This report presents the results ofcollaborative research to evaluate
the technical and economic potentialof the most promising long-life
surfaces and assist governments inweighing up the risks and advantagesof introducing them on busy roads.

www.internationaltransportforum.org

www.oecd.org/publishing(77 2008 02 1 P)
ISBN 978-92-821-0158-2-:HSTCSC=VUVZ]W:2008

C E N T r e
R E S E AR C H

These surfaces use new materials
that cost more than conventional
asphalt and require special handling.

Long-life Surfaces for Busy Roads

Long-life surfaces could substantiallycut the costs of road works, including
the delays they cause, especially oncongested routes with heavy traffic.

T r a n s p o r tLong-life Surfaces
for Busy Roads

Long-Life
Surfacesfor Busy
Roads

Cover_f.fm Page 1 Wednesday, April 7, 2004 11:00 AM

T R A N S P O R T

R E S E A R C H

LONG-LIFE
SURFACES
FOR BUSYROADS
C E N T R E

ORGANISATION FOR ECONOMIC CO-OPERATION
AND DEVELOPMENTThe OECD is a unique forum where the governments of 30 democracies work together toaddress the economic, social and environmental challenges of globalisation. The OECD is also at
the forefront of efforts to understand and to help governments respond to new developments andconcerns, such as corporate governance, the information economy and the challenges of anageing population. The Organisation provides a setting where governments can compare policy
experiences, seek answers to common problems, identify good practice and work to co-ordinate
domestic and international policies.
The OECD member countries are: Australia, Austria, Belgium, Canada, the Czech Republic,
Denmark, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Japan, Korea,
Luxembourg, Mexico, the Netherlands, New Zealand, Norway, Poland, Portugal, the Slovak Republic,
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OECD Publishing disseminates widely the results of the Organisation’s statistics gathering andresearch on economic, social and environmental issues, as well as the conventions, guidelines andstandards agreed by its members.

This work is published on the responsibility of the Secretary-General of the OECD. The
opinions expressed and arguments employed herein do not necessarily reflect the official
views of the Organisation or of the governments of its member countries.

Also available in French under the title:

Des chaussées à longue durée de vie pour routes à forte circulation

Corrigenda to OECD publications may be found on line at: www.oecd.org/publishing/corrigenda.

© OECD/ITF 2008
OECD freely authorises the use, including the photocopy, of this material for private, non-commercial purposes. Permission to photocopy portionsof this material for any public use or commercial purpose may be obtained from the Copyright Clearance Center (CCC) at info@copyright.com or theCentre français d'exploitation du droit de copie (CFC) contact@cfcopies.com. All copies must retain the copyright and other proprietary notices in their
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INTERNATIONAL TRANSPORT FORUM

The International Transport Forum was created under a Declaration issued by the Council of Ministersof the ECMT (European Conference of Ministers of Transport) at its Ministerial Session in Dublin on 17 and
18 May 2006. It reflects the Ministers’ will to transform the ECMT into an international forum whose specificobjective is to help political leaders and a larger public better understand the role of transport as a key
element in economic growth, as well as its effects on the social and environmental components ofsustainable development.
Established under the legal authority of the Protocol of the ECMT signed in Brussels on 17 October
1953, as well as the appropriate legal instruments of the OECD, the Forum is considered an international
entity endowed with all the necessary support structures and financing mechanisms. Its administrative
headquarters is located in Paris.
The International Transport Forum is a global body with world-wide reach. The topics addressed by
the Forum are strategic in nature and over-arching in scope, as they can cover all modes of transport.
The International Transport Forum is above all a place for discussion and negotiation.
The full member countries and associate member countries of the ECMT are the founding membersof the Forum, namely: Albania, Armenia, Australia, Austria, Azerbaijan, Belarus, Belgium, BosniaHerzegovina, Bulgaria, Canada, Croatia, the Czech Republic, Denmark, Estonia, Finland, France, FRY
Macedonia, Georgia, Germany, Greece, Hungary, Iceland, Ireland, Italy, Japan, Korea, Latvia,
Liechtenstein, Lithuania, Luxembourg, Malta, Mexico, Moldova, Montenegro, Netherlands,
New Zealand, Norway, Poland, Portugal, Romania, Russia, Serbia, Slovakia, Slovenia, Spain, Sweden,
Switzerland, Turkey, Ukraine, the United Kingdom and the United States. Morocco has observer country
status. Corporations, organisations, institutions and leading figures from civil society may be asked toenter into partnerships with the Forum.
The International Transport Forum organises an Annual Conference attended by Ministers as wellas leading figures from civil society and representatives of organisations involved in transport policy. Asof May 2008, the meeting will take place each year in Leipzig, Germany. The theme chosen in 2008 is:“Transport and Energy: the Challenge of Climate Change”. In 2009, the theme will be: “Globalisation of
trade and its impact on transport and infrastructure”.
In 2004, the ECMT and the OECD created the Joint Transport Research Centre. The Centre conducts
co-operative research programs that address all modes of transport that in turn support policy-making
in member countries. Through some of its projects, the Centre also makes contributions to the activitiesof the International Transport Forum.

Further information about the International Transport Forum is available on Internet at the following address:www.internationaltransportforum.org

FOREWORD –5

FOREWORD

In most countries, the road network constitutes one of the largest community assets and is
predominately government-owned. Road administrations must maintain, operate, improve, replace andpreserve this asset while, at the same time, carefully managing the scarce financial and human resources
needed to achieve these objectives.
Maintaining safe, comfortable and durable surfaces on heavily trafficked motorways and majorroads has long been a major challenge to road owners and the operational units responsible formanaging the construction and maintenance of their roads.
The issue of prolonged service life of road pavements has been a key concern for roadprofessionals for more than a decade, heralded by the appearance of the term “long life pavements” asdistinct from the term “durable” pavements, which has carried the notion of satisfactory pavement
performance for many years.
“Long life pavements” are seen as particularly desirable on heavily trafficked roads to avoid thecosts of road maintenance works, including the delays they inflict on road users, particularly incongested traffic conditions.
Since long life properties are considered achievable for the structural, unexposed layers ofpavements, this study has focused on the surface or wearing courses of road pavements.
The objective of this second phase of the Economic Evaluation of Long Life Pavements project
was to strengthen knowledge about the potential and the limitations of the two prospective candidate
materials that had been identified in Phase I for further research as possible innovative long life wearing
courses i.e.: epoxy asphalt and high performance cementitious materials.
The Long Life surfaces for Busy Roads report is the result of over two years of work by a group of
expert researchers in the field of road pavements from many OECD and ITF countries. The report was
prepared under the aegis of the Joint OECD/ITF Transport Research Centre.

LONG LIFE SURFACES FOR BUSY ROADS – ISBN 978-92-821-0158-2 - © OECD/ITF, 2008

FOREWORD –7

ACKNOWLEDGEMENTS

The project has enjoyed the support of national road authorities and their research providers inmany countries.
The task of the Working Group was greatly facilitated by the institutes that generously hosted andorganised various meetings in support of the project and the many people who contributed theirexpertise.
The Working Group would like to warmly thank the following organisation in particular for theirmajor contributions to the project as a whole and for their funding and support for the actual laboratory
testing carried out in their country:

Organisation

Country

New South Wales (NSW) Roads and Traffic Authority (RTA)
Danish Road Institute (DRI)DBT Engineering
Laboratoire Central des Ponts et Chaussées (LCPC)
Federal Highway Research Institute (BAST)
Transit New ZealandState Road Scientific Research Institute (DerzhdorNDI)
Transport Research Laboratory (TRL) Ltd UK Highways Agency
Turner Fairbank Highway Research Center

Australia
Denmark
Denmark
FranceGermany
New Zealand
UkraineUnited Kingdom
United States

LONG LIFE SURFACES FOR BUSY ROADS – ISBN 978-92-821-0158-2 - © OECD/ITF, 2008

ABSTRACT –9

ABSTRACTITRD1 NUMBER E133540

While recent research has resulted in significant improvement in the durability of the structurally
important base layers of road pavements, surface pavements have barely kept up with the increase in theloads and density of traffic. Frequent closures of roadways for the purpose of repairs and repaving
constitute a growing problem for road administrations and road users, due to their costs, their limitations
on road lane availability, the congestion and disruption they cause to traffic flows and the related delays
and costs to road users.
In such environments, long life pavements using advanced surfaces potentially have a great deal tooffer, particularly if they can provide high quality performance without the need for significant repair
for more than 30 years. On highly trafficked roads, research has indicated that, in these circumstances,the benefits of avoiding major repairs and repavings may become large enough to justify the higher
initial costs of such advanced pavement surfaces.
This report is the output of an expert Working Group with representatives from 18 countries which
researched and tested Epoxy Asphalt and High Performance Cementitious Materials (HPCM) as
candidates for advanced road surfaces.
The report outlines the testing undertaken during a period of over two years in national laboratories
in eight OECD/ITF countries: Australia, Denmark, France, Germany, New Zealand, Ukraine, United
Kingdom and United States. It provides the test results; assesses the performance of the materials on
indicators important to longevity; identifies future research and construction issues; comparesindicative costs with conventional (reference) materials; and draws conclusions on the potential use of
these advanced surfacing materials on highly trafficked roads. The report also makes recommendations
for the next stage of the work including proposed trials of these materials in the field.
Fields: Pavement design (23); bituminous binders and materials (31); concrete (32); othermaterials used in pavement layers (33).
Keywords: Bituminous mixture, cost benefit analysis, durability, economics of transport,
epoxy resin, flexible pavement, high performance concrete, life cycle, long term, main road,motorway, OECD, pavement design, rigid pavement, surfacing, wearing course.

1. The International Transport Research Documentation (ITRD) database of published information on transport andtransport research is administered by TRL on behalf of the Joint OECD/ITF Transport Research Centre. ITRD
contains over 350 000 bibliographical references, and about 10 000 are added each year. Input to the ITRD databaseis provided by more than 30 renowned institutes and organisations from around the world. For more details about
ITRD, please contact itrd@trl.co.uk or see the ITRD website at www.itrd.org.
LONG LIFE SURFACES FOR BUSY ROADS – ISBN 978-92-821-0158-2 - © OECD/ITF, 2008

TABLE OF CONTENTS –11

FOREWORD . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . ...........................................................

5

ACKNOWLEDGEMENTS . . . . . . . . . . . . . . . . . . . . ...........................................................

7

ABSTRACT. . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...........................................................

9

TABLE OF CONTENTS

KEY MESSAGES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........................................................... 15
EXECUTIVE SUMMARY . . . . . . . . . . . . . . . . . . . . ........................................................... 171.

BACKGROUND AND CONTEXT .. . . . ...........................................................
1.1
Background . . . . . . . . . . . . . . . . . . . . . . . . ...........................................................
1.2
Context for long life wearing courses.......................................................
1.3
Whole life costing . . . . . . . . . . . . .. . . . ...........................................................

29
29
29
30

2.

KEY FINDINGS OF PHASE I STUDY .........................................................
2.1
Overview . . . . . . . . . . . . . . . . . . . . . . .. . . . ...........................................................
2.2
Economic Findings – Long Life Pavements Phase I Report..............................
2.3
The Phase II study . . . . . . . . . . . . . . . . ...........................................................

33
33
33
37

3.

MANDATE, SCOPE AND ORGANISATION OF WORK.....................................
3.1
Mandate . . . . . . . . . . . . . . . . . . . . . . . .. . . . ...........................................................
3.2
Phase II Project Scope . . . . . . . .. . . . ...........................................................
3.3
Project Organisation . . . . . . . . . . .. . . . ...........................................................

39
39
39
40

4.

EPOXY ASPHALT: TESTING AND TEST RESULTS ........................................
4.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . ...........................................................
4.2
Material Selection . . . . . . . . . . . . .. . . . ...........................................................
4.3
Binder Properties . . . . . . . . . . . . . .. . . . ...........................................................
4.4
Mix Properties . . . . . . . . . . . . . . . . .. . . . ...........................................................
4.5
Composite Testing . . . . . . . . . . . . .. . . . ...........................................................
4.6
Embrittlement . . . . . . . . . . . . . . . . . .. . . . ...........................................................
4.7
Accelerated Pavement Testing . . . . ...........................................................
4.8
Evaluation of Surface Characteristics.......................................................
4.9
Miscellaneous . . . . . . . . . . . . . . . . . .. . . . ...........................................................
4.10 Summary and Conclusions . . . . . . . ...........................................................

43
43
43
46
48
53
59
60
63
65
66

5.

HIGH PERFORMANCE CEMENTITIOUS MATERIAL:TESTING AND TEST RESULTS . . . . . . ...........................................................
5.1
Introduction : an innovative hydraulic material for wearing courses.....................
5.2
Choice of constituents. . . . . . . . . . . . . ...........................................................
5.3
Mix-design production and characterization of the mortar (LCPC, France) ............
5.4
Shrinkage tests (LCPC, France) . . ...........................................................
5.5
Coefficient of thermal expansion (FHWA, USA) .........................................
5.6
Asphalt preparation and HPCM application procedures ..................................
5.7
Strip cracking tests (LCPC, France) ........................................................
5.8
Cracking under restrained shrinkage and imposed elongation (DBT, Denmark) .......
5.9
Full Scale cracking test (RTA, NSW, Australia) ...........................................
5.10 Preliminary stripping tests (LCPC, France) ................................................

71
71
72
73
76
77
79
81
85
87
90

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12 – FOREWORD
5.11
5.12
5.13
5.14
5.15
5.16
5.17
5.18
5.19

Tribometer tests (LCPC, France)............................................................ 92
Abrasion tests (FHWA, USA) . .............................................................. 95
Freeze-and-thaw tests (DRI, Denmark) ..................................................... 98
Combined acid-freeze/thaw-abrasion tests (BASt, Germany) ............................ 98
Fatigue tests (DBT, Denmark) . .............................................................. 101
Full Scale fatigue test (TRL, UK)........................................................... 102
Evaluation of noise generation (BASt, Germany) ......................................... 107
Evaluation of delamination and buckling hazards (DBT, Denmark, LCPC, France) ...... 108
Preliminary conclusions. . . .. . . . .............................................................. 109

6.

PERFORMANCE ASSESSMENT AND EXTRAPOLATION OF RESULTS.............. 113
6.1
Introduction . . . . . . . . . . . . . . . . . . . . . .............................................................. 113
6.2
Epoxy Asphalt. . . . . . . . . . . . . . . . . . . .............................................................. 113
6.3
High Performance Cementitious Materials ................................................. 119

7.

FUTURE RESEARCH AND TESTING .......................................................... 125
7.1
Introduction . . . . . . . . . . . . . . . . . . . . . .............................................................. 125
7.2
Issues common to both materials............................................................ 125
7.3
Epoxy Asphalt. . . . . . . . . . . . . . . . . . . .............................................................. 127
7.4High Performance Cementitious Material .................................................. 129
7.5
Immediate research needs .. . . . .............................................................. 130

8.

CONSTRUCTION ISSUES, ECONOMIC ASPECTS AND RISK ASSESSMENT ....... 133
8.1
Introduction . . . . . . . . . . . . . . . . . . . . . .............................................................. 133
8.2
Epoxy Asphalt Wearing Courses ............................................................ 133
8.3
High Performance Cementitious Material Wearing Courses.............................. 138
8.4
Comparative Cost Estimates –Epoxy Asphalt and HPCM Wearing Courses............ 142

9.

