesting
to note that the binder ageing evaluation
from the in-situ micro-sampling technique
confirms the macroscopic observation on the
test sections.
Measurements of fume emissions were
performed on the materials to quantify total
organic compounds generated at different
manufacturing temperatures. This laboratory
study shows a strong link between the mixes’
composition and their emission potential.
Moreover, it allows defining of a limiting
28 ROAD SURFACE TECHNOLOGY 2018
mixing temperature in order to remain below
organic compound emission of conventional
mix for each technology.
The life cycle assessment shows that the
three Bio-Repavation technologies reduce the
consumption of non-renewable resources and
even increase the use of renewable resources
in the case of the Biophalt mix.
Nevertheless, it has been found that land
use is always negatively affected. Moreover,
when biogenic carbon is included, the
climate change indicator is positively affected
for all three Bio-Repavation technologies.
The acquisition of aggregates and bitumen
are generally the most critical process in
terms of environmental impact. In this
sense, increasing the use of RA processed
at the asphalt plant is the most important
factor to consider in order to reduce the
environmental impact.
However, this general statement can
change in the peculiar case of Biophalt
mix where, due to the high content of the
specific bio-material used (2.8% in weight
of mixture), its supply impact is the most
relevant. This is the case when the transport
distance to acquire raw materials is over
500km.
The proof of concept has been
demonstrated: the innovative pavement
mixes assessed in the Bio-Repavation
international project behave better than
a conventional reference mix. They now
provide durable solutions, assessed by a full-
scale accelerated test and an environmental
analysis, to build roads using high-rate
recycling and involving biomaterials as
additive or alternative to bitumen.
*A video of the project is available:
https://ifsttar.libcast.com/mast-lames/
biorepavation
BIO-REPAVATION
CONSORTIUM
• IFSTTAR - Institut français des sciences
et technologies des transports, de
l’aménagement et des réseaux (French
Institute of Science and Technology for
Transport, Spatial Development and
Networks) (France – project coordinator –
evaluated durability at full scale at its test
facility in Nantes)
• EIFFAGE Infrastructures Gestion et
Développement (France – produced an
alternative design test for binder and
carry mix, Biophat)
• Iowa State University of Science and
Technology (US - based in the city of
Ames - produced a bio-asphalt)
• Arizona Chemical (Netherlands, producer
of pine-based chemicals and since 2015
has been owned by Kraton Performance
Polymers, a specialist in styrenic block
copolymers; supplied Sylvaroad for the
project)
• Western Research Institute (US – based
in the city of Laramie in the state of
Wyoming – carried non-destructive in-situ
evaluation)
• University of Nottingham, Transportation
Engineering Centre (UK - conducted life-
cycle and risk assessment)
BELOW: Years of road wear is accelerated to cover
only months during testing in Nantes
www.worldhighways.com
 COMPACTION MACHINERY UPDATE

Compaction machinery using oscillation has been

available for some time but is now becoming
increasingly popular – Mike Woof reports

scillation systems are by no means urban areas, without the risk of damage to of over-compaction or of fracturing the

O new with regard to compaction

equipment. The German
manufacturer Hamm began
nearby buildings or underground utilities.
For the same reason, this means that
compactors using oscillation can be operated
aggregates present in the asphalt mix.
Given its long experience with oscillation,
it should be no surprise that Hamm
pioneering the use of compaction equipment around sensitive computing equipment or now has the widest range of compaction
featuring oscillation, carrying out its first field electronics, again without risk of disruption. machines with this feature. However, other
trials with the system in 1983. Once testing Another important benefit of compaction manufacturers are now competing in this
was complete, the firm began offering its first by oscillation is that this allows operation specialist segment, having developed their
production machines with this technology. on bridge decks. When compacting asphalt own machines also.
However, these were seen as specialised tools pavement on a bridge deck, the compaction As a leading player in the compaction
and it took time for demand to grow. As road forces are localised instead of being market, BOMAG was one of the first to offer
engineers began to appreciate the benefits of transmitted, preventing resonances occurring a rival range of oscillation machines. The
oscillation, so the technology became more in the bridge structure that would potentially company has now had oscillation compactors
widely accepted. cause damage. in its line-up for some time and continues
There are key advantages with oscillation In addition, oscillation type compaction to develop its technology. The latest models
systems over conventional vibration exciters also suits use with flexible pavements and feature the firm’s Tango4 oscillation system,
for compaction. The conventional vibration thin lifts, ensuring a longer lasting running along with the benefit of split drums. The
system compacts the material by a vertical surface. Using oscillation there is no risk firm’s oscillation system allows the forces to ➔
motion, however with oscillation the moving
drum remains in permanent contact with the
ground, as Hamm points out. According to
the company, oscillation generates tangential
shear forces to the material and this delivers
better compaction results.
There are several important reasons that
oscillation type compaction is now used
more widely. A key advantage is that the
forces generated by an oscillating drum
do not travel as far as those generated by
a conventional vibration type drum. As
the compaction forces from oscillation
do not bounce back upwards from base
layers, these machines can be operated in