PHASE III TRIALS . . . . . . . . . . . . . . . . . . . .............................................................. 145
9.1
Next step in the innovation process ......................................................... 145
9.2
The setting for coordinated trials............................................................ 146
9.3
Programme opportunities . .. . . . .............................................................. 146
9.4
The aims . . . . . . . . . . . . . . . . . . . . . . . . . .............................................................. 146
9.5Time schedule. . . . . . . . . . . . . . . . . . . .............................................................. 149
9.6
The host organisation. . . . . . .. . . . .............................................................. 150

10. FINDINGS, CONCLUSIONS AND RECOMMENDATIONS ................................ 151
10.1 Context . . . . . . . . . . . . . . . . . . . . . . . . . . .............................................................. 151
10.2 Phase I Report . . . . . . . . . . . . . .. . . . .............................................................. 151
10.3 Phase II Work - Findings. . . . . . . .............................................................. 152
10.4 Epoxy Asphalt. . . . . . . . . . . . . . . . . . . .............................................................. 152
10.5 High Performance Cementitious Materials (HPCM) ...................................... 154
10.6 Summary Conclusions from the Project .................................................... 156
10.7 Proposed Phase III Trials: Summary of Recommendations............................... 158
LONG LIFE SURFACES FOR BUSY ROADS – ISBN 978-92-821-0158-2 - © OECD/ITF, 2008

FOREWORD –13

APPENDIXESAPPENDIX A

A1 . Laboratory and field performance histories of United States
and New Zealand reference materials ................................. 161
A2. Manufacturers’ recommendations for acid-cured epoxy asphalts... 162
A3. Methods for evaluating curing characteristics ......................... 163
A4. Binder rheological properties at different aging conditions .......... 164
A5. Mixture properties........................................................ 166

APPENDIX B

General long term needs in pavement research ............................ 177

APPENDIX C

Laboratory test reports published on the joint transport research
centre website . . .. . . . ........................................................... 179

ANNEX
ANNEX A

LIST OF ABBREVIATIONS ............................................... 181

ANNEX B

LIST OF WORKING GROUP MEMBERS ............................... 183

LONG LIFE SURFACES FOR BUSY ROADS – ISBN 978-92-821-0158-2 - © OECD/ITF, 2008

KEY MESSAGES –15

KEY MESSAGESLong life surfacing for heavily trafficked roads
Maintaining safe, comfortable and durable surfaces on heavily trafficked motorways and majorroads has long been a major challenge to road owners and their operational units, responsible formanaging the construction and maintenance of their roads.
“Long life pavements” are seen as particularly desirable on heavily trafficked roads to avoid the costsof road maintenance works, including the delays they inflict on road users, particularly in congested traffic
conditions. Since long life properties are considered achievable for the structural, unexposed layers ofpavements, this study has focused on the surface or wearing courses of road pavements.
Taking potential user cost savings into account, the Phase I report concluded that: “…long-life
pavement surfacing costing around three times that of traditional wearing courses would be
economically feasible for a range of high-traffic roads. This would depend on an expected life of
30 years, discount rates of 6% or less and annual average daily traffic (AADT) of 80 000 or more.”
Candidate materials for long life surfacing
In the current study, the two prospective candidate materials identified – epoxy asphalt; and highperformance cementitious materials (HPCM) – were researched and tested by the national laboratoriesof the countries actively involved.
Epoxy Asphalt
Epoxy Asphalt has already demonstrated its ability to deliver 40 year service life as a roadsurfacing on steel bridge decks. The testing undertaken in this project focussed on its potential for longservice life on underlying road pavements which are more flexible than stiff bridge decking.
The extensive testing undertaken indicated that Epoxy Asphalt should produce a durable, long
lasting material suitable for use on heavily trafficked roads. It confirmed Epoxy Asphalt is a premiummaterial that outperforms conventional binders on the important indicators of potential long service life.
The challenges of construction with this material are considered moderate as existing plant andequipment can be used. However, hardening of the material during delays in construction increases therisk of construction failures and damage to plant. It will also be important to establish when, after the
initial blending of the Epoxy Asphalt, the curing reaction is complete, given the health effects of theuncured epoxy asphalt binder, which have resulted in restrictions on its use in some countries.
The conclusion reached is that, on the basis of its performance characteristics, Epoxy Asphalt
surfacing material is ready for large scale demonstrations on the roads.
HPCM
The HPCM wearing course tested is an innovative new system which was developed during thestudy. It consists of a layer of ultra-high performance, steel fibre-reinforced fine mortar, in which hard,
LONG LIFE SURFACES FOR BUSY ROADS – ISBN 978-92-821-0158-2 - © OECD/ITF, 2008

16 – KEY MESSAGES
polish resistant aggregate particles are embedded, forming a 10 mm composite layer. The aim was toassess the feasibility of its use as an ultra-thin HPCM wearing course.
Testing has shown that HPCM has great strength and integrity. On the basis of the testingundertaken, there is a high probability that HPCM wearing courses will be practically maintenance-freeduring a likely service life of 30 years, even on high traffic roads.
Production of HPCM is seen as a manageable process using existing know-how and equipment.
However, laying the HPCM mortar and inserting the chippings will require some modification ofexisting equipment or development of new equipment. Further testing in the field is also needed toachieve the best balance between mixing/handling/placing and the performance of the hardenedmaterial. Once this is done, it is expected the final HPCM product will be characterised by high safety,
comfort, durability and moderate noise emissions and, on the basis of performance characteristics, will
also be ready for field trials.
Comparison of Indicative Costs
Costs relative to conventional (reference) surfacings will be critically important for economic
viability. For Epoxy Asphalt, the increased costs can be estimated with some confidence. For HPCM.
Material, mixing and transport costs may be extrapolated from current practice, but the increase inpaving costs will depend on new or modified paving equipment that will be required.
Indicative cost estimates provided for Epoxy Asphalt and HPCM surfacings suggest that, inWestern Europe, their costs could be between 2 and 3 times the cost of conventional treatments.
While the estimates are indicative only, the cost premiums for the Epoxy and HPCM wearing
courses, by comparison with conventional (reference) surfacing costs, are probably less than expected
previously. In part, this is due to a better understanding of the costs and production processes involved;
and in part to the significant recent increase in the cost of conventional asphalt surfacing, particularly
in Western Europe.
On this basis, there are reasonable prospects for economically viable, long life surfacings on heavily
trafficked roads in many countries. It is now clearly open to each country to consider on a case-by-casebasis – using their own data and analysis – where and when such advanced surfacing could be used.
Proposed Field Trials
Limited field trials under traffic – either on the road network or off-road – as proposed in the report
are the logical next phase. As always, there are risks with such larger-scale trials of new materials andtechniques. Nevertheless, some road authorities, perhaps in partnership with industry, can be expected
to take this next step. The report recommends:•

Coordinated programmes of field trials of the Epoxy Asphalt and HPCM surfacing materials,
to begin by 2009 and be completed by 2011, which will research production, laying andquality control as well as cost – and demonstrate the performance of such surfacings underreal traffic and environmental conditions.

•Interested road authorities be invited to register their interest in joining the proposed trials assoon as possible after the publication of this report.
LONG LIFE SURFACES FOR BUSY ROADS – ISBN 978-92-821-0158-2 - © OECD/ITF, 2008

EXECUTIVE SUMMARY –17

EXECUTIVE SUMMARY

ES.1 Context
Maintaining safe, comfortable and durable surfaces on heavily trafficked motorways has long beena major challenge to road owners and their operational units, who manage the construction andmaintenance of their roads.
Rigid concrete roads are often chosen for roads with much heavy traffic as they offer high strengthand durability, but modern requirements for comfort and noise generation imply a limited initialmacrotexture, which may lead to low skid resistance after some ten or twenty years of traffic.
Semi rigid pavements permit the use of flexible surfacing with a rigid, cementitious substrate,
which can meet the bearing requirements for a heavy-duty road, but will require relatively frequent
maintenance and repaving in order to provide the safety and comfort required, e.g. on motorways withhigh volumes of passenger vehicles travelling at relatively high speeds.
Flexible pavements, in which the surfacing as well as the base layer are made of flexible, bitumenbound materials, constitute the third and probably most common pavement type for high-trafficked
roads, despite their inherent problems of deformation and fatigue under the loads of the heavy-vehicle
share of the traffic.
While recent research has resulted in significant improvement in the durability of the structurally
important base layers of pavements, surface pavements have barely kept up with the increase in theloads and density of traffic. At the same time the demand for low noise pavements has also challenged
the basic durability objective, inasmuch as the structures of low noise pavements tend to conflict withthe service life of these pavements. Thus frequent closures of the roadways for the purpose of repairs
and repaving are still the order of the day, but constitute a growing problem as an important factor in
the increasing problems of congestion.
Therefore, “Long life surface pavements” have a great deal to offer on highly trafficked roads
where road works are increasingly constrained because of the disturbances and delays they inflict onroad users. In such environments, long life pavements will be expected to show high quality
performance without the need for significant repair for more than 30 years. It is also in suchenvironments that the benefits of avoiding major repairs and repavings may become large enough tojustify the higher initial costs of such pavements.
ES.2 Phase I Report
The OECD/ECMT’s Economic Evaluation of Long Life Pavements – Phase I project wascompleted with the publication of the Phase I report in 2005.
The Phase I report explored the economic feasibility of long life surfacings and identified possible
candidate materials, focussing on the performance characteristics and envelope of costs that would be
required for such new wearing course materials to be economically viable.
LONG LIFE SURFACES FOR BUSY ROADS – ISBN 978-92-821-0158-2 - © OECD/ITF, 2008

18 – EXECUTIVE SUMMARY
ES.2.1 Phase I Findings
The Phase I report drew the following conclusions on economic viability1:“From a cost viewpoint, long-life pavement surfacing costing around three times that of
traditional wearing courses would be economically feasible for a range of high-traffic roads.
This would depend on an expected life of 30 years, discount rates of 6% or less and annual
average daily traffic (AADT) of 80 000 or more.
Sensitivity testing was carried out to establish the broad envelope of conditions under which
long-life pavement surfacing becomes economically feasible. This work assessed the effectof different discount rates (3-10%), traffic levels (40 000 to 100 000 AADT), durability (30 or
40-year long-life pavements), wearing course cost (three-fold increase or five-fold increase),
the proportion of heavy vehicles (5-20%) and the effect of day-time or night-time maintenanceschedules. Details are provided in the report. Such increases in wearing course costs need to
be seen in the context of typical pavement construction costs. For the example scheme chosen,
a dual three-lane motorway, pavement construction costs would amount to USD 1.8 million
to USD 2.25 million per carriageway kilometre. This estimate includes features such as
earthworks, drainage, line markings, safety fences, etc., but not other structures such as overor under bridges, gantries, etc.
At present, the surface layer (the wearing course) of such pavements represents around 9-12%of the above indicative pavement construction costs. A three-fold increase in the wearing
course cost would imply an increase in overall pavement structure construction costs of up to
24%, and the surface layer would then represent around 30% of the construction costs.
Two prospective candidate materials – epoxy asphalt and high performance cementitious materials(HPCM) – were identified for further research as possible innovative long life wearing courses.

ES.3 Phase II Work – Findings
The scope of the Phase II study as approved by Transport Ministers in 2004 was as follows:“This next phase of the project will coordinate sufficient initial testing by national testinglaboratories to assess the durability of the wearing courses. This will involve small-scale testing(laboratory testing and accelerated load testing) of the most promising pavement materials”.
The intentions for the work in Phase II included to strengthen current knowledge about thepotential and the limitations of the two materials (Epoxy Asphalt and High Performance Cementitious
Materials) identified in Phase I as promising candidate materials.
The Working Group on Economic Evaluation of Long Life Pavements Phase II, which wasestablished to undertake the project was chaired by Denmark and had 37 members from 18 countries
and the Secretariat. This report documents and provides analyses of the results of this major coordinatedresearch effort. A smaller group of members and countries led the research work. Nine national
laboratories from 8 countries (Australia, Denmark, France, Germany, New Zealand, Ukraine, United
Kingdom and Unites States) participated actively in the wearing course testing programmes, which wereguided by Technical Coordinators from the US Federal Highway Administration's Turner Fairbank
Highway Research Centre and France’s Laboratoire Central des Ponts et Chausées (LCPC).
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EXECUTIVE SUMMARY –19

Each laboratory participating in the Epoxy Asphalt (EA) testing utilised local materials andstandard as well as advanced test procedures (those typically used in the design of high volume
pavements). Effectively the epoxy-asphalt pavement material was compared with a conventionalreference pavement (typically with a modified binder) using the same testing and mix design. For High
Performance Cementitious Materials (HPCM), in order to have a consistent set of data, eachparticipating laboratory used the same constituents and mixtures in their tests.
It was recognised that the Epoxy Asphalt and HPCM surfaces will have to perform extremely wellacross a range of functional properties to be able to achieve the goal of a practically maintenance-free
30 year service life. Taken together, the testing provided valuable insights into the potential longevity of
the EA and HPCM wearing courses when subjected to real traffic and environmental conditions.

ES.4 Epoxy Asphalt
Epoxy Asphalt is a premium material, which has been used for many years as a road surface on
stiff bridge decking. The first such application, in San Francisco, is still meeting performancerequirements, after 40 years of service. Over time, Epoxy Asphalt has been more widely used for stiff
bridge decking applications in a number of other countries (e.g. recent extensive use in China).
Administrations have not used Epoxy Asphalt for regular road pavement surfaces as cheapermaterials have been available which, although they may not last as long, could be replaced relatively
easily and each time at moderate cost. The Phase II work provided an opportunity to test the properties
and suitability of Epoxy Asphalt for use in such highway environments.
The many tests performed on the acid-based epoxy asphalt materials in this project covered all theimportant questions regarding the properties which are known to be critical for the durability andservice life of a pavement under heavy traffic. The testing focussed in particular on the fatigue andfracture properties which are crucially important for longevity. The effect of oxidation on the binder
properties and condition of the surfacing was also considered to be crucial.
ES.4.1 Main findings in Phase II testing of Epoxy Asphalt
On the basis of the comprehensive testing undertaken, acid-based Epoxy Asphalt mixtures were
found to have greatly improved performance compared to conventional mixtures. In particularcompared to conventional asphalts, cured epoxy asphalts are significantly:•

Stiffer (higher modulus) at service temperatures, with greater load spreading ability.

•

More resistant to rutting.

•More resistant to low temperature crack initiation and propagation.

•

More resistant to surface abrasion from tyre action, even after oxidation.

•

More resistant to fatigue cracking (although the benefits are less marked at higher strainlevels).

•Less susceptible to water induced damage.

•

More resistant to oxidative degradation at ambient temperatures.

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20 – EXECUTIVE SUMMARY
A limited accelerated pavement testing (APT) trial of epoxy Open Graded Porous Asphalt (OGPA)
resulted in early signs of surface abrasion in the control section but not in the epoxy. Tests on the APT
sections demonstrated that the skid resistance of epoxy asphalt was not significantly different from thatof conventional asphalt.
In short, the tests undertaken confirmed that epoxy asphalt is a premium material that outperforms
conventional binders. Test performance of the Epoxy Asphalt materials studied in this phase wasconsidered greatly superior when compared with conventional materials, on the important indicators
central to assessment of the potential for long service life.
ES.4.2 Conclusions on performance expectations for Epoxy Asphalt
Performance expectations for the longevity and durability of Epoxy Asphalt surfaces were built up
during the project taking into account the results of the tests undertaken and experience with theirrelationship to longevity in the field. Nearly all the testing has indicated that Epoxy Asphalt should
provide a durable long lasting surfacing, even in the most heavily trafficked road situations.
There must be close consideration of the type of epoxy materials to be used and great care in the
choice of aggregates if the best performance is to be achieved. Epoxy asphalt needs close supervision
at time of production and laying to ensure full mixing is carried out and that time and temperature arecarefully monitored to achieve the best performance outcomes.
If all aspects of the process are correctly handled, Epoxy Asphalt should be able to provide asurfacing material that can be expected to meet the aim for a much extended, practically maintenancelife, i.e. 30 years or more.
ES.4.3 Issues for future research and testing on Epoxy Asphalt
Important issues for consideration in future research include:•

Curing and construction time. Further laboratory studies are needed prior to any
demonstration projects to optimise the curing profile with the desired rate of reaction for the
local conditions (time for curing, distance of transport and laying etc).