ABOVE: BOMAG now has an oscillation

compactor with split drums
RIGHT: Caterpillar’s oscillation system is said
to be reliable and allow high-quality working

www.worldhighways.com ROAD SURFACE TECHNOLOGY 2018 29

 COMPACTION MACHINERY UPDATE
BELOW: Volvo CE’s DD 105 OSC model features oscillation on the rear drum
➔ be directed, while the split drums mean that
the machine can compact curves without
risking damage to the road surface. With
these split drums, the machines can be used
for compaction in urban areas with narrow
streets, while maximising surface quality.
This new development of the Tango system
uses a direct drive and has no need for
drive belts. The firm claims that this gear-
driven system is maintenance-free and was
developed so as to allow the machine to have
split drums, an arrangement not possible
with the earlier belt-driven system. To
maximise working life, the drums are made
from a high-quality steel that is said to allow
a service life of 6,000hours.
Also now competing in the segment for
oscillating is Caterpillar, with its CB10 model.
This 10tonne class machine has conventional
vertical vibration in the front drum as well
as oscillatory vibration in the rear drum. The
oscillatory system uses a pod-style eccentric
weight technology developed in-house and
the company offers a two-year/2000-hour
service interval. According to the company,
its novel belt-drive provides twice the load
capacity of timing belt systems.
The front drum has conventional vibration
and is available in two amplitude, five
amplitude, or the firm’s in-house developed
Versa-Vibe system.
The newly designed centre-articulating
hitch is said to ensure that the drums remain
in contact with the mat at all times, as well
as allowing a smoother ride over uneven
surfaces. The machine is available with an
optional offset hitch that extends coverage
up to 170mm when the machine is being
used next to kerbs, gutters or barrier wall.
30 ROAD SURFACE TECHNOLOGY 2018
Power is delivered by a Cat C4.4 diesel
supplying 106kW, while an Eco-mode and
automatic speed control help to reduce fuel
consumption.
Similarly, Volvo CE is also offering an
asphalt compactor featuring oscillation, the
first of a new range. The DD 105 OSC is
said to deliver high compaction forces while
offering a low fuel consumption. The new
OSC machine shares the same dimensions as
the conventional DD 105, with vibration on
the front drum and oscillation for the rear
drum.
The new machine is equipped with the
firm’s latest Compact Assist package, which
Volvo CE claims helps optimise compaction
quality and performance. The package maps
the number of compaction passes as well
as mat temperatures and density values,
allowing consistency and quality.
The 10tonne class DD 105 OSC is
around 500kg lighter than the standard
10.5tonne DD 105 and the two share the
same 1.68m drum widths and 1.2m drum
diameters. Drum frequency is 39Hz, while
high centrifugal forces are claimed and the
machine has a choice of eight amplitude
settings. Both the DD 105 and the new DD
105 OSC model as driven by a Volvo D3.8
diesel that delivers 85kW and meets Tier 4
Final emissions requirements.
According to Volvo CE, the new drum
vibration system reduces start-up power
consumption by 50%, while the eco mode
lowers fuel consumption by up to 30%
without impacting performance. In addition,
engine output adapts to the working
requirements, furthering lowering fuel use.
The design of the cab has a pillarless
HYBRID COMPACTION
Hamm is pushing the boundaries further
with its 9tonne class hybrid compactor, now
available as a production model.
Featuring a hydraulic hybrid technology,
the machine is able to store energy in its
accumulator and then release it when
required, reducing overall fuel consumption.
Because the system delivers hydraulic power
at start-up when peak power is required,
this means the machine can operate with
a 55.4kW diesel rather than the 85kW
unit that would otherwise be needed. This
smaller engine uses less fuel, generates less
noise and has a lower cooling requirement.
The HD+ 90i PH hybrid tandem roller
has been tested extensively and the system
is said to offer savings on fuel, as well as
operating costs, while delivering the same
compaction performance as a conventional
machine.
The hydraulic system functions as an
auxiliary drive, supplying a maximum
short-term load of up to 20kW and
the accumulator then recharges as the
compactor is being driven.
The firm offers a number of variants,
including double vibration (VV), double
vibration with split drum (VV-S), one
oscillation and one vibrating drum (VO),
one oscillation and one split vibrating drum
(VO-S), as a combi roller (VT) and as a combi
roller with split vibrating drum (VT-S).
forward view that maximises visibility to the
drum edges, as well as the water spraying
system and working area. Meanwhile the off-
set steering is said to improve the operator’s
view of any kerbs and obstructions., further
aided by the sliding and rotating seat that
allows a better field of view over the mat and
drum edges.
However the introduction of oscillation
type compaction is by no means restricted
to European and US manufacturers. Chinese
equipment builders too have seen the need
for oscillation type systems to meet the
country’s need for high-quality compaction.
With so many major new road bridges
being built in China, oscillation technology
is needed by contractors to ensure asphalt
www.worldhighways.com
 COMPACTION MACHINERY UPDATE

BELOW: Hamm pioneered oscillation, having

first tested the system on a compactor in 1983
and its technology is extremely well-proven

surfaces on bridge decks are compacted

correctly.
XCMG has been one of the firms to
respond to this demand with its XD143S, a
14tonne class machine. This features high
frequency vibration on the front drum and
oscillation on the rear drum.
Although the company says that it has
offered oscillation on previous generation
compactors, this is the first to combine
oscillation with a high-frequency vibration.
The compactor also features sophisticated
electronic engine and compaction controls.
XCMG claims that its innovative compaction
system and high-frequency capability ABOVE: Meeting a need for compacting BOMAG
allow it to be used for high output paving asphalt surfaces on bridge decks, XCMG www.bomag.com
operations and also suit it to use with thin has developed the XD143S Caterpillar
lifts. Meanwhile the oscillation system means www.cat.com
that the machine can be used for compacting Hamm
asphalt surfaces in urban areas or on bridge said that the machine is offered in China www.hamm.eu
decks. and it will be available for Asian markets. Volvo CE
The XD143S is powered by a Deutz diesel However it is not yet clear if a Tier 4 Final/ www.volvoce.com
rated at 111kW, which meets the China Stage Stage IV version will be available for sale in XCMG
III emissions requirements. The company the US and Europe. www.xcmg.com

www.produzionepropria.com ph.S.Gasparato

Ecological anti-kerosene surface treatment

resink
Asphalt technology for the road industry

RESIN K-EC is an ecological anti-kerosene surface treatment

resistant to the disruptive action of fuels and oils. Available in a High-tech additives for the road industry
wide range of colours, it is suitable for industrial parking areas, roa
d industry
sin