•

Curing period. It is important to establish when after the initial blending of the epoxy asphalt
the reaction is complete.

•

Curing temperature. Some epoxy systems have shown the ability to cure rather rapidly at alower temperature than might be expected. The prospects for lower temperature curing – andthe related potential for energy and cost savings during production – need further research.

ES.4.4 Construction issues for Epoxy Asphalt
Epoxy Asphalt is a material with high stiffness that can be applied in thin surface layers.
Production experience to date for the relatively small quantities used has almost exclusively been witha batch plant that gives good control of mixing time – an important part of its subsequent curing andpost-curing properties. However, for the trials in New Zealand a continuous mix drum plant was usedwithout problems.
Due to the thermosetting nature of the material, extra care is required in the timing of
manufacturing and construction phases to ensure the product is not over-cured before compaction. The
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EXECUTIVE SUMMARY –21risk of construction failures and damage to plant is greater than with conventional bitumen. For boththese areas, the perceived risk is likely to diminish in importance as experience with the material grows.
When uncured, certain epoxy materials are strong allergy provoking compounds. These were notused for the Epoxy Asphalts in this project. However, if such materials are used, special equipment andsafety precautions would be required for all involved in handling them while uncured.

ES.5 High Performance Cementitious Material (HPCM)
High-Performance Cementitious Material (HPCM) is an innovative product which was developed
and tested for road surfacing applications for the first time during the present project. This pavement
consists of a layer of ultra-high performance, fibre-reinforced fine mortar, in which hard, polishresistant aggregate particles are embedded, forming a 10 mm composite layer. As a new surfacing
material with no obvious reference material, considerable work was undertaken on the development of
HPCM mixes with the most suitable properties and evaluation of the HPCM needed to focus principallyon the actual test results.
The initial mix-design developed based on early research was improved during the project. It
evolved through a number of stages which included: selection of constituents, mix-design andlaboratory application processes and assessment of behaviour. It was assessed against critical properties
such as: skid resistance; binder function; protection of lower pavement layers; cracking behaviour; andbond between the cementitious mortar and the bituminous substrate.
Overall, the thickness of the fibre-reinforced mortar layer needed to be minimised for cost reasons.
At the same time, it needed to be thick enough to allow for good penetration of the chippings in the
fresh mortar.
The improved mix design took into account the results of the extensive materials testingundertaken by national laboratories. A thin cementitious surface layer is likely to develop discrete
cracks unless the layer is restrained by the underlying pavement structure. However, regardless of therestraint provided by the bond to the underlying structure, micro cracks will inevitably develop tocompensate for natural shrinkage and temperature strains. To ensure that crack openings remain microlevel, some reinforcement is needed and – given the thinness of the mortar layer – the research indicatedthat it required steel fibres added to the mix to fully meet this need.
ES.5.1 Main findings in Phase II testing of HPCM
The test programme was undertaken primarily at laboratory scale and focussed on the main
performance issues:•

General physical properties of HPCM particularly in regard to bond to substrate and capability
to establish a lasting bonding of chippings to the matrix.

•

Ductility and fatigue properties.

•

Durability under environmental impact.

•

Surface properties, noise and skid resistance.

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22 – EXECUTIVE SUMMARY
Testing of the HPCM matrix for compressive strength, tensile strength and modulus of elasticity
indicated the material can be characterised as High Strength/High Modulus. The results indicate HPCM
wearing courses will have good bonding properties as well as durability, confirming these objectives
have been achieved.
Testing at medium scale demonstrated that a durable bond between asphalt binder course and
HPCM can be established, provided the asphalt surface prior to paving of HPCM has been carefully
scarified and cleansed. It is also critical for this asphalt to be in the high range regarding E-modulus andtemperature resistance. While a loss of chippings in the order of 10% could be expected, primarily inthe very early stages of the pavement service life, the bonding between matrix and chippings appeared
to be of a sufficiently high quality to indicate that the majority of the chippings will stay in place forthe full service life of the pavement.
ES.5.2 Conclusions on performance expectations for HPCM
Testing has shown that HPCM has great strength and integrity. It is clear that certain requirements
need to be met – including a strong and even lower layer and careful embedding of chippings – to ensure
maximum performance.
By comparison with Epoxy Asphalt, the HPCM solution needs more development, including
operational laying techniques, before being ready for commercial introduction as a long life surfacing.
However, the tests undertaken in Phase II at the same time the HPCM mix-design was being
developed indicate there is a high probability that the current uncertainties about HPCM applications
will be overcome.
From the testing and performance in the tests, it is considered that, if the HPCM layer performs
well for the first 1-2 years, then it is unlikely to fail in the following years. It is the expectation that thissurface, based on further trials, can be developed into a final product characterised by high safety,
comfort, durability and limited noise emission.
ES.5.3 Issues for future research and testing on HPCM
A number of issues were identified for future research and testing, including:•Effect of water dosage on HPCM properties. The water dosage has a significant impact onmortar engineering properties, such as: ease of mixing (at industrial scale) and workability;
chippings loss; and bond with the asphalt.

•

Industrial application technology. The adaptation of existing equipment or the practicaldevelopment of new pavement laying equipment needs to be given a high priority to support
the proposed Phase III field testing.

•Two-dimension cracking tendency. The test pad chosen for testing two-dimension cracking
tendency needs to be fully representative of a real pavement and laid on a sufficiently stiff
asphalt material.

ES.5.4 Construction issues for HPCM
Production of HPCM is seen as a manageable process using existing know-how and equipment.
However, some modification of existing equipment or development of new equipment will be required
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EXECUTIVE SUMMARY –23

for laying the HPCM mortar and inserting the chippings. Construction factors that are important include
the availability of constituent materials, the mixing process and the workability of the freshly mixedmaterial. The application of the chippings should ideally take place immediately after placing the thinmortar layer, i.e. with the same machine or with a chip spreader. A light rolling or tamping action isrequired to ensure the desired embedment of the chippings and a flat, even running surface.
ES.6 Summary Conclusions from the Project
The project reflects the concerns of road owners for the slow and limited innovation in pavement
technology where industry has been leading the way for many years. It has intended and succeeded indemonstrating the scope for significant advances available in materials which are not normallyconsidered in the traditional thinking of pavement development. Having now demonstrated the realpotential for using alternative materials, it is expected that industry and road owners together can movetowards the implementation of these innovations.
ES.6.1 Properties and performance of current premium pavements
Maintaining safe, comfortable and durable surfaces on heavily trafficked motorways has long beena major challenge to road owners and their operational units, who manage the construction andmaintenance of their roads.

•

Rigid concrete roads are often chosen for roads with much heavy traffic as they offer highstrength and durability, but modern requirements for comfort and noise generation imply alimited initial macrotexture, which may lead to low skid resistance after some ten or twenty
years of traffic.

•

Semi rigid pavements permit the use of flexible surfacing with a rigid, cementitious substrate,
which can meet the bearing requirements for a heavy-duty road, but will require relatively
frequent maintenance and repaving in order to provide the safety and comfort required, e.g. on
motorways with high volumes of passenger vehicles travelling at relatively high speeds.

•

Flexible pavements, in which the surfacing as well as the base layer are made of flexible,
bitumen-bound materials, constitute the third and probably most common pavement type forhigh-trafficked roads, despite their inherent problems of deformation and fatigue under theloads of the heavy-vehicle share of the traffic.

While recent research has resulted in significant improvement in the durability of the structurally
important base layers of pavements, surface pavements have barely kept up with the increase in theloads and density of traffic. At the same time the demand for low noise pavements has also challenged
the basic durability objective, inasmuch as the structures of low noise pavements tend to conflict withthe service life of these pavements. Thus frequent closures of the roadways for the purpose of repairs
and repaving are still the order of the day, but constitute a growing problem as an important factor in
the increasing problems of congestion.
ES.6.2 Expected advantages of long life surface pavements
The two long life surface pavements types which have been the objects for the research describedin this report are intended to serve as a cure to the problems of today’s pavements. They are bothdeveloped with a target service life minimum of 30 years, and interpretations and extrapolations of theresults of the tests conducted during this project do not contradict the assumptions that this target isachievable.
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24 – EXECUTIVE SUMMARY
One of the two long life solutions, Epoxy Asphalt, has already demonstrated its ability to deliver
such long service lives as pavement on bridge decks of steel. The laboratory tests and the testing inaccelerated pavement loading facilities confirmed that this material has the superior qualities on
performance indicators useful for assessing longevity, such as stiffness and resistance to rutting, lowtemperature cracking, fatigue cracking and surface abrasion (even after oxidation) and is lesssusceptibility to water induced damage.
Experiences from the testing as well as separate consideration of the available technologies
provided insights into the production and construction process which will be needed for larger scale useof the EA materials for surface pavement on highways. It was concluded that these processes do notpresent unusual problems, although timing and proper protection of the workers’ health are importantconsiderations.
The other long life solution, High Performance Cementitious Material with steel fibre
reinforcement, represents a novel application of a material class which has been intensively researchedfor other construction purposes in recent years. It was therefore known from the onset, that it provides
exceptionally high strength, even when used as here in a wafer thin pavement of only 10 mm. Much
research was spent on designing the concrete mix to achieve a composition of materials which is not
susceptible to the formation of cracks, and then to determine the best way to ensure a long-lasting bondto the substrate. Further efforts were spent on finding ways of embedding the aggregates in the matrix
in ways that make them stick and provide for a good multi-year friction performance. This challenge
was also met. HPCM has, in short, demonstrated its long life performance capabilities by properties
such as its ability to bond to the substrate and establish a lasting bonding of chippings to the matrix,
its fatigue properties, durability under environmental impact, and its surface properties, particularly
skid resistance.
Production of HPCM is seen as a manageable process using existing know-how and equipment,
while it is less straightforward to lay it with existing technology without some modification or
equipment development.
It is concluded that both materials, High Performance Cementitious Material with steel fibre
reinforcement as well as Epoxy Asphalt, are likely – at high levels of probability – to be able to provide
long life solutions to the demand for surface pavements which can be placed on existing pavements if
these have a long remaining life.
There is of course a cost to this, which must be considered, and which is summarised in the next
section and the associated table. It is also obvious that both materials now need to be tested under
traffic in limited trials after using realistic production and laying methods. This is discussed in the final
section.
ES.6.3 Indicative Costs for Epoxy Asphalt, HPCM and conventional wearing courses
This section provides a comparison between the indicative cost estimates for EA and HPCM
surfacing. It also compares these indicative estimates with current surfacing costs using conventional(reference) surfacing materials.
The actual costs for both types of surfacing are, of course, likely to vary depending on the amountused, and a range of other factors including the experience of the contractor and supplier involved andthe location and country/region concerned.
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EXECUTIVE SUMMARY –25

Epoxy Asphalt costs and risks
The indicative costs set out in the Table below were estimated principally on the price of natural
aggregate materials and of epoxy asphalt materials, and a typical price for mixing, transport and paving,
assuming use of current production technology. Because experience is very limited, only a few countries
were able to provide cost estimates.
The skid resistance of an epoxy asphalt surface will lessen in time and may need restoration within
the structural life of the surface layer. Such a treatment was considered in the economic analysis carriedout in Phase I but has not been included within the initial works costs that are included in Table ES1.
HPCM costs and risks
As there are yet no commercial applications, there is currently greater uncertainty about HPCM
surfacing materials and costs than about EA surfacing costs.
The indicative costs of HPCM wearing courses are assessed by extrapolation of material, mixing
and transport costs for current cementitious pavements and on estimated paving costs, which will behigher – although how much higher will depend on any new or modified paving equipment that has tobe developed.
Conventional (reference) surfacing
Cost estimates were provided by several countries and assume typical 30mm thin surfaces or SMA
type wearing courses as used in each country. Responses indicated that current costs for conventionalsurfacing which had risen significantly – particularly in Western Europe – could now be taken as around
EUR 20 per square metre. The actual range was from EUR 13-25, depending on location.
Comparison of indicative costs
Table ES. 1 shows indicative costs for Epoxy Asphalt, HPCM and conventional (reference) asphalt
30mm ‘thin surfacing’ which has been used as a typical standard base material. The figures in the table
are thought to be realistic assessments of indicative costs, as may be appropriate in Western Europe.
Table ES.1. Comparison of indicative costs between materials

Description

Expected Lifespan
Milling 50-100mm
Binder course (50mm)
Tack/bond coat
Wearing course
Total costs

Typical Surfacing Costs in €/M2 for Western Europe
Epoxy Asphalt
HPCM
Conventional
30 mm wearing
10 mm wearing
30 mm asphalt
coursecoursesolution~30 years
0.75-1.25
6-10
0.25
18-33.5
25-45(1)~30 years
0.75-1.25
8-12
18-22
27-35

7-15 years
0.75-1.6
6-12
0.1
6-12
13-25(2)Notes: (1) Cost of restoration (once) of skid resistance during the service life not included. (2) Costs of minor repairs
during 15 years of service not included.
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26 – EXECUTIVE SUMMARY
The estimates in Table ES.1 suggest that the cost of an advanced surfacing could be between 2 and3 times the cost of a conventional resurfacing treatment. The indicative cost premiums for the Epoxy
and HPCM wearing courses, by comparison with conventional (reference) surfacing costs, are probably
less than assumed for Phase I of the study. In part, this is due to having a better understanding of thecosts and production processes involved, but is also due in part to the significant increase in the cost ofasphalt surfacing, particularly in Western Europe, in recent years.
The whole life costing exercise completed in Phase I showed that the use of advanced surfacing on
high-traffic roads would result in net benefits when the discount rate used in the analysis is below about
6 % p.a. and when the advanced surfacing does not cost more than about three times as much as
conventional materials. These benefits were estimated on a whole life cost analysis over a period of atleast 30 years and take user delay costs during maintenance into account. The indicative cost estimates
set out in Table ES.1 would appear to be broadly consistent with this envelope of costs.
In these circumstances, it is clearly for each country to consider, using their own analysis with theirown national data to decide on a case-by-case basis, when advanced surfacing could be appropriate andwhether the long term benefits including reduced maintenance costs and associated user cost savings
outweigh the increased initial costs. However, the indications are that there are reasonable prospects that
this will be the case.
Having now demonstrated the real potential for using alternative materials, it is expected thatindustry and road owners together can move towards the implementation of these innovations. It is also
obvious that both materials now need to be tested under traffic in limited trials after using realistic
production and laying methods. This is discussed in the final section.
ES.7 Recommendations for Phase III Trials
The research in Phase II has provided comprehensive results from laboratory testing and trials invarious accelerated pavement testing machines.
The expectations for the durability and long-life capabilities of the materials are based on
extrapolations of observations made during the testing reported here, but nobody can give fullguarantees for the behaviour of materials in the extrapolated time domain. Therefore, if the potential
economic benefits of these advanced technology pavements types are to be realised, then the innovation
process must be taken to the next phase, in which the materials are tested in larger scales under real
traffic on roads or off roads.
The project has therefore progressed to the point where limited field trials under traffic – either on
the road network or off-road – are the logical next phase, and necessary if the potential economic
benefits of these materials and techniques are to be realised. It is also obvious that – as always with suchlarger-scale trials of new materials and techniques – there are risks. Still, it is assumed that some roadauthorities, perhaps in partnership with industry, will be prepared to take this step.
While such steps could be taken individually, jointly planned and coordinated trials anddemonstrations offer shortcuts to a broader based and earlier establishment of better practices for all.
Such a coordinated trials programme would aim to demonstrate that the performance assumed
from the laboratory tests and the accelerated testing will hold within the period of the trial under real
traffic and environmental conditions – and that a large number of collateral aims and the materialspecific aims described below will also be achieved.
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EXECUTIVE SUMMARY –27

ES.7.1 Overall aims of the trials
The overall aim of a coordinated programme of field trials of the Epoxy Asphalt and HPCM
surfacings – which offer real prospects for use on long life pavements – is as follows:•

To demonstrate that the performance envisaged on the basis of the laboratory tests and theaccelerated testing will hold within the period of the trial under real traffic and environmental
conditions.

Collateral aims include to:•Develop construction methods (in particular substrate preparation requirements) that arecompatible with the properties of the materials and the quantum and quality specifications of
the resulting pavement.

•

Improve the basis for realistic estimation of construction costs using these materials.

•

Study variations in performance under varying conditions of traffic, the effects of limited
variations in aggregate properties which can affect long-term friction properties and the noiseproperties of the test pavements under real traffic.

•

Increase the comfort level for contractors by providing opportunities for them to gain
experience with these advanced paving materials.

The last of these is especially important. As contractors move up the learning curve, it can be
expected that construction practices will adapt as necessary and the paving costs of advanced surfacings
will ultimately drop as experience and volumes increase.
ES.7.2 Specific targets for Epoxy Asphalt Phase III trials
The Epoxy Asphalt material is ready for large scale demonstrations on the roads, and thechallenges of producing and laying this material are considered as moderate. The major practical issue
is linked to the health effects of the uncured epoxy asphalt binder, which has resulted in serious
restrictions to use in some countries. Any reservations by the health authorities should therefore beprompted and cleared at this stage.
There are a number of EA-specific trial aims, including: testing of locally available materials;
determining the performance of EA materials having different chemical formulations – and the impactof aggregate type on long life surface characteristics; testing of various EA layer thicknesses; andtesting in various climatic regions.
ES.7.3 Specific targets for HPCM trials
There are a number of HPCM-specific trial aims, including: use of locally available materials as
opposed to material from one supplier; development of techniques for laying the mortar and insertingthe chippings; and testing of several asphalt base courses and several mixtures with water-cement ratio
ranging from 0.20 to 0.30 to achieve the best balance between mixing/handling/placing and theperformance of the hardened material.
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28 – EXECUTIVE SUMMARY
ES.7.4 Proposed Phase III Field Trials: Summary of Recommendations
Field trials are recommended to: allow the new surfacing materials to be tested on the ground inreal traffic and environmental conditions; promote improved production and laying techniques and thedevelopment of new equipment where needed; and to focus on quality control.
It is recommended that:•

Interested road authorities be invited to register with the JTRC Secretariat their interest in
joining the proposed trials as soon as possible after the publication of this report and before ayear has passed.

•

When a minimum of three trial offers have been received with any of the materials, a
preparatory meeting be called by the host organisation. Such preparatory meetings must
appoint a project coordinator and agree on the fundamental plans and principles for the
management of the trials.

•

Participants may begin trials whenever it suits their plans after the preparatory meeting, but
not later than May 2009. The trials must last a minimum of 2 years and must be terminated nolater than May 2011.

•

Participants must be prepared to deliver their final report within 3 months after their trials
have been completed and no later than in July 2011. The two consolidated reports, one foreach type of material, are drafted by the coordinators for the two series of trials and final
meetings are held to edit and agree the final versions of the reports.

It is further recommended that:•

The JTRC assumes the role of the host organisation and responsibility for calling the meetingsof the participants in this Field Trial phase.

•

The responsibility for the funding and management of the field trials as well as recording anddisseminating of the results of the trials rests with the sponsoring organisations, theparticipants and the project coordinators.

NOTE

1. The typical costs of roadworks referenced in the findings of the Phase I report are specified in US
dollars and take into account exchange rates applicable at the time the Phase I report was being
prepared.

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BACKGROUND AND CONTEXT –29

1. BACKGROUND AND CONTEXT

1.1 Background
The properties of road pavements have been the object of a large and rich research tradition for
more than 50 years, an important topic on university curricula for students of road engineering, thecatch word in titles of innumerable seminars and congresses and a target for decisions of huge economic
consequence for road owners and contractors.
The issue of prolonged service life of road pavements has been a key concern for roadprofessionals for more than a decade, heralded by the appearance of the term “long life pavements” asdistinct from the term “durable” pavements, which has carried the notion of satisfactory pavement
performance for many years.
“Long life pavements” are seen as particularly desirable on heavily trafficked roads to avoid thecosts of road maintenance works, including the delays they inflict on road users, particularly incongested traffic conditions. In such environments, long life pavements would be expected to show highquality performance without the need for significant repair for more than 30 years. It is also in suchenvironments that the benefits of avoiding major repairs and re-pavements may become large enoughto justify the higher initial costs of such pavements.
It has been demonstrated that long life as just described is achievable for the subsurface
pavement layers, but the surface layer or wearing course, which is critical for safe and comfortable
driving, remains the Achilles’ heel of the concept. This thin uppermost pavement layer is more thanany other part of the structure exposed to air, sun and weather, and to the wear, tear and deformationof the traffic it carries.
1.2 Context for long life wearing courses
In most Member countries, the road network constitutes one of the largest community assets
and is predominately government-owned. Road administrations must maintain, operate, improve,
replace and preserve this asset while, at the same time, carefully managing the scarce financial
and human resources needed to achieve these objectives. All of this is accomplished under theclose scrutiny of the public who pay for and are regular users of the road network, and who
increasingly demand improved levels of service in terms of safety, reliability, environmental
impact and comfort.
In this context, Governments are clearly expecting road administrations to improve theefficiency of, and accountability for, the management of the road network. Indeed, in many countries,
local highway authorities face formal accountability and reporting requirements on how they manage
their assets.
Many road administrations have adopted an asset management approach, which, as applied to theroads sector represents “a systematic process of maintaining, upgrading and operating assets,
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30 – BACKGROUND AND CONTEXT
combining engineering principles with sound business practice and economic rationale, and providing
tools to facilitate a more organised and flexible approach to making the decisions necessary to achieve
the public’s expectations”.
The Economic Evaluation of Long Life Pavements – Phase I report (OECD, 2005) summarised
the current context and importance of the Long Life Pavements project in the following terms:“Governments have devoted considerable resources to the development of high-qualitytransport networks – particularly road networks – which subsequently need adequate
maintenance.
In many nations with mature road networks, new road construction typically accounts foraround 50% of the road budget. Much of the remainder of national road budgets is spent on
maintenance and rehabilitation of existing roads. Current road construction methods andmaterials contribute to this outcome, as they lead to recurrent maintenance requirementsthat can only be met at a relatively high cost. In recent years, innovation in the road sector
has focused on economic and organisational structures, while changes in road paving
techniques have been much less dramatic. Rather, they have at best been incremental. Yet,in order to optimise national highway budgets, whole-life costing methods are increasingly
used to determine how, where and when to best spend budget funding on road construction
and maintenance. Within this framework, the shift to full maintenance contracting hashelped reduce costs, and the adoption of long-term contracts has helped establish anenvironment in which the development of more durable pavement types could be stimulated.
A survey of member countries shows that pavements in use on high-traffic roads are
typically re-surfaced every ten years (depending on local conditions). Within the ten-year
period, there may be some other road maintenance closures for pavement repairs like
patching and sealing. Indeed, the initial construction costs of a pavement are often
surpassed by the costs of its life-cycle maintenance and operation. From a roads-budget
viewpoint, maintenance work incurred in future years may seem preferable to increased
capital expenditure now.
However, apart from the direct costs of maintenance funded from road administration budgets,road maintenance also imposes significant costs on users. On highly trafficked roads inparticular, road maintenance is likely to cause traffic congestion and disruption to normal
traffic flows. Despite the measures taken by road maintenance operations, the costs to users
in many locations are high and increasing. Hence, there are growing pressures for long-liferoad infrastructure pavements that require minimal maintenance and can therefore avoid
many of these future costs to road administrations and users.
Road infrastructure investment has generally increased less in many countries than roadtraffic. If these trends continue, the outcome will be increasing intensity of road traffic on road
networks in the future. These trends support the view that there will be increasing numbers andproportions of roads which are highly trafficked and therefore candidates for more durable
pavements at higher construction costs”.
1.3 Whole life costingMore and more, it is important to look at a project on a long-term basis. The concept of whole life
costing is not new and has been adopted by many road administrations. It requires an economic
assessment which considers significant current and projected cost flows over a whole life period of
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BACKGROUND AND CONTEXT –31

analysis, expressed in monetary value. The projected costs are those needed to achieve defined levelsof performance, including reliability, safety and availability.
Whole life costing analysis is used to identify the extent and timing of the costs involved and tohelp choose the most cost-effective pavement type. Whole life costing analysis uses Net Present Worth(NPW) or Net Present Value (NPV) assessment of future costs to provide a common basis ofcomparison of those costs. A social time preference rate or discount rate (which reflects the social value
attached to current versus future expenditures and benefits) is used to reduce the value of costs that
occur in the future to a common base year.
For highways, private sector involvement is often seen not only as an initial source of capital but
also as a way to introduce innovation and alternative thinking to the construction process. With
generally longer-term commitments of the private organisations than previously experienced, recent
history has shown that their design organisations and contractors will look at materials and theconstruction process with the aim to reducing overall costs including those associated with long-term
maintenance.
In the context of improving sustainability in the longer term, consideration also needs to be given
to the potential for recycling of the whole pavement at the end of its useful life. Recycling potential will
depend on the materials involved – e.g. whether the pavement is epoxy asphalt or cement based – aswell as on the quality of the aggregates used.

1.3.1

Are long life pavements affordable?

Improved and alternative advanced pavement materials are needed to reduce the need formaintenance, alleviate congestion and reduce costs to road owners as well as road users.
The “big” question then is: Is it economically viable to spend more money initially on advanced
surfacing systems that will save money on roadworks and reduce congestion, when the analysis iscarried out in whole life cost terms?

1.3.2

Recent worldwide experience

Research undertaken over the last 10 to 15 years has explored the whole-of-life costs that need tobe considered in answering the “big” question. These costs include vehicle operation costs, accident
costs, and delays during maintenance and rehabilitation.
The OECD report ‘Road maintenance and rehabilitation: funding and allocation strategies’(OECD, 1994) summarised the likely contribution of the range of direct road administration and user
costs and their potential impacts on the maintenance strategies adopted. These are demonstrated in
Figure 4.1, which is taken from the OECD report.
As this indicative graph illustrates, if road administrations base their decisions only on minimising
direct road administration costs, they would be likely to undertake road maintenance at times which
impose higher costs on road users and result in less than optimal total project costs.
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32 – BACKGROUND AND CONTEXT
Figure 1.1. Engineering-economic approach to optimising road rehabilitation and maintenance
Cost

T=C+D:
Total Cost
C:
Road Administration
Cost
P

N

D:
Road User Cost
M

Road Condition

M = Optimal road condition
MN = Budget to sustain optimal road condition
MP = Total cost to sustain optimal road condition
Source: (OECD 1994).

Different pavement types have different cost profiles over their lives. Initial construction costs ofa pavement are often surpassed by the costs of its operation. There are many other aspects that could
have an effect on a whole life cost analysis and most likely these will vary significantly from region toregion. Variations can be expected for example in road type, pavement type and road condition, that arelikely to lead to diversity in construction, operating and user costs. Further differences can be expected
between countries in the evaluation parameters such as the analysis period for the assessment of the
project, the discount rate to be used in the analysis and the salvage value (or residual value) of the works
at the end of the evaluation period.
All such aspects need to be considered in detail to allow proper assessments to be made. The next
section highlights the findings of the first Phase of the Economic Evaluation of Long Life Pavements
project, which explored these issues in more detail.

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KEY FINDINGS OF PHASE I STUDY –33

2. KEY FINDNGS OF PHASE I STUDY

2.1 Overview
The first phase of this study, the Economic Evaluation of Long Life Pavements – Phase 1 (OECD,2005) – was undertaken as part of the OECD’s Road Transport Research and Intermodal Linkages(RTR) Programme that terminated in December 2003.
The Phase I work assessed the likely envelope of costs for economic viability of new long life
wearing courses, taking into account all the costs involved including initial construction costs as well assavings in maintenance costs and user cost savings expected in the longer term.

2.2 Economic Findings – Long Life Pavements Phase I Report
The Phase I study tested the theory that the provision of an advanced long-life road surfacing at
higher initial cost may be economically worthwhile (in whole-life cost terms) compared with aconventional surface, when user costs are considered. The Phase I report reviewed the aspects thatshould be considered for an economic analysis and emphasised the importance that road user costs
played in any analysis. Highly trafficked roads easily become congested as a result of accidents andincidents, road maintenance or under-capacity and this congestion causes increased costs to road users:
private individuals, industry and businesses, including road freight operators and their customers, andtherefore the wider community.
The Phase 1 work could only carry out an indicative economic analysis since the advanced
materials required had not, in the initial stage of the study, been identified or tested. As the possible
materials and their properties were being investigated, the economic analysis focussed on the envelopeof costs and performance that would be required for such new wearing course materials to beeconomically viable. The ranges of the basic criteria used for the analysis that was carried out for hightraffic roads were as follows:•

Traffic: 40 000 to 100 000 AADT.

•

Proportion of heavy vehicles: 5 to 20%.

•

Discount rate: 3 to 10%.

•

Surfacing cost: 3 times or 5 times current costs for reference materials.

•

Life of advanced surfacing before maintenance: 30 or 40 years.

•

Traffic growth rate: 1 or 2% pa.