deposits of refineries, service areas, petrol stations, airports

Serv g the

ce 1967
in

and all those areas where it is necessary to protect the pavement

from hydrocarbon-based substances. www.iterchimica.it

www.worldhighways.com ROAD SURFACE TECHNOLOGY 2018 31

SURFACE TREATMENTS
The pavement colouring system Resin K-EC from Iterchimica
can do more than make roads safe, according to research in Italy*
ultural development and
C the continuous need for
communication in all its different
forms have transformed the
perception of the road from a simple channel
of communication to a component of a
system capable of satisfying the fundamental
necessities of modern society. This means
that in order to confront and solve a problem
linked to road conditions, several factors
must be assessed; the first is safety¹.
The three elements that determine road
safety levels are infrastructure, vehicles and
users. Infrastructure can, in fact, push the
user into error or prevent him or her from
making the right decision. Incorrect design
and management of road infrastructure must
be mitigated to guarantee the lowest possible
levels of safety risk, especially for vulnerable
road users, be they pedestrians, cyclists or
motorcyclists².
Possible measures to reduce accident rates
include speed mitigation strategies, reduction
of risk exposure, protection of vulnerable
users, mitigation of accident consequences
and adjustment of infrastructure and
mobility, depending on the infrastructure.
One practical measure is the use of colouring
treatments to road surfaces to highlighting
roundabouts, cycle paths and fast-track
lanes for public transport. This increases the
surface’s visual impact and keeps drivers – as
well as users of such surfaces - alert.
Studies have shown that bus lanes,
cycle-pedestrian paths and intersections
highlighted with coloured pavements have
increased drivers’ awareness of cyclists³,
as witnessed in cities throughout Europe,
Canada and the US.
32 ROAD SURFACE TECHNOLOGY 2018
Interaction between vehicles and bicycles
near intersections has also been studied
in Christchurch, New Zealand, where a
total of 18 sites were analysed. The results
showed that drivers are much less likely to
invade coloured areas dedicated to bicycles
compared to non-coloured areas4. Given this
result, coloured pavements and surfaces can
enhance the experience for vulnerable users
and make them safer5.
Besides guaranteeing a higher level of
safety, surface treatments make an important
contribution to the architectural and aesthetic
value of an area6. They can also improve the
quality of the physical surface by lending it
an anti-kerosene protection – a feature much
needed for airport aprons where planes park
for any length of time or where refuelling is
normally carried out.
ANTI-KEROSENE
Specifically designed to be applied on
flexible pavements, Resin K-EC is an
environmentally friendly anti-kerosene
product resistant to the disruptive action
of fuels and oils in general. It is based on
polymeric resins in water dispersion but is
very concentrated, stable, non-flammable
and free of aliphatic solvents, aromatic oils
and tar. It is also available in a wide range of
colours.
Resin K-EC is designed to be applied on all
types of closed pavement - low voids content
- and is suitable for industrial parking areas,
refinery pavements, service areas, petrol
stations and airports. Once applied and
hardened, the product is completely insoluble
in water or solvents based on hydrocarbon
and/or benzene and their derivatives. When
used in airport pavements, Resin K-EC limits
the phenomenon known as FOD - foreign
object damage - caused by aggregates chipped
out from the top asphalt surface.
Resin K-EC must be applied manually
through a rubber-blade squeegee at average
daily temperatures between 15-35°C.
Pavements must also be free of moisture and
show little deterioration. For new pavement
surface layers, it is recommended to apply
Resin K-EC at least 20 days after the laying
of the asphalt. Two or more coats can be laid
down with the average amount being about
1.5 kg/m². However, before applying a second
coat, it is important to verify that the first
coat has properly hardened.
TEST RESULTS
One test was at the Centro Sperimentale
Stradale di ANAS - ANAS Experimental
Road Centre. To verify and certify Resin
K-EC’s resistance to kerosene and oils, a test
was developed according to the UNICHIM
N°394 - PAR 6.4 and PAR 6.3 method. This
used different reagent solutions including jet
A1 kerosene, lubricating oil for t.d. engines
SW 15/40 super-multigrade and a mixture of
isothane and toluene as fuel.
Tests showed the resistance of the product
to the reagents used, since the tested
specimens showed no defects - bubbles,
softening, corrosion, cracks, detachments
or colour variations. Only in the case of fuel
did the product show a slight rubbery effect
immediately after prolonged contact with the
reagent solution. But after a few hours, the
surface resumed its initial consistency.
Further tests were carried out by
the Laboratorio Principale Prove e
www.worldhighways.com