The economic analysis undertaken in Phase I showed that in certain circumstances there could beconsiderable economic benefit in developing new long life pavement wearing courses with the
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34 – KEY FINDINGS OF PHASE I STUDY
appropriate performance characteristics. The detailed findings included in the Executive Summary of
the Phase I report were as follows1:“From a cost viewpoint, long-life pavement surfacing costing around three times that of
traditional wearing courses would be economically feasible for a range of high-traffic roads.
This would depend on an expected life of 30 years, discount rates of 6% or less and annual
average daily traffic (AADT) of 80 000 or more.
Sensitivity testing was carried out to establish the broad envelope of conditions under which longlife pavement surfacing becomes economically feasible. This work assessed the effect of different
discount rates (3-10%), traffic levels (40 000 to 100 000 AADT), durability (30- or 40-year longlife pavements), wearing course cost (three-fold increase or five-fold increase), the proportion ofheavy vehicles (5-20%) and the effect of day-time or night-time maintenance schedules. Details
are provided in the report. Such increases in wearing course costs need to be seen in the context
of typical pavement construction costs. For the example scheme chosen, a dual three-lane
motorway, pavement construction costs would amount to USD 1.8 million to USD 2.25 million
per carriageway kilometre. This estimate includes features such as earthworks, drainage, line
markings, safety fences, etc., but not other structures such as over or under bridges, gantries, etc.
At present, the surface layer (the wearing course) of such pavements represents around 9-12%of the above indicative pavement construction costs. A three-fold increase in the wearing
course cost would imply an increase in overall pavement structure construction costs of up to
24%, and the surface layer would then represent around 30% of the construction costs.
Of course, the total construction costs of high-traffic roads are extremely variable, depending
not only on pavement construction costs but also on the number of bridges, tunnels andearthworks actually involved. Overall average costs per kilometre increase to between
USD 3.15 million and USD 3.6 million per carriageway kilometre, taking these other costs
into account. In this respect, a three-fold increase in the cost of the surface layer of thepavement would have a lower impact in terms of overall motorway construction costs per
kilometre, i.e. between 10% and 15%, and the surface layer would represent between 5% and
20% of the total construction cost. If a completely new road scheme were to be examined, thispercentage would be even lower when total costs including structures, land purchase, design
costs and communications are taken into account.
Long-life wearing courses for which these indicative evaluations have been undertaken are
not yet in general use. The cost, the life, the condition and the maintenance arrangements
included in the analysis of the advanced surfacing are targets and assumed to be achievable.
Their technical feasibility is the focus of the subsequent research stages of the work”.
The main conclusion from the economic analysis was therefore that, under the standard modellingcase with the assumptions outlined, there are likely to be economic benefits in using long life wearing
courses when the initial cost is around three times traditional surfacings and traffic levels are high. Aswell, the analysis showed the importance of user costs. Advanced long life wearing courses will be more
economic when user costs are taken into account, as there are significant benefits in avoiding
maintenance disruption to road users.
2.2.1

Results of sensitivity testing

The results of variations in some of the key parameters and assumptions used in the economic
analysis are highlighted in Figure 4.1, which shows the percentage saving in the NPV of costs of theadvanced long-life surfacing over the traditional surfacing (a positive value above the zero axis indicatesa saving if a long-life surfacing is used).
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KEY FINDINGS OF PHASE I STUDY –35

Figure 2.2 assumes that the advanced surfacing costs three times more than traditional surfacing
and shows that the outcome of the analysis is very sensitive to the discount rate chosen. At high discountrates, long-life wearing courses would only be economical on highly trafficked roads (e.g. above around80 000 AADT).
Figure 2.2. Results of sensitivity analysis
Percentage saving in NPV (%)
60
40

Discount Rate

20

3%
6%

0

8%

-20

10%
-40
-60
40 00060 00080 000100 000

Traffic (AADT)

Source : OECD (2005)

If the initial cost of the long-life wearing course is five times the cost of traditional surfaces, such
surfaces would only be economical on quite highly trafficked roads in countries with very low discount rates.
For the advanced surfacing options, the sensitivity testing indicated that:- The net present value (NPV) of savings over the traditional surfacing option increases as the
traffic flow increases or as the discount rate decreases.

•

Some savings are likely for heavily trafficked roads (above 80 000 AADT) at any usual
discount rate.

••

Only schemes with the heaviest traffic levels will show a saving at discount rates as high as 10%.

•When traffic levels are around 40 000 AADT or lower, there are unlikely to be worthwhilesavings.

•

Except at very low discount rates (i.e. 3%) and high traffic volumes, high-cost wearing
courses (i.e. five times the costs of traditional wearing courses) would not be expected to beeconomically viable).

At lower traffic levels around 60 000 AADT, there will only be a saving at low discount rates(about 3%).

In summary, the advanced surfacing could generally be expected to be economically viable fortraffic levels above around 70 000-80 000 AADT. With discount rates below 6%, long life wearing
courses could be viable at 60 000 AADT or even between 40 000 and 60 000 AADT.
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36 – KEY FINDINGS OF PHASE I STUDY
2.2.2

Findings concerning candidate wearing course materials

The Phase 1 investigation examined a wide variety of possible materials in various groupings. The
requirements and necessary properties of suitable advanced materials were considered and possible
candidates listed. The materials were considered against a set of headings under the following major criteria:
DesignMaintenance

Testing

Anticipated Lifetime

Production

Cost

Construction

User Criteria

Health and Safety

Availability

The results of the comparison allowed recommendation of materials for the following phase of the
project. Wider aspects of prefabrication and accelerated paving practices were also considered.
The review of advanced surfacing materials, currently under research or in limited use in smallscale projects, indicated that there are indeed materials that could be feasible for long-life surfacing of
the standard assumed in the analysis. From the review of materials, the study concluded that two typesof materials in particular had the potential to fulfil the requirements. These were:••

Epoxy Asphalt (EA).
High Performance Cementitious Material (HPCM).

The findings included in the Executive Summary of the Phase I report were as follows:“Epoxy asphalt
Considerable field data and performance histories exist on epoxy asphalt, which has beenused on various bridge decks. Of particular note is that the epoxy asphalt placed on the San
Mateo bridge deck in the United States back in 1967 is still performing well.
High-performance cementitious materials with an epoxy friction course2
For high-performance cementitious materials (HPCM), while all of the data stems fromlaboratory efforts, the properties are quite remarkable, particularly their strength and flexureproperties. Possible shortcomings of this product, namely, poor noise and splash reduction
and friction properties, can probably be overcome with improvement of its macrotexture.
A long-life wearing course will have to withstand very long-term traffic (and traffic growth)
as well as varying environmental conditions. A period of testing and development work will be
required to establish which materials can reliably produce maintenance-free longevity within
the cost envelopes outlined. A review of testing methods set out in the report identifies tests
that can be used to simulate ageing and study cracking, de-bonding, rutting, ravelling andpolishing performance. The need for testing to establish, in addition, drainage and noise
performance is also emphasised. In summary, based on the co-operative international
research undertaken, the report concludes that there are materials potentially available thatcan support the development of long-life surface layers for road pavements. In addition,
provided such materials prove to have the necessary technical properties, there are strong
economic arguments for developing such pavements for highly trafficked roads.”
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KEY FINDINGS OF PHASE I STUDY –

2.2.3

37

Towards Phase II

The Phase I report provided guidelines for a research programme to be carried out as part of Phase
II of this project. The objective of this further work would be to assess the real capacity of the candidate
materials and their suitability as long-life wearing courses.
There were also suggestions on the steps to be taken during the Phase II work – which were helpful
in getting the work underway – including:“This further work will establish the properties necessary for the advanced surfacing in termsof resistance to rutting, cracking, ravelling, stripping and weathering but must also examine
other important aspects including long-term polishing and loss of skid resistance, spray
reduction and noise emissions. The review in Chapter 6 highlights the necessary criteria andexamines a possible testing programme and the extent that this will be required, including theimportance of full-scale testing and the use of accelerated load testing techniques”.
2.3 The Phase II Study
The testing programmes actually developed for the Epoxy Asphalt and High Performance
Cementitious Materials are set out in detail in Chapters 4 and 5. These chapters also highlight the resultsof these testing programmes and, in conjunction with the assessments in Chapter 6, lead into thefindings and conclusions about the suitability of these materials for long life surfacings which are set
out in the later chapters of this report.

NOTES

1.

The typical costs of roadworks referenced in the findings of the Phase I report are specified in US
dollars and take into account exchange rates applicable at the time the Phase I report was being
prepared.

2.

The need for an epoxy bound friction course was later abandoned.

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PHASE II – MANDATE, SCOPE AND ORGANISATION –39

3. PHASE II – MANDATE, SCOPE AND ORGANISATION

3.1 Mandate
The Mandate of the Joint Transport Research Centre approved by OECD Council in 2003 was asfollows:“The Centre shall promote economic development and contribute to structural improvementsof OECD and ITF economies, through co-operative transport research programmes
addressing all modes of inland transport and their intermodal linkages in a wider economic,
social, environmental and institutional context”.
The Joint Transport Research Centre’s Programme of Work (2004-2006) was approved byTransport Ministers of OECD and ITF countries in Ljubljana in May 2004 [CEMT/CM(2004)9].
The Centre’s Strategic Directions and Programme of Work were also approved by OECD Council[C(2004)123], in July 2004.
3.2 Phase II Project Scope
The proposed scope of the Long Life Pavements Phase II study as approved by Transport Ministers
in 2004 included:“This next phase of the project will coordinate sufficient initial testing by national testinglaboratories to assess the durability of the wearing courses. This will involve small-scaletesting (laboratory testing and accelerated load testing) of the most promising pavement
materials”.
The objective of this second phase of the project was to strengthen knowledge about the potential
and the limitations of the two prospective candidate materials that had been identified for further
research as possible innovative long life wearing courses in Phase I i.e: epoxy asphalt and highperformance cementitious materials.
3.2.1

Principal Tasks
The principal tasks to be undertaken in Phase II of the project included:•

Assemble available information regarding the use of the candidate materials for pavement
construction (design, construction, long-term behaviour) – based on the experience of thecountries participating in Phase II. Identify the knowledge gaps and specify the higher
performance (mechanical and environmental durability, use-performance) requirements.

•

Define an experimental programme aimed at filling the knowledge gaps, improving theperformance of the materials where needed and assessing the real long term performance ofthe materials, when placed on different types of support structures (noting such supports mustalso have long-life structural characteristics).

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40 – PHASE II – MANDATE, SCOPE AND ORGANISATION•

Test the wearing courses under conditions that reflect expected requirements, taking into
account possible future changes in policy or demand – such as in relation to mass limits,traffic mix and speed. This will allow comparisons with the performance of typical materials
used today.

•

Ensure co-operation on the research work amongst the different laboratories participating inPhase II, in order to make best use of the test facilities and human and other resources andcreate synergies.

•

Assess the technical suitability and real prospects of the candidate materials in theconstruction of long-life wearing course.

•

Identify and consider any research results that bear on the conclusions of the economic
evaluations undertaken in Phase I or the physical conditions which might best suit the use ofsuch materials as long life wearing courses (support, traffic, loads, climate).

3.2.2

IssuesSome key issues related to the Terms of Reference that needed to be addressed included:•

The design of the wearing course material and of the wearing course itself (thickness) in order
to: resist traffic and environmental conditions; protect the underlying layers from surface
water; and offer durable friction properties throughout the service life.

••

Enhancement of anti-noise and anti-splash performances.

•

Recycling at the end of its life.

Construction technology considerations such as: support for the long-life wearing course; linkwith the support (tack coat and need for a binder course); conditions of placement for thewearing course (including health issues); and curing time before and after reopening to traffic.

The further research on these possible innovative long life wearing courses was to be done by
rigorous testing in the laboratory and, if justified by the results obtained, selected tests in accelerated
loading facilities. Complex, long and expensive full scale testing was not envisaged, but it was expectedthat some development of the materials may have needed to be accommodated. Full scale road tests
would only be considered in a third and final phase of the project.
3.3 Project Organisation
3.3.1

Working Method

The Phase II work was undertaken by a research Working Group, working on a cooperativeinternational basis. Members of the Working Group were nominated by member countries on the basisof their expertise in the areas to be researched. The Working Group was organised and its work coordinated by the Chair and JTRC Secretariat. The Secretariat also assisted with the drafting of thecontent, findings and conclusions and finalisation of the report for publication. Further details on the
JTRC’s Working Group methods are set out in CEMT/OCDE/JTRC(2004)4.
The expected term of a research Working Group project is typically 18 months during which threeor four meetings will normally be held. In the case of this project, which involved considerable original
research and laboratory testing, it was recognised that the work would need to run over a longer period
than is generally the case for such Working Groups.
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PHASE II – MANDATE, SCOPE AND ORGANISATION –

3.3.2

41

Project participation

The Working Group on Economic Evaluation of Long Life Pavements – Phase II, which wasestablished to undertake the project, was chaired by Mr. Jorgen Christensen (Denmark) and had
37 members from 18 countries and the Secretariat.
Countries whose working group members participated most actively in the project and hadlaboratories actively involved in laboratory testing were: Australia, Denmark, France, Germany, New
Zealand, Ukraine, United Kingdom, United States. National laboratories from these eight member
countries participated in the wearing course testing programmes, which were led by Technical
Coordinators from the Federal Highway Administration in the United States and the LaboratoireCentrale des Ponts et Chausees (LCPC) in France.
A number of other countries nominated working group members who participated actively or bycorrespondence but whose laboratories were not involved in laboratory testing, including: Austria,
Belgium, Greece, Italy, Japan, Poland, Portugal, Russian Federation, Switzerland and Sweden. External
reviewers from Canada and Finland reviewed the draft Final Report.
A chart showing the project organisation and participation is attached (see Figure 3.1).
A list of Working Group participants is provided in Annex B.
Figure 3.1. Project Participation
Long Life Pavements
Working Group

Secretariat
OECD/ECMTJoint Transport Research Centre

ActiveActi
e Research Laboratories
Epoxy Asphalt

Active Research Laboratories
HPCM

Other Participating Countries

Denmark
Danish Road Institute

Australia
NSW Roads and Traffic
Authority (RTA)

Austria

FranceLaboratoire Central desPonts et Chaussées (LCPC)

Denmark
Danish Concrete Company
Danish Road Institute

New ZealandTransit New ZealandOpus Central Laboratories

FranceLaboratoire Central desPonts et Chaussées

GreeceGermany
Bundesanstalt für Straßenwesen(BASt)

Germany
Bundesanstalt für Straßenwesen(BASt)

Japan

UkraineState Road Scientific
Research Institute (DerzhdorNDI)

United Kingdom
Highways Agency
Transport Research Laboratory

United Kingdom
Highways Agency
Scott Wilson

United States
Federal Highways Administration
Turner Fairbank Highway Research Centre

Belgium
CanadaFinlandUnited States
Federal Highways Administration
Turner Fairbank Highway Research Centre

3.3.3

Italy

PolandPortugal
Russian Federation
SwedenSwitzerland

Outputs

The project outputs were expected to be of interest to many road administrations. This would beparticularly the case if the testing confirmed the potential for the epoxy asphalt and high performance
cementitious material surfacings to increase the longevity of wearing courses on heavily trafficked
roads – and to be able to do so at reduced overall costs in present value terms.
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EXPOXY ASPHALT: TESTING AND TEST RESULTS –43

4. EPOXY ASPHALT: TESTING AND TEST RESULTS

4.1 Introduction
The Phase I study identified two families of candidate materials that appeared likely to be able tomeet the economic and technical requirements for long life wearing courses. One of these was the familyof epoxy asphalt materials; the other was the family of high performance cementitious materials (HPCM).
This chapter is concerned solely with the epoxy asphalt family of materials and describes the findingsof Phase II of this project in respect of the Epoxy Asphalt materials tested. The aim of Phase II was toresearch the behaviour and properties of the materials identified as candidates and test them sufficiently
to assess their suitability for use in long life wearing courses.
The testing of the Epoxy Asphalt was part of a joint research effort involving a number of national
institutions from Denmark, France, Germany, New Zealand (NZ), Ukraine, United Kingdom (UK) andUnited States (USA).
Epoxy Asphalt is a premium material. Historically, the high cost associated with its placement has
limited its use to orthotropic bridge decks. Balala reported on the rational for selecting this binder for the
San Mateo Bridge in San Francisco in 1967 [1], and Gaul reported on its continued good performance
30 years after placement [2]. The Epoxy Asphalt group work assessed whether this long-life durability
extends to the highway environment as well, when subjected to more severe climatic environments.
The research approach taken in the Epoxy Asphalt group was to have participating laboratories
identify and utilize local sources of epoxy asphalt and compare the characteristics and performance resultswith those of a reference material. The reference material is a bitumen-aggregate mix system that eachlaboratory identified as having an outstanding performance history and about which each had extensive
working knowledge.
In conducting the comparison, the epoxy asphalt would merely replace the bitumen in the referencematerial; all other aspects of the selected system would remain the same. That is, identical binder contents
and air voids would be maintained. Since the epoxy asphalt reacts with the aggregate, the need to consider
bitumen-aggregate pairing was deemed to be of little consequence.
Adopting this approach allowed the participating countries to focus on their likely application of
epoxy asphalt using local materials and standard test procedures while providing a qualitative assessmentof expected field performance. Participants could then report the data generated from this investigation interms of their significance for a long-life surfacing material and the implications for pavement life.
Aspects of pavement performance that were deemed as potentially problematic (i.e., fatigue andfracture properties) have been emphasized in this study.
4.2 Material Selection
4.2.1

Epoxy Asphalt Selection

Conventional bituminous binders are thermoplastics; they become soft when heated and harden
when cooled. Epoxies on the other hand are thermosetting materials, that is, they have the property of
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44 – EXPOXY ASPHALT: TESTING AND TEST RESULTS
becoming permanently hard and rigid once cured. Two significant consequences of this are: firstly, thattraditional test methods and characterization protocols in many cases had to be modified toaccommodate the thermosetting behaviour of epoxy asphalt; and second, a thorough knowledge of thecuring history is paramount to obtaining useful data.
Epoxy Asphalt is a two-part system that results from the reaction of a curing agent (Part A) with abitumen/ resinous component (Part B). These components are shown individually in Figure 4.1 and post
blending in Figure 4.2.
Figure 4.1. Two Components of Epoxy Asphalt

Part APart B

Source: Turner-Fairbank Highway Research Center (United States).