Sperimentazioni at the Ciampino Military Air
Force Base near Rome. The experiments were
divided into two phases.
The first validation phase was conducted at
the A.M. laboratory on existing pavements,
with the aim of assessing the penetration
over time of hydraulic oil and kerosene. The
results obtained clearly showed that the use
of Resin K-EC reduced penetration to only
15mm against a 200mm penetration in the
case of non-treated pavements.
The second phase of full-scale
experimentation was carried out on an
existing pavement at Decimomannu Airport
in Sardinia. The aim of the second phase was
to evaluate not only the solvent action of the
hydrocarbon products in the presence of an
anti-kerosene, but also pavement resistance
to the aircrafts’ static-dynamic cycles, the
variation of surface adhesion before and after
the waterproofing treatment and its duration
in time.
Installation of Resin K-EC was done
manually using a rubber-blade trowel to
cover about 900m². Two coats of Resin K-EC
were laid 24 hours apart.
During the following four years
the Laboratorio Principale Prove e
Sperimentazioni monitored the intervention
to assess the effectiveness of the product
over time as a function of the pavement
deterioration and its persistence over time.
The last monitoring carried out demonstrated
that, although there were numerous
kerosene stains, the pavement showed no
The use of colouring
products such as Iterchimica’s
Resin K-EC for airport aprons
are important to reduce
surface deterioration
www.worldhighways.com
visible damage caused by the penetration of
hydraulic oils and kerosene. There was also
no rutting or deformation. Only superficial
disintegrations of any kind were found.
CONCLUSIONS
The use of surface treatments for the
colouring of pavements can have different
characteristics. Besides ensuring safety as
well as architectural integrity and creating
pleasing aesthetics, tests have shown
that Resin K-EC can also prevent surface
performance decay that can come about
because of fuel and oil spillage.
SURFACE TREATMENTS
*The authors are Loretta Venturini, technical
director at Iterchimica, and Lorenzo Sangalli,
technical area manager at Iterchimica.
Bibliography
[1] La qualità del servizio di viabilità ed il
Livello di Servizio Globale GLS quali parametri
fondamentali per le scelte tecniche, economiche e
strategiche relative alle iPasquale Colonna –
P. Colonna, S. D’Amoja, M. Maizza, V. Ranieri
- QUADERNO AIPCR, C4, XXIV Convegno
Nazionale Stradale - St. Vincent, Giugno 2002.
[2] Metodi di valutazione dell’efficacia degli
interventi per la riduzione degli incidenti stradali
analisi prima-dopo e costi-benefici applicate
ad alcuni interventi realizzati a Brescia – M.
Palamenghi - SISTAN, Comune di Brescia, Unità
di Staff Statistica, Rapporto di Ricerca N. 15,
Collana CONOSCERE PER DECIDERE, Brescia,
26 gennaio 1999.
[3] Effectiveness of a Green, High-Visibility Bike
Lane and Crossing Treatment - A. W. Sadek, A.
Dickason J. Kaplan - TRB 2007 Annual Meeting
CD-ROM.
[4] Effects on Motor Vehicle Behavior of Color
and Width of Bicycle Facilities at Signalized
Intersections – G. Koorey – ResearchGate,
November 15, 2009.
[5] Road safety audit: di una strada di futura
costruzione in Manfredonia, Tesi di Laurea M.
R. Curci - Ingegneria Civile – Sezione Trasporti,
DISTART – A. A. 2007 – 2008. [6] Chapter 10:
Pedestrian Facility Design; Access Minneapolis
- Design Guidelines for Streets & Sidewalks -
October 26, 2009.
ROAD SURFACE TECHNOLOGY 2018 33
ONSITE - MILLING
NORWEGIAN DUTY
FOR WIRTGEN W 60 RI
ime is money, especially in
T Scandinavia where the short
road construction season makes
efficiency and flexibility a key
factor for machines. That’s particularly true
on small job sites, where work has to be
completed quickly but reliably day after day.
As soon as the job is done, machines must
be quickly loaded and ready to speed off to
the next project. That’s exactly what the
W 60 Ri small milling machine from Wirtgen
delivers. Norwegian milling service provider
Asfalt Remix - which uses exclusively
Wirtgen machines for its core business, cold
milling - recognises this advantage.
Headquartered near Oslo, Asfalt Remix -
the country’s largest milling service provider
- has been serving customers throughout
Norway for more than 20 years. Asfalt Remix
has been using machines from Wirtgen for
its milling jobs since it was founded in 1995 –
34 ROAD SURFACE TECHNOLOGY 2018
the Norwegian company’s first machine was a
type W 500 small milling unit.
Last year, Asfalt Remix expanded and
updated its fleet of around 20 machines,
adding two Wirtgen W 60 Ri small milling
machines along with three Wirtgen large
milling machines of type W 220.
The small milling machines more than
proved their flexibility and versatility over
the season, according to Eyvind Brynildsen,
junior director of Asfalt Remix. “The
sophisticated machine concept, together with
other invaluable details, delivers the edge that
ultimately is the key to economic success.”
The W 60 Ri has many easy-to-use added
and automated functions that mark the
machine out as excellent, noted milling
machine operator Jon Anders Fjeld. For
instance, the height of the machine can be
adjusted using the multifunctional armrest. It
means he can adjust the height and save the
set value with just one hand while remaining
comfortably seated.
When the milling drum is lowered into
the working position on a parallel track,
the machine then mills to exactly the same
depth as before. In total, four buttons on the
W 60 Ri can be customised with a range of
functions, allowing each operator to adapt
the small milling machine perfectly to their
own working style and the requirements of a
particular job site. In Norway, where surface
courses are mainly milled to a depth of 4cm,
this function saves a lot of time.
Also, the display on the multifunctional
armrest shows much important information
including job data - the milled area and the
ABOVE: Close call: for those tight site jobs,
Norway’s Asfalt Remix has opted for two
Wirtgen W 60 Ri small milling machines
www.worldhighways.com
 ONSITE - MILLING

number of trucks loaded - the filling level of
the tank, the advance rate and the selected
milling drum speed. This information enables
the operator to organise the work optimally,
as well as any stops for refuelling and
changing cutting tools.
TRANSPORT MADE EASY
Apart from the actual milling work,
manoeuvring is a major part of the day-
to-day work of a small milling machine
operator. On many days, Fjeld has to work
on four or more job sites. To ensure this tight
schedule can be kept, Wirtgen allows the rear
wheel to swivel in: 30 seconds is all it takes.
The milling drum has no contact with the
ground, so the pavement is not damaged by
the manoeuvring.
The W 60 Ri also moves swiftly from the
transport vehicle to its position on the job
“Since the cabin can be
shifted and swivelled
hydraulically, the
machine operator can
quickly get himself into
the best position for
optimum visibility”
site, travelling at up to 12kph in the 4-wheel
version and 8kph in a 3-wheel configuration.
Relocating to the start of the next milling
track is also speedy, because the machine can
reverse with the milling drum activated.
In manoeuvres, the offset arrangement of
the front wheels allows the machine to drive
up against obstacles or edges. Wirtgen has
also equipped the machine with particularly
large front wheels to minimise wear while
reducing surface load on the base.
In all manoeuvres, steering can be
performed optionally using the joystick
on the multifunctional armrest or – if the
locking angle is to be particularly great –
using the steering wheel. Once the rear wheel
is swivelled in, it is automatically steered
as well. This design reduces the turning
radius. Since small milling machines often
have to turn in the tightest of spaces, this
feature additionally speeds up the work while
maximising cost-efficiency.
Accurate automatic leveling is done using
Wirtgen’s PRO PLUS “that further increases
the precision of the milling results and leads
to high quality”, said Brynildsen.
In the large milling machine segment,
too, premium solutions from Wirtgen
deliver added value. One example from the
Norwegians’ portfolio is the sound-insulated
operator’s cabin.
Much in demand in Scandinavia is high-
operator environment, such as Wirtgen’s
Operator Comfort System. Since the cabin
can be shifted and swivelled hydraulically,
the machine operator can quickly get himself
into the best position for optimum visibility.
Even reversing manoeuvres can be carried
out conveniently while seated, because the
cabin can be turned 110° in either direction
from any position.
“We have fitted two of our new large
milling machines with this cabin,” said
Brynildsen. Camera transmission, precise
joystick control and a powerful automatic
climate control system with heating, cooling
and fan functions create pleasant working
conditions with optimal protection from the
weather and first-class all-round visibility,
whatever the conditions outside. “Operators
can concentrate on their work and deliver
quality.”
When they collected their five new
W 60 Ri milling machines, Brynildsen, all the
company’s milling machine operators
and the workshop team travelled to the
Wirtgen headquarters in Windhagen for
intensive training. “We were able to get to
know the new developments in detail,” said
Brynildsen.
Wirtgen
www.wirtgen.com

ASPHALT SHREDDING WITH FAE

Gravel road bases have a new smoothing-out
treatment with the MTL, a multipurpose light-stone
crusher from Italian firm FAE.
The MTL was developed for customers with 104kW
to 179kw tractors who need soil stabilisation, rock
slab grinding, stone crushing and asphalt shredding at
a maximum depth of 280mm.
The MTL fits between the small RSL for tractors
with 60-142kW of power and the medium MTM for
tractors with power between 179-268kW.
Internal frame guards are secured with screws both
centrally and on the sides to ensure the MTL is robust
and reliable. Flexibility of use is ensured by a variable
geometry crushing chamber, an adjustable grid on
rear door and an adjustable Hardox counter-blade.
The depth gauge has been redesigned to help
operators efficiently monitor depth. A height-
adjustable gearbox allows adjustments regardless of
the size of the tractor and the operating angle.
There are also interchangeable internal anti-wear
plates made of Hardox.
FAE Group
www.fae-group.com