Figure 4.2. Demonstration of Handling Characteristics

Source: Turner-Fairbank Highway Research Center (United States).

The handling characteristics prior to curing are similar to those of conventional bitumen. The chemicalcomposition of the curing agent will largely dictate curing rates, and the bitumen imparts flexibility in theepoxy asphalt and largely determines its susceptibility to oxidation and moisture damage.
The resulting cross-linked binder exhibits both flexibility as well as memory as demonstrated in Figure 4.3.
When a cured beam of epoxy asphalt is bent, it recovers its original shape within a short period of time.
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EXPOXY ASPHALT: TESTING AND TEST RESULTS –45

Figure 4.3. Demonstration of Memory Effects in Epoxy Asphalt

Source: Turner-Fairbank Highway Research Center (United States).

The countries whose laboratories were involved in the Epoxy Asphalt group work and the types of
epoxy asphalts evaluated are noted in Table 4.1, where some manufacturing characteristics are also
provided. Seven different epoxy asphalts were obtained by the participating laboratories and evaluated.
These included three different curing agents: Amine, Amino and Acid Based. The acid based epoxy
asphalts used by the participating laboratories in Denmark, NZ, UK and the USA were obtained locally
but are essentially from a common source. The percentage of epoxy binder in these systems ranged from
15-50% by weight and curing temperatures employed went from ambient to 135°C.
Table 4.1. Epoxy Asphalt Systems Investigated by Laboratories and Processing Conditions Employed
Laboratory

Epoxy Asphalt (Supplier)

Epoxy
%

MixingTemperature

CuringRate

Denmark*
FranceAcid Based (Colas)
Amine Based Viagrip®Eurovia
Amine Based Pontalco M®Eurovia
Amino BasedAcid with Catalyst
Acid without Catalyst
Acid Based (ChemCoSystem)
Acid Based CHS-EPOXYAcid Based (Kompozit)
Epoxy-Polyurethane
Acid Based (Colas)
Acid based (ChemCoSystem)

14.5
41
41
25
25
25
15
25
21
20
14.5
15

120-135°C
Ambient
Ambient
130°C
130°C
130°C
125°C
130°C

Moderate
Rapid
Moderate
Rapid
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate

Germany

New Zealand
UkraineUKUSA

120-135°C
150°C*Samples provided by UK.
4.2.2

Reference materials

The reference materials selected represent quality asphalt mix systems that have been extensively
tested or have long performance histories available. Mix designs ranged from fine (Hot Mix Asphalt(HMA)) to coarse aggregate gradations (Stone Mastic Asphalt (SMA)), and from low porosity to highfor the open grade porous asphalt (OGPA) investigated by New Zealand.
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46 – EXPOXY ASPHALT: TESTING AND TEST RESULTS
The reference materials selected represent quality asphalt mix systems that have been extensively
tested or have long performance histories available. Some additional details regarding the laboratory
and field performance history of these materials are provided in the Appendices (see A1)Laboratories in both France (LCPC) and the UK (Scott Wilson) investigated the application of
epoxy asphalt to two mix designs. LCPC used a semi coarse asphalt mix (BBSG) thick solution and avery thin asphalt mix (BBTM) a surfacing mixture with a high macrotexture. Scott Wilson used a Hot
Rolled Asphalt (HRA) and a proprietary Stone Mastic Asphalt (SMA).

Table 4.2. Reference Mix Designs
Reference Design and Targeted Control Properties

Laboratory

Mix Design TypeFranceGermany
New Zealand
Ukraine
UK
USA

BBTM
BBSG
SMA
Open Grade Porous Asphalt
Dense Graded
HRA
SMA
HMA

Binder Grade Binder Content % Air Voids %10/20 pen
35/50 pen
50/70 pen80/100 pen
60/90 pen
40/60 pen
PG 70-22

5.7
5.8

18
6

4.7
7
7.2
6
5.3

20.4
6
6
7

4.3 Binder Properties
4.3.1

Curing Behaviour

Preliminary testing was conducted on the binder properties to become familiar with working witha two-part binder and ascertaining the curing characteristics of the epoxy asphalt.
Conventional specifications and associated conditioning schemes are not amenable to evaluating
epoxy asphalt. The uncured epoxy asphalt is too fluid at ambient conditions and there is no relationshipbetween its properties in that state and its cured properties. On the other hand, the cured binder is moreakin to a flexible plastic as shown in Figure 4.3. Consequently, a number of fundamental and empiricalapproaches were developed or adapted to evaluate the curing characteristics of the various epoxy
asphalts. A list of the methods employed to evaluate the curing characteristics of the binders is shownin Appendix A3. Conditions for manufacturing and curing the epoxy asphalts mixtures are described in
Section 4.4.
4.3.2

Rheological Properties

Rheological measurements were made on cured bars of epoxy asphalt. The intermediate andhigh temperature characteristics of epoxy asphalt can be evaluated on a Dynamic Shear Rheometer(DSR) with a set of torsion bar fixtures. Data were generated over a range of temperatures using a
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EXPOXY ASPHALT: TESTING AND TEST RESULTS –47

frequency sweep covering the range from 0.1 – 100 radians/s at very low levels of strain of about 103 to be within the linear viscoelastic range of response. The data at all temperatures and frequencies
were consolidated to the reference temperature of 28°C by appropriate shifting using the timetemperature superposition principle.
The master plots showed that the values of the rheological parameters for the epoxy asphalt are ina very different range than what is normally obtained for conventional asphalts or other polymermodified asphalts. In order to get some idea of the difference in the rheological behaviour of the epoxy
asphalt, comparisons of the properties of the epoxy asphalt are done vis-à-vis a conventional
unmodified high performance grade (PG) asphalt, namely a US PG70-22 grade control. Master Plotsof the Superpave Complex Modulus (|G*|) divided by the Sine of the Phase Angle (δ) Parameter(|G*|/sinδ) vs. the Reduced Frequency Curves at a Reference Temperature of 28°C for Epoxy Asphalt
and Performance Graded (PG) 70-22 are set out in Figure 4.4. It can be seen from the plots in Figure
4.4 that, while the Superpave parameter |G*|/sinδ values are close to each other and follow the same
trend at high frequencies or equivalently low temperatures, the same is not the case at low frequencies
or equivalently, high temperatures. The epoxy asphalt retains its high Superpave parameter |G*|/sinδvalues even at very low frequencies (which are equivalent to high temperatures), indicating that epoxy
asphalts should provide excellent rutting resistance.
Figure 4.4. Master Plots of the Rheological Properties of Superpave and Epoxy Asphalt
1.00E+09
1.00E+08|G*|/sinδ, Pa

1.00E+07
1.00E+06
1.00E+05
1.00E+04

Epoxy Asphalt
unaged

1.00E+03
1.00E+02

PG 70-22 Control
unaged

1.00E+01
1.00E+00
1E-07

1E-05

0.001

0.1

10

1000

100000

Reduced Frequency (radians/s)
Source: Turner-Fairbank Highway Research Center (United States).

The low temperature properties of cured epoxy asphalt specimens were measured on the
Bending Beam Rheometer (BBR) and with the Direct Tension Test. The former was used todetermine the Superpave binder criteria from m and S values. The unaged cured epoxy asphalt
graded a PG x-10 – a useful range down to –10°C or for use under a moderate climate. Tensile
properties of a different epoxy asphalt, Viagrip were measured using the Direct Tension Test andfound to be 10 times greater than that of a hard (10/20 pen) binder. The results are shown in Figure
5, which shows plots to the point of failure. These results help explain the relatively higher lowtemperature Performamce Grade values due to higher stiffness of the epoxy asphalt at low
temperatures. However, the samples would fail at lower strain rates.
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48 – EXPOXY ASPHALT: TESTING AND TEST RESULTS
Figure 4.5. Stress Strain Curves for Epoxy Asphalt and Hard Bitumen
at Different Temperatures
40
Ep o x y a s p h a lt a t - 1 5 °C
Ep o x y a s p h a lt a t 5 ° C
Ep o x y A s p h a lt a t 2 5 °C
Pu r e B itu m e n 1 0 /2 0 p e n a t - 1 0 °C

35Stress (Mpa)

30
25
20
15
10
5
0
0

10

20

30

40

50

Strain (%)
Source: F. Hammoum, LCPC (France).

4.3.3

Oxidation Susceptibility

The application of conventional bitumen short and long-term aging conditioning procedures to epoxy
asphalt binders is not relevant. As the ultimate application of this material is as a surface course, the effectof UV oxidation on the binder properties was deemed most critical. To this end cured beams wereconditioned in a Q-Panel Xenon Test Chamber. Conditioning cycles entailed the application of UV light for
55 minutes followed by 5 minutes of misting with chilled water (5°C). The surface temperature during the“lit cycle” was 85°C. Specimens were conditioned from 1 day to 16 weeks. Visual examination showed theside exposed to UV had “greyed” and showed evidence of cracks that were arrested by the crosslinking
nature of the epoxy system. The rheological results are shown in the Appendices (see A4).
4.4 Mix Properties
4.4.1

ManufactureStandardized protocols provided by the suppliers were used in the manufacture of most of theepoxy asphalt mixtures. As the acid based epoxy asphalts used by Denmark, NZ, UK and USA are
essentially the same, aspects of this protocol are mentioned here; some processing conditions for theother epoxy asphalts were noted previously in Table 4.1.
Following blending of the binder and aggregate, a ‘holding’ period of 30 minutes at the mix
temperature (130ºC) allows the reaction to proceed to some extent before compaction. No difficulties
were encountered following this procedure, and the times/temperatures involved are compatible with use
in conventional asphalt manufacturing plant. In terms of mixture workability, the epoxy asphalt materials
behaved similarly to the control materials and required no special handling procedures. However, it
should be recognised that the thermosetting binder used in the epoxy asphalts, since it does not havereversible viscosity (cannot be re-melted) after curing, will render the epoxy asphalt mixture moresensitive to workmanship (any error cannot be rectified once the chemical reaction has taken place).
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4.4.2

49

Evaluation of Curing

It is characteristic of thermoset products that, after production, they continue to cure and increasein strength/stiffness; the rate of curing depends on the ambient temperature. A number ofcharacterization methods for monitoring the curing of the mix were taken; these are noted in Table 4.3
and essentially can be classified as three curing approaches.
Table 4.3 Approaches used to assess the curing characteristics of the epoxy asphalt mixes
Laboratory

Characterization Method

Property
MeasuredSpecimen Curing
Times/Temperatures

Germany

Slab compaction
Hamburg rutting device
with rubber wheel
Direct Tensile modulus
Indirect Tensile Stiffness
Modulus [ITSM]
Compressive Strength Test
Wheel Track Test
DSR on mastics
Indirect Tensile Stiffness Modulus

Air void content
Rut depth

30 min/100-135°C
0-60 min/13°C

Modulus
Modulus

3 day – 1 month/ambient
0-300 hours/8°C

ModulusRut depthComplex Modulus
Modulus1-28 Days/2°C

FranceNew Zealand
UkraineUK

1-80 Days/2°C

First there is an interest in assessing the effect of curing time on workability. German researchers
at BASt evaluated the air voids and rutting resistance of slabs to determine the suitability of the curing
characteristics of a given epoxy asphalt. The amino cured epoxy asphalt cured too quickly, andcompactibility of the loose mix became an issue. At higher curing temperatures, the air voids were
found to increase as did the rut depth of the tested slabs – see Figure 4.6.
Figure 4.6. Air Void Content of Epoxy Asphalt Slabs Produced at Different Mix Temperatures

air void content [Vol.-%]

14
12
10
135°C - 50/70 - 7,0%8120°C - 50/70 - 7,0%
110°C - 50/70 - 7,0%

6100°C - 50/70 - 7,0%
4
2
0
1

2

3

SMA Specimen
Source: Stefan Ludwig, Bundesanstalt für Straßenwesen (BASt) (Germany).
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50 – EXPOXY ASPHALT: TESTING AND TEST RESULTS
Secondly, there is the need to determine the fully cured or long-term properties. This was typicallydone by curing the epoxy asphalt mixtures at 85ºC for 120 hours. Subsequent increases in modulus after
heating for up to 300 hours were small indicating that the curing is effectively complete after 120 hours.
By comparison the modulus of the control specimens increased only from 840 MPa immediately
following manufacture to 2 500 MPa after the 120 hour heating period. The use of elevated temperatures
is useful for demonstrating that certain criteria can be met under these conditions and is useful for
quality control of the epoxy asphalt production, but the high temperature curing may not capture the reallife situation.
The third approach used by researchers in the UK and Ukraine was to demonstrate that thechemical reaction had proceeded satisfactorily in the mixture at more realistic temperatures. The
Marshall stability tests and wheel testing were carried out on epoxy asphalt samples after conditioningat ambient temperature (20°C) for 24 hours to represent the early life or short term field aging conditionand longer times to establish “long term” properties.
Researchers in the UK monitored the mixture stiffness of the HRA and SMA over a period of 7080 days. As shown in Figure 4.7, the HRA Epoxy had a higher initial stiffness than the SMA Epoxy, but
by around the 25-day curing mark both mixtures were of similar stiffness. The level of stiffness of bothmaterials was comparable from 25 days up to 60 days, and the maximum stiffness of 13 500 MPa(SMA)/14 500 MPa (HRA) was reached at around 60-70 days. This maximum stiffness was found to becomparable with that determined after conditioning at 120°C for 20 hours and after conditioning at
85°C for 120 hours. The latter procedure was used by researchers at both TFHRC and the Scott Wilson
to simulate long term curing of asphalt mixtures and is considered to be an acceptable compromise toaccelerate the curing within a practical time frame, without causing unrealistic changes in mixture
properties as a result of the elevated temperature, and was adopted for use in this project.

Figure 4.7. Indirect Tensile Stiffness Modulus (ITSM) results for HRA
and SMA epoxy asphalts cured at 20C
16000

14000

ITSM at 20° C (MPa)12000

HRA Epoxy (7.2%), 20hrs @120C
SMA Epoxy (6.3%), 20hrs @120C

10000

HRA Epoxy (7.2%)
SMA Epoxy (6.3%)

8000

HRA Control (7.2%)
6000

SMA Control (6.0%)

4000

2000

0
0

10

20

30

40

50

60

70

80

90

Days curing at 20° C
Source: Richard Elliott, Scott Wilson Pavement Engineering (United Kingdom).
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4.4.3

51

High Temperature Permanent Deformation

Deformation Resistance
Scott Wilson researchers found that in the ‘uncured’ condition, both HRA and SMA epoxy
materials exhibited deformation resistance that was at least comparable to that of their respective control
materials. This indicates that the early life rut resistance of the epoxy materials would not be dissimilar
to that of standard asphalt mixtures. However, this assessment is complicated by the fact that the tests
used to determine deformation resistance are carried out at elevated temperature, and samples have to
be conditioned for several hours at the elevated test temperature before testing. This conditioning will
inevitably produce a certain degree of accelerated curing. The significance of this is considered to berelatively small in terms of the risk of early age rutting with these materials, nevertheless, this issue was
re-assessed during the Accelerated Load Testing and is discussed in Section 4.7.
In the fully cured condition, the HRA and SMA epoxy mixtures demonstrated deformation
resistance at 40°C (repeated load creep) and 60°C (wheel tracking) between 2 and 8 times greater thanthat of the respective control materials, indicating a massive improvement in resistance to rutting
compared with that of standard asphalt mixtures. The epoxy asphalt mixtures showed virtually no
deformation in the wheel track test; at these levels of deformation, these materials would be considered
suitable for use on most of the heavily stressed sites requiring very high rut resistance on the UK trunk
road network (up to at least 135 msa (80kN standard axles), or 80 000 AADT (both directions) where
the proportion of heavy goods vehicles is 15%).
The overall conclusion from this work on deformation resistance is that there is little risk of rutting
where epoxy asphalt surfacing is combined with a competent substrate. Simple Performance Test resultson HMA shown in the Appendices (see A5) lend support to this fact.
4.4.4

Moisture Damage

Tensile Strength and Resistance to Moisture Damage
There is no unequivocal laboratory testing method for determining the susceptibility to water of
in-service bituminous material. However, it has been known for some time that loss of bond due to water
damage appears to be more readily measured by tensile type tests. For tensile strength, Lottman (1982)
suggested a threshold value of retained “strength” of 70% for deeming a mixture to be sensitive to water,whilst the Strategic Highway Research Programme (SHRP) specification recommended a minimum
retained indirect tensile strength ratio of 80%; the SHRP procedure was adopted for use in this project(at SWPE).
The test procedure requires two sets of specimens (dry and conditioned sub-sets) with similar
mixture type and volumetrics; the retained indirect tensile strength is calculated based upon the ratio of
the mean indirect tensile strength of the conditioned sub-sets to that of the dry sub-sets. The moisture
conditioning is carried out by subjecting the conditioned sub-sets to vacuum saturation followed by afreeze-thaw and other temperature conditioning cycles.
In the ‘uncured’ condition, both HRA and SMA epoxy materials exhibited comparable tensile
strengths at 25°C to that of their respective control materials, indicating that the early life tensile
strength of the epoxy materials would not be dissimilar to that of standard asphalt mixtures. In the fully
cured condition, the HRA and SMA epoxy mixtures demonstrated tensile strength at 25°C up to 3 times
greater than that of the respective control materials.
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52 – EXPOXY ASPHALT: TESTING AND TEST RESULTS
In terms of resistance to moisture, the epoxy materials were not considered to be susceptible tomoisture damage, even at early age i.e. before the chemical setting process was complete, whencompared against the SHRP criterion of 80% retained tensile strength. In order to further assess theresistance to moisture of these materials, an extended testing protocol was developed involving 6 freezethaw cycles (compared with the 1 cycle required in the SHRP procedure). At the completion of testing,the HRA epoxy showed improved retained tensile strength compared with that of the control, whereas
the SMA epoxy and control showed comparable, albeit good, performance.
Other approaches to evaluating moisture damage include the application of “torture tests” such as
the Hamburg Wheel Tracking Device and the Pine Rut Tester. These are subjective tests but prove to be
excellent screening tools when properly calibrated with field samples. These too showed significant
improvement in performance of the epoxy asphalt relative to the control materials. Additional details
are provided in the Appendices (see A5).
4.4.5

Fracture – Fatigue

Fatigue Resistance
Conventional wisdom has been that there are two principal distress mechanisms influencing theperformance of flexible pavements, namely fatigue cracking in the asphalt base and structural rutting
emanating from deformation of the pavement foundation. For ‘typical’ bound road pavements, thecritical tensile ‘design’ strain associated with fatigue cracking at the base of the bound layers, under amoving wheel load, may be taken to be of the order of 30-200 microstrain).
As fatigue is a phenomenon normally associated with in-service conditions, fatigue testing for thisproject was only carried out on aged samples. The Scott Wilson researchers found that the (indirect
tensile) fatigue life of the epoxy mixtures was always greater than that of the respective control mixturesat ‘design’ strain; in fact, the fatigue life of the HRA and SMA epoxy asphalt was at least 10 times
greater than that of the control asphalt at these levels of strain.
In thick, well-constructed flexible pavements the deterioration observed is principally surface(bituminous) rutting and surface initiated cracking. Any improved fatigue performance of the epoxy
asphalt would be beneficial in resisting top down traffic induced cracking. In addition, it is worth noting
that, with localised effects, the strain at the tyre-road interface may be much higher than that at the baseof the bound layers. Where thin asphalt overlays are used over, for example, concrete pavements in low
temperature conditions, or where ground movement is involved, the magnitude of any movements may
be much larger.
It is useful therefore to also compare results at high strain, and it is notable that the improved
fatigue performance of the epoxy asphalt, compared with that of the control materials, was only
marginal at high strain. It was therefore important to assess the performance of the epoxy asphalt
materials under high strain conditions in the ALF tests (as is discussed in section 4.6). It is also valuable
to assess other laboratory fatigue characteristics such as those discussed in Appendix A5 using otherconfigurations, for example, the 4-point bending beam.
4.4.6

Direct Fracture and Low Temperature Cracking Tests

Thermal Crack Resistance
The low temperature performance of the epoxy asphalt was assessed at Scott Wilson using a simple
bending (flexural) test. This was carried out at a low temperature typical for UK conditions (5ºC). These
low temperature bending beam test results showed that the epoxy asphalts developed increased
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EXPOXY ASPHALT: TESTING AND TEST RESULTS –53

strength/toughness after ageing but with reduced ductility/flexibility, compared with the control
materials. This behaviour is consistent with the high strain characteristics predicted from the fatigue
data. This may limit applications for epoxy asphalt in practice; for example, to use over stiff
foundations, in order to minimise the level of deflection (or tensile strain) within the epoxy material.
Some newly advanced laboratory characterization tests for low temperature cracking were used toevaluate Epoxy Asphalt and are shown in the Appendices (see A5).
4.5 Composite Testing
The preceding mixture tests simulate the stresses and strains that the mixture is subjected to in apavement section or lift. The next stage of testing was to evaluate the performance of epoxy asphalt lifts
over flexible and rigid bases. These small-scale pavement simulations can provide insight as to theperformance of full-scale accelerated tests or actual roadways. In fact distresses such as reflection
cracking and lift delamination can more readily be evaluated in the laboratory setting; testing of theformer was not planned for any of the APT experiments.
4.5.1

Asphalt Overlay Testing

The performance of epoxy asphalt over a flexible base was evaluated and compared with that of acontrol. Researchers at Scott Wilson sought to assess the flexural and fatigue behaviour of composite
beams as well as the debonding characteristics of the lifts. The test configuration is shown schematicallyin Figure 4.8.
Figure 4.8. Schematic for Testing Flexible Composite Systems

Source: Richard Elliott, Scott Wilson Pavement Engineering (United Kingdom).

A 40mm thick SMA surfacing was compacted onto a 60mm thick Dense Bitumen Macadam(DBM) base using a roller compactor. A bond coat was used in all cases. The composite slabs weresliced into test beams and stress controlled tested using a hydraulic loading actuator. The specimens
were notched and two LVDT’s were attached to the centre line of each beam, one at the bottom of thecomposite beam and one just above the interface, as shown in Figure 4.9.
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54 – EXPOXY ASPHALT: TESTING AND TEST RESULTS
Figure 4.9. Tested specimen configuration(a) Conventional asphalt over DBM Base(b) Epoxy Asphalt over DBM Base

Source: Richard Elliott, Scott Wilson Pavement Engineering (United Kingdom).

As shown in Figure 4.9, at all applied load levels, the performance of the acid based epoxy asphalt
surfaced beams was far superior to that of the control beams in terms of cumulative creep strains, crack
propagation and overall sustained damage.
Two approaches were taken to evaluate lift delamination. One is the Leutner shear test that was
carried out on cores cut from composite slabs for both HRA and SMA surfacing mixture types.
Testing on the apparatus shown in Figure 4.10 was carried out at 5°C, 20°C, and 40°C. In all cases
the failure, as shown in Figure 4.11, was at the interface between the surface and the base course.
The strength of the bond coat seemed to be the controlling factor; consequently, there was no
indication that the epoxy modified mix behaved better or worse than the control mix.

Figure 4.10. Leutner test apparatus

Source: Richard Elliott, Scott Wilson Pavement Engineering (United Kingdom).
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EXPOXY ASPHALT: TESTING AND TEST RESULTS –55

Figure 4.11. Appearance of specimen following Leutner shear test(a) Control SMA (40/60pen)(b) SMA Epoxy, both on DBM (100/150pen)

Source: Richard Elliott, Scott Wilson Pavement Engineering United Kingdom).

The second approach to lift delamination was the Torque Bond Test. In this test a specimen is
clamped below the interface being tested with a rigidly fixed gripping unit. A steel plate is adhered tothe top surface of the specimen prior to testing. A torque wrench is attaché to the plate and a torque isapplied until the specimen fails. The maximum torque is recorded. An example of the manual torquetest in operation is shown in Figure 4.12.
Figure 4.12. Manual torque bond test in progress

Source: Richard Elliott, Scott Wilson Pavement Engineering (United Kingdom).

A series of torque tests were carried out at 20°C and 40°C. In almost all cases failure occurred in
the lower modulus DBM layer; examples of failed specimen are shown in Figure 4.13. These results
were somewhat expected as the DBM layer was manufactured using a 100/150 pen grade binder.
Unfortunately, it is not possible to determine whether the epoxy asphalt mixes performed better or worse
than the control mixes.
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56 – EXPOXY ASPHALT: TESTING AND TEST RESULTS
Figure 4.13. Appearance of torque test failure plane SMA (Epoxy) on DBM (100/150pen)

Source: Richard Elliott, Scott Wilson Pavement Engineering (United Kingdom).

4.5.2

Concrete Overlay Testing

Two approaches were undertaken with regard to epoxy asphalt over a rigid base. LCPC evaluatedthe resistance to crack initiation and fracture propagation of their thick solution (BBSG) over concrete.
In these experiments, the amine based epoxy was compared with a 35/50 pen bitumen. A schematic of
the thermal crack apparatus is shown with loading conditions in Figure 4.14.

Figure 4.14. Schematic of French Overlay Tester

Source: N. Vulcano-Greullet, LRPC Autun (France).
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EXPOXY ASPHALT: TESTING AND TEST RESULTS –57

A slab (130 x 590 x 80 mm) of the thick solution system (BBSG) is bound to a notched concrete.
The slab is under strain controlled loading while also being subjected to tensile loading. Results for thecontrol and amine based epoxy asphalts run at 5°C are shown in Figure 15. Cracking of the control is
initiated at 100 min and continues to propagate up to the ultimate failure at 280 min. The epoxy asphalt
is significantly more resistant to crack initiation but once initiated, the crack propagates very quickly.

height of the crack (mm)Figure 4.15 Crack propagation of control and EA specimens during Thermal Crack Testing80

BBSG control 6 cm

60

BBSG epoxy 6 cm

40
20
0
0

100

200

300

400

500

600

700

800

time (mn)
Source: N. Vulcano-Greullet, LRPC Autun (France).

At Turner Fairbank Highway Research Centre (TFHRC), three mixtures overlaying concrete
were tested; the reference dense graded mixture described earlier in this report with both thecontrol unmodified asphalt binder and epoxy asphalt binder, and an asphalt rubber mixture made witha gap-graded aggregate gradation and the crumb rubber blended with the base binder by the Arizona
wet process. The latter had performed well compared to other reference mixtures in earlier ALF tests
and in the Simple Performance Test protocol (see Appendix: Figure A5.1)
A schematic of the experimental set up for the controlled stress test is shown in Figure 4.16, andthe French Pavement Rutting tester (FPRT) being run on a composite slab is shown in Figure 4.17. The
FPRT was used to apply repetitive, reciprocating wheel loads. The inflation pressure of the wheels was
100 psi and the wheel load calibrated to 1 200 lbs. A conventional Portland cement concrete mixture
was cast in asphalt mould to 40 mm depth and cured in a warm moist environmental chamber. The
compressive strength of the mixture was greater than 30 000 psi. The surface of the Portland cementslab was hand finished with a trowel. No tining or other texturing was performed.
The cured Portland cement concrete slabs were removed and placed back in the asphalt slab moulds
for placing the asphalt mixture overlay. A tack coat was used between the asphalt and concrete mixes.
Epoxy asphalt binder was used as the tack coat. The loose hot mix asphalt was placed in the mould above
the Portland cement then spread and compacted in a linear kneading compactor to approximately 7% air
void content in the asphalt mixture. The composite slabs were then cooled, and a wet diamond saw wasused to place a saw cut through the Portland cement concrete in the centre of the composite slab.
The slab was supported in the French Pavement Rut tester such that it would create Mode II
cracking or shearing. (Thermal opening and closing of cracks or joints corresponds to a Mode I
mechanism.) One half of the slab was fully supported. The other half of the slab was clamped at one
end and not supported at the saw cut, approximating a cantilever type of deformation.
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58 – EXPOXY ASPHALT: TESTING AND TEST RESULTS
Figure 4.16. Schematic for Composite Testing of Epoxy Asphalt and Reference Asphalt
on Portland Cement Concrete Slabs

Source: Turner Fairbank Highway Research Centre (United States).

Figure 4.17. Composite Testing of Slab using the French Wheel Track Test

Source: Turner Fairbank Highway Research Centre (United States).
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EXPOXY ASPHALT: TESTING AND TEST RESULTS –59

The number of cycles to full crack propagation through the asphalt overlay was observed. The gap
graded asphalt rubber mixture failed in less than 100 cycles. (This was surprising as the binder
performed extremely well during earlier ALF experiments.)
The reference dense graded mix failed in approximately 1 600 cycles. The dense graded epoxy
asphalt mixture did not initiate or propagate crack. The only visible damage was delamination in thevicinity of the saw joint.
The results from the three different crack propagation studies simulating rigid and flexible bases
suggest that epoxy asphalt mixtures provide superior resistance to crack initiation. The cross-linked natureof the epoxy system resists crack propagation but, once bonds are broken, they are unlikely to heal.
4.6 Embrittlement
The Cantabro Test was used to measure the mixture cohesion of aged and unoxidized OGPA
specimens. The test [21] is based on the Los Angeles Abrasion test, Figure 4.18. Cylinders of compacted
mix are tumbled in a steel drum for 300 revolutions at 30 rpm.
Figure 4.18. Cantabro Device (Los Angeles Abrasion)

Source: Phil Herrington, Opus Central Laboratories (New Zealand).