www.worldhighways.com ROAD SURFACE TECHNOLOGY 2018 35

ASPHALT PLANT UPDATE
Increased use of recycled materials
continues to be a key goal for asphalt plant
manufacturers and European companies are
targeting the US market, reports Mike Woof
Ammann has had success with its HRT plants
in Europe and is now taking aim at the US
36 ROAD SURFACE TECHNOLOGY 2018
arm asphalt solutions and new
W technology for recycled asphalt
have been a high R&D priority for
manufacturers of both continuous
and batching type plants.
The US has long been a strong market
for continuous type plants and Swiss firm
Ammann is working to expand its presence
in North America. The firm exhibited at
CONEXPO in Las Vegas during 2017, bringing
the first ever complete plant to the show. It
followed this up with a presence at the World
of Asphalt 2018 event in Houston in March
this year. Ammann says that it is making this
move to take advantage of growing interest in
North America for batching plants.
The Fayat Group and the Wirtgen Group
already have footholds in North America
with their road machines. But whether Fayat’s
Marini-Ermont or Wirtgen’s Benninghoven
asphalt plant businesses will follow suit
remains to be seen.
Ammann faces tough competition from US
firms such as Astec, one of the leading North
American asphalt plant suppliers. Astec is best
known for its continuous type equipment but
the firm could also address the demand for
batching plants, offering an extensive range of
up-to-date mobile and fixed units.
Europe is primarily perceived as a market
for batching plants - Astec has had a sales
presence across Europe for many years,
supplying a number of units. Fayat’s Ermont
facility in France builds also an extensive line
of continuous plants.
While North American firms have preferred
US plants for many years, Ammann has
now supplied its first plant into this market.
A Universal ABP HRT (High Recycling
Technology) Asphalt-Mixing Plant began
producing mix in Columbus, Ohio, in
December 2017.
According to Ammann, the ABP HRT plant
is aimed at asphalt manufacturers wanting
to incorporate large percentages of RAP into
mixes without sacrificing production capacity
and quality. The HRT is a two-in-one plant
featuring warm and cold recycling systems that
can be used simultaneously.
Ammann offers two warm recycling
systems. One is the conventional concurrent
flow dryer for RAP additions of up to 60%.
The second is Ammann’s latest development
in warm recycling - the RAH100, which can
use 100% RAP, depending on the quality of the
feed material.
The firm says that a key visual difference
between the HRT and conventional plants
is the vertical stacking of the RAP-bearing
components. This configuration reduces wear
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RIGHT: Astec’s Double Barrel Green and the Green
Pac warm mix systems allow producers to lower
their overall operating costs
BELOW: Benninghoven’s ECO range: the company
is refining its batching plant technology with an
alternative to the skip track
and sticking and shortens the travel distance
of hot RAP material.
The plant has a production capacity
of 400tonnes/hour and can use foamed
bitumen, pigments and other additives.
In the US, Asphalt Drum Mixers - ADM -
is now offering a range of baghouse options
for its portable and stationary asphalt plants
as well as for similar competitive models.
The baghouses collect dust generated by
plant operations and release clean, filtered
air into the atmosphere, ensuring an
effective management of plant dust. The
baghouses are said to be more than 99.8%
efficient and comply with the US’ strict EPA
(Environmental Protection Agency) clean
air regulations.
Dirty air and dust created by the
aggregate drying process are directed from
the dryer into the baghouse, which features
an oversized precleaner air entry. The
bags act as filters, collecting dust as the air
moves through the baghouse. This prevents
the dust from being expelled into the
atmosphere, while an exhaust fan forces out
the clean, filtered air.
The 397gm capacity, 204oC-rated
Nomex bags are housed in 3mm thick
galvanised steel cages to prevent them from
collapsing. Internal grids installed above
the hopper serve as a bag catcher. Airtight,
lift-off doors on the roof allow for easy bag
removal. An optional primary knockout
box features a baffle plate incorporated into
www.worldhighways.com
the housing, decreasing air velocities and
preventing premature bag wear. In addition,
maintenance personnel are said to be able to
quickly and easily access the screw conveyors
to clean out the excess dust by removing the
airtight hopper access plates.
Safety features include a caged roof-access
ladder, top perimeter tubular guardrail and
solid-steel toe-stop kickplate. The relocatable
baghouses feature a heavy-duty I-beam
structural frame with high-temperature
fibreglass blanket insulation and a thin
aluminum insulation jacket.
One of the latest developments from Astec
Industries is the Silobot inspection system for
asphalt plant silos and batching plants. The
second generation Silobot will be offered as a
service through Astec’s parts department.
Astec is also gearing up its presence in the
The plants fit inside
standard shipping
container sizes to
maximise mobility
ASPHALT PLANT UPDATE
batching plant sector, with significant updates
for such units that the company took over
from Barber Greene. Astec is working on
advanced technologies for the production
of warm asphalt and the use of RAP with
the firm’s continuous plants and parallel
developments for the batching sector are
likely.
The firm has also developed its latest
generation foamed bitumen system, explains
Mike Varner, chief engineer at Astec. “We
listened to the customers. They said if the
water pressure is increased, they see a greater
effect of bitumen foaming.
“We used all the components from the
original system so we have frontwards
compatibility. We did redesign it to reduce
the footprint and we increased the water
pressure by a factor of 10 but we used the
same pumps. We wanted to do so to control
the pressure in a specific range. Having fewer
nozzles allows the increase in pressure.”
Varner said that not only is the new system
more compact, it is also around 75% lighter,
making it easier to transport from one facility
to another.
Astec Industries continues to refine its
premium counter-flow aggregate drum dryer,
the Double Barrel XHR. This features an
external asphalt mixer and is offered with a
range of features, allowing it to produce up to
360tonnes/hour of mix with up to 65% RAP/
RAS content. This dryer is designed for a
long wear life, with stainless steel used for the
internal flights so as to lower maintenance
needs.
Meanwhile, Benninghoven claims that its
asphalt transfer system boosts the capabilities
of the firm’s ECO mixing plant range. The
newly developed alternating chute unit fitted
to the firm’s ECO asphalt plant is said to be a
key development for the sector, with a patent
pending.
The ECO asphalt plant is offered with
output ranging from 100-320tonnes/hour. ➔
ROAD SURFACE TECHNOLOGY 2018 37
 ASPHALT PLANT UPDATE
➔The firm says that the ECO units can be
operated as stationary plants, but can also
handle fast location changes without problems.
The plants fit inside standard shipping
container sizes to maximise mobility.
The ECO plant has large service openings,
LED lighting, simplified lubrication and an
electric and compressed air connection for
maintenance tools as well as an 800mm-wide
platform width. Weighing and mixing is said
to be efficient and a key development is its new
alternating chute container. The firm relies
on loading skip technology as a link between
mixer and loading silo, with the skip volume
corresponding to the volume of the mixer. The
mixer drains the asphalt vertically downwards
into the skip, which then positions itself above
the targeted loading silo pocket and drains
the stored mixed goods downwards. This is a
proven technology for excluding segregations
in the mixed goods.
But for the new ECO asphalt mixing plant
range, Benninghoven has developed a new
cost-efficient alternative to the skip track.
The alternating chute unit features a purely
mechanical structure which is not subject
to malfunctions. The design means that no
sensor system, motors or brakes are required,
while reliability is ensured. The system is said
to offer fast and load-free positioning for silo
selection. Separation effects in the end product
are minimised through cross-mixing in the
material transfer. Meanwhile, the geometry of
the Benninghoven loading mixed materials
storage silos ensures mass flow instead of core
flow, further preventing segregation in the
mix.
The firm claims efficient mixing due to the
design of the mixer with its optimum fill level
and large dimensions. The larger plants in the
ECO range include cold and hot recycling
feed, bag feed, foam bitumen, granulate feed,
fibrous material feed and adhesive feed.
From Marini-Ermont comes the TRX
100% asphalt plant. It uses a low-temperature
38 ROAD SURFACE TECHNOLOGY 2018
technology that allows it to use feed material
containing up to 100% recycled asphalt
pavement (RAP). The plant has been
developed in partnership with Eurovia’s
Technical and Research Division in a bid to
increase the use of RAP for road building.
Importantly, the TRX 100% has been
designed with a high level of mobility for rapid
setting up close to roadbuilding sites. The bulk
of the RAP for the feed can then be sourced
from milling materials produced by the site,
thus cutting down on transport costs while
shrinking the contractor’s carbon footprint.
The patented TRX 100% technology, based
on the drying of asphalt aggregates at low
temperature, is said to reuse and preserve the
binder in the asphalt. This is achieved through
longer mix times, together with an innovative
heating system. According to the firm, the
TRX 100% is the most efficient mobile
recycling solution on the market.
The plant forms part of Eurovia’s project to
construct roads made entirely from recycled
LEFT: Fayat is offering a continuous plant that
can use 100% RAP
BELOW: Intrame’s plants have longer drying
drums to accommodate a higher proportion of
RAP - up to 50%
materials. The project, started in April 2017,
is supported by the French Environment
and Energy Management Agency. It covers
everything from inception and design to
prototyping and a demonstration plant for
on-site testing.
Spanish asphalt plant manufacturer Intrame
is now offering a full range of Flow-Mix
continuous plants, with outputs from 100-400
tonnes and which can handle up to 50% RAP
in the feed.
“Today, everything is about RAP,” says
Antonio Morón Hodge, chief executive
of Intrame. “Customers are interested in
the ability to add more RAP, to use lower
temperatures and to mix with bitumen
foaming emulsion.”
Intrame’s plants have longer drying drums
to allow a higher proportion of RAP - up to
50% - to be introduced into the mix. As with
all Intrame’s continuous plants, the Flow-Mix
range has a separate mixer rather than relying
on mixing everything in the drum; this leads
to a more homogenous mix and hence a better
quality of pavement, explains Hodge.
Intrame’s 140tonne/hour Flow-Mix 140
continuous plant can be used together with
its recently developed Asflow 20 control
system that can be used for the firm’s
continuous and batching plants. Intrame says
that it has sold two such plants to date, one
to a customer in Burkina Faso, the other into
Mauritania.
“We have increased our presence in South
America with a new network of dealers.
And with recent deals in South Africa and
Australia, we are increasing our presence
globally.”
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