The weight of aggregate lost from the specimen through abrasion is recorded as a percentage ofthe original weight. The condition of specimens before and after testing is illustrated in Figure 4.19.
Figure 4.19. Mix Specimens Before (left) and After (right) the Cantabro Test

Source: Phil Herrington, Opus Central Laboratories (New Zealand).
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60 – EXPOXY ASPHALT: TESTING AND TEST RESULTS
Control and epoxy specimens were oxidised by heating at 85°C for 38 days to simulate
approximately seven years of aging in the field for OGPA surfacings in New Zealand [21].
The mean modulus of the cured epoxy OGPA specimens (120 hours at 85°C) was 4 300 MPa
compared with 840 MPa for the control specimens. The uncured epoxy mixture modulus,
570 MPa, was lower but still comparable to that of the control. After oxidation the epoxy
modulus increased to 7 000 MPa compared with 4 000 MPa for the control. Cantabro test results
are given in Table 4.4.

Table 4.4. Summary of Cantabro test results
Percentage Mass lost (%± 95% confidence limits)
10 °C
MixtureEpoxy (cured)
Control

25 °C

InitialAfteroxidation(909 hrs, 85ºC)

InitialAfteroxidation(909 hrs, 85ºC)

14.9 ± 4.6
53.2 ± 5.2

17.6 ± 4.6
72.1 ± 7.7

16.2 ± 3.2
16.5 ± 3.0

13.0 ± 2.7
30.6 ± 4.2

Despite the high modulus of the cured epoxy material, the Cantabro test results of theunoxidised mixture are comparable to that of the control at 25°C and significantly better at 10°C.
After oxidation mass losses both at 10°C and 25°C are much lower than that of the control. In factover the range of conditions used, the epoxy specimens were essentially unaffected both bytemperature or oxidation.
As surface ravelling is the principal failure mode for OGPA, these results suggest a markedly
improved field life for epoxy bitumen OGPA compared to the standard material.

4.7 Accelerated Pavement Testing
4.7.1

TRL

Trial sections were laid at the Pavement Test Facility at TRL to determine the performance ofthe epoxy asphalt and HPCM surfacings under the action of traffic. A third section using a standard
surfacing, a proprietary thin surface material, an SMA marketed as Masterpave, was laid as thecontrol. The trial involved trafficking the three sections for one million standard axles (msa) at 20°C
and then increasing the pavement temperature to 35°C for an additional 0.5 msa. Results are shownin Figure 4.20 at different numbers of passes. Additional details regarding the experiment andfacility are discussed in Chapter 5.
The epoxy asphalt and control sections exhibited similar rut resistance when loaded at 20°C.
Loading at 35°C caused both sections to rut, with the epoxy asphalt section providing the better
resistance of the two, Figure 4.21.
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EXPOXY ASPHALT: TESTING AND TEST RESULTS –61

Figure 4.20. Surface profile – Masterpave control (section 2)
Surface level w.r.t. pit edge (mm)15N=49000

N=172000

N=254000

N=254000R

N=382200

10

5

0

-5

-10
0.0

0.4

0.8

1.2

1.6

2.0

2.4

2.0

2.4

Transverse position (m)Source: Transport Research Laboratory (TRL) Ltd. (United Kingdom).

Surface level w.r.t. pit edge (mm)Figure 4.21. Surface profile – Epoxy Asphalt (section 3)
15
N=58958

N=114000

N=254000

N=38100

10

5

0

-5

-10
0.0

0.4

0.8

1.2

1.6

Transverse position (m)Source: Transport Research Laboratory (TRL) Ltd. (United Kingdom).

Much of the rutting in the epoxy asphalt section occurred in the underlying layer constructed witha 125 pen dense bitumen macadam. Intermittent longitudinal cracking was observed in the wheelpathof the epoxy asphalt section due to the canalised trafficking.
These results suggest that for new construction, epoxy asphalt be placed on a stiffer layer or theunderlying layer is exposed to permit oxidative hardening.
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62 – EXPOXY ASPHALT: TESTING AND TEST RESULTS
4.7.2

Canterbury Accelerated Pavement Testing Indoor facility (CAPTIF)CAPTIF is a 58 m long (along the centreline), unheated indoor circular test track located in
Christchurch New Zealand. A trial of epoxy OGPA was conducted to assess early life performance andany practical difficulties associated with full-scale manufacture and construction of the material.
The trial consisted of adjacent control and epoxy OGPA sections each 6 m long, 2 m wide and
30_35 mm thick. The OGPAs were laid on a 200 mm thick pad of dense graded asphalt. An SBS
polymer modified bitumen emulsion (about 0.63 L/m2) tack coat was applied and allowed to break
before the OGPAs were placed. Temperatures during compaction were 80–94°C and 75–80°C for the
epoxy and control mixtures respectively. No problems in handling or compaction of the epoxy OGPA
were noted; its behaviour and appearance was indistinguishable from that of the control material. No
unusual fuming or smell was noted.
Owing to time constraints it was not feasible to traffic the epoxy OGPA as it cured over a periodof several months. Instead, curing of the epoxy OGPAs was accelerated using heaters, maintaining an
average surface temperature of 29.7°C over a period of 13 days.
The rate of cure of the epoxy OGPA was monitored by measuring the modulus of 100 mm diameter
cylindrical (Marshall) blocks prepared at the time of construction and placed on the surface of the test
sections. After 13 days, when trafficking began, the modulus of the epoxy OGPA had reached about
57% of the fully cured value of 3909 MPa.
The test sections were trafficked for 198 000 wheel passes over a period of about three weeks. A
load of 40 kN was used on each wheel set (equivalent to an 8.2 tonne axle load). After 175 000 passes
the tyres were set at an angle of 1.5° from the tangent to increase drag on the surface. The surface
temperature during trafficking averaged 12.1°C.
Visually the epoxy OGPA appeared unaffected by trafficking but the control section, although notextensively damaged, lost a significant amount of chips from the surface at points along the length of
the wheelpath.
Neither section exhibited excessive rutting after 198 000 passes. Rutting in the control section
increased continually with trafficking (up to 4.3 mm) whilst the rutting in the epoxy section stabilised
after about 60 000 passes (at about 2.5 mm), probably reflecting the fact that the OGPA was only
partially cured when trafficking commenced. Under field conditions, trafficking will occur on
essentially uncured epoxy asphalt, though there is no reason to suppose that early rutting will be any
more severe than that associated with equivalent standard asphalt mixtures (the moduli of the uncured
epoxy and control OGPAs are comparable, see section 4.6).
Initial skid resistance, in the wheelpath, was comparable for both sites, demonstrating that theepoxy bitumen was not inherently more slippery than conventional asphalt. After 198 000 passes the
skid resistance of the epoxy section, although still acceptable in practice, had decreased slightly,
whereas that of the control site had increased beyond its initial value. One explanation for these results
is that bitumen had worn from the aggregate surfaces in the control section whereas, in the epoxy
OGPA, the binder had instead ‘polished’ onto the aggregate surfaces in some way, resulting in a
reduction in skid resistance. However, the visual appearance of the materials did not appear to besignificantly different and a more likely explanation is that the increase in skid resistance of the control
section was due to the test results being affected by the surface disruption and abrasion damage
observed on its surface.
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EXPOXY ASPHALT: TESTING AND TEST RESULTS –

4.7.3

63

Danish Asphalt Rut Tester (DART)From the Test Pavement Facility at TRL (see 4.6.1) four large pavement slabs (1 100 x 1 400 mm
approx.) were extracted from an unloaded part of the Epoxy Asphalt pavement. The samples weretransported to Denmark for accelerated testing with respect to permanent deformation in the Danish
Asphalt Rut Tester. This equipment can perform accelerated full scale loadings which resembles aquarter of a slow moving lorry (up to 130 kN axle load at 5 km/h) under full climatic control withindependent temperature regulation of the top and bottom of the bituminous bound pavement structure
creating a realistic temperature gradient down through the pavement. A transversal stochastic wander ofthe wheel carriage is introduced during the loadings to further resemble reality.
The test pavement was evaluated under test conditions normally used for assessing the rutting
potential of different pavement design on Danish motorways [19]. The conditions are 100 kN axle load,
Super Single tyre, 900 kPa, 5 km/h, transversal wander stochastically following a Normal distribution
with a standard deviation of 100 mm and a top down temperature gradient from 40°C to 20°C. Two slabs
were tested according to these parameters, while the other two slabs were tested at an elevatedtemperature gradient from 50°C at the top and 30°C at the bottom.
The slabs showed in the two test situations either similar or less permanent deformation comparedwith earlier experience from Danish Motorway pavements. The majority of the rutting measured on thesurface took place in the two bituminous base layers through a combination of densification and plastic
flow of the relatively soft base layer material. Virtually no rutting could be determined in the epoxy
asphalt surface layer. No debonding or delamination between the epoxy asphalt and the base layer could
be detected.

4.8 Evaluation of Surface Characteristics
Surface characteristics of epoxy asphalt mixtures were determined on both laboratory compacted
slabs as well as on the full-scale accelerated pavement test sections. This testing was limited to an
evaluation of ravelling characteristics and friction properties.

4.8.1

Resistance to shear stress/ravelling

A new experimental device named T2R has been used to evaluate the shear resistance of asphalt
mixtures used in road construction in France. The test procedure consists of applying a cyclic load incompression on the loading block. Due to the logarithmic effect of the shape of loading block, the angleof the loading force to the specimen remains constant throughout the test. The cyclic movements of theloading block on the specimen progressively deteriorate the surface of the specimen and cause loss ofaggregates. Usually, tribometer devices measure wear resistance under imposed displacement. This new
device proposed by Stefani et al [22] allows the device to maintain a constant load level whatever thestate of the surface damage (see Figure 22). This result is obtained by using a logarithmic shaped block,loaded with a vertical load. The device allows the same ratio between the vertical load and horizontal
shear force to be maintained throughout the test (Patent Number FR 06 50 054) [22]. In the contact area,
the force depends on the texture depth of the bituminous surfacings and the rheological properties ofthe materials in contact (rubber, bituminous mix).
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64 – EXPOXY ASPHALT: TESTING AND TEST RESULTS
Figure 4.22. LCPC T2R Device for Evaluating Resistance to Shear Stress

Source: F. Hammoum, Laboratoire Central des Ponts et Chaussées (France).

The T2R was used to evaluate the resistance to shear stress for BBTM mixes made with three different
binders: a conventional 35/50 pen, a polymer modified and epoxy asphalt. This was done by measuring theamount of wear as defined as the loss of material from the contact zone. The quantity of material removed
was measured as a function of time. The results for these materials are shown in Figure 4.23.

Figure 4.23. Evolution of mass loss with number of cycles at ambient temperaturefor different bituminous mixes

Mass loss per unit area (in wear zone) (kg/m2)

12

10

B B TM

0 / 1 0 - E p o x y a s p h a lt

B B TM

0 / 1 0 - B m P S B S c r o s s lin k e d

B B TM

0 / 1 0 - P u r e b it u m e n 3 5 / 5 0 p e n

8

6

4

2
P u r e b it u m e n 3 5 / 5 0 p e n

B m P S B S C r o s s lin k e d

E p o x y A s p h a lt

0
0

2000

4000

6000

8000

10000

12000

14000

16000

18000

20000

Number o f cycles

Source: F. Hammoum, Laboratoire Central des Ponts et Chaussées (France).
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EXPOXY ASPHALT: TESTING AND TEST RESULTS –65

The epoxy asphalt exhibited minimal wear and clearly outperformed the polymer modified andcontrol bitumen suggesting that epoxy asphalt may perform well in open graded friction courses that
may be susceptible to ravelling.
4.8.2

Friction

In addition to the testing and results outlined in 4.7.2, a friction tester was used to evaluate thecontrol (Masterpave) and epoxy asphalt pavement test sections placed at TRL. The epoxy asphalt had askid resistance value of 75 and that of the Masterpave was 65. Following trafficking both values were
found to increase; the skid resistance value for the epoxy asphalt section rose to 79 and that of the
Masterpave to 76. This increase is probably due to the bitumen coating being removed from theaggregate and the higher skid resistance of the aggregate taking effect.
4.8.3

Noise

No experiments were performed comparing the noise characteristics of epoxy asphalts withconventional bitumen. The expected outcome is that the mix design has a more significant impact onnoise than does the nature of the bitumen.
4.9 Miscellaneous
4.9.1

Resistance to Fuel Spillage

The resistance of bituminous paving mixtures to dissolution from fuel spillage was evaluated using
the Diesel Immersion Test. The test procedure consists of placing compacted specimen in a mesh frame
followed by total immersion of the specimen in 5 litre tins filled with diesel at laboratory ambient
temperature. In all cases the specimens are kept approximately 25 mm off the bottom of the tin andcompletely covered by the solvent. After approximately 10 minutes immersion, the initial immersed massis measured by hanging the frame assembly underneath a balance while maintaining the core complete
immersed. The procedure is repeated daily for the required length of time. Figure 24 shows a specimen
being weighed while suspended in diesel. The figures clearly show that overall the epoxy HRA mixes were
unaffected by the exposure to the hydrocarbon. Similar results were found for the HRA mixes.
Figure 4.24. SMA Specimens Immersed in Diesel for 8 Days

Control
Source: Richard Elliott, Scott Wilson Pavement Engineering.
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Epoxy Asphalt

66 – EXPOXY ASPHALT: TESTING AND TEST RESULTS
4.9.2

Recyclability

Gyratory cores of epoxy asphalt were crushed using a hammer mill and frequently sieved to obtaina wide distribution of sized material. The crushed material was aged to simulate recovered asphalt
pavement (RAP) storage. Epoxy asphalt RAP was blended in with reference aggregate to achieve a 20%
blend and similar gradation. Of note is that the epoxy asphalt RAP has more texture than that ofconventional RAP. This should provide a better interlocking structure and hence a higher modulus
mixture. The recycle mix performed similar to conventional RAP with regard to workability and theperceived level of volatiles.
4.10 Summary and Conclusions
In the course of this study a large amount of data were collected in seven laboratories. The aim of
this study was to research the behaviour and properties of the materials identified as candidates and test
them sufficiently to assess their suitability for use in long life wearing courses.
By specifying the use of local materials, a number of different types of epoxy asphalt wereidentified and extensively evaluated in this study as binders and as a component in various mixture
systems. These data were compared with conventional bitumen mixtures. This work not only advanced
the understanding and potential application of epoxy asphalt as a surface material but also provided
insight and support for new characterisation tools under development which evaluate fatigue and crack
propagation.
Manufacturing guidelines were provided by the various epoxy asphalt suppliers; these addressed
blending compositions, mixing temperatures, as well as curing times and temperatures. Nevertheless,familiarisation with the two-part binder and consideration of its curing history and establishment ofprotocols for conditioning the given epoxy asphalt is paramount to successful testing and evaluation of
the material. To this end three types of tests were conducted: one to evaluate the rate of curing, a second
to determine the properties of the fully cured system, and the third, to determine the effect of incomplete
curing on performance of the epoxy asphalt.
For convenience the epoxy asphalts evaluated were classified as moderate curing (amine andamino based) and slow curing (acid based) epoxy asphalts. The moderate curing amine and amino based
epoxy asphalts were somewhat problematic in that the systems cured too quickly to allow propercompaction; this resulted in higher air voids of the compacted specimens. Consequently the rapid
setting epoxies do not appear to be compatible for use in a conventional hot mix plant. These materials
may perform well in a cold mix operation though data would be needed to determine this. Despite thelabelling of fast or slow curing, care will need to be exercised in the use of epoxies to ensure adequate
curing has taken place prior to its trafficking.
The binder properties for the epoxy asphalts evaluated were greatly superior to conventional
bitumen. The cross-linked epoxy asphalts are stiffer, have significantly greater cohesive strengths, offer
greater resistance to shear stress, and are less susceptible to oxidation.
The epoxy asphalt mixtures provided significant improvement in terms of rut resistance, moistureresistance, and fatigue life when subjected to low strains. When subjected to high strains the
improvement of epoxy asphalt over conventional binders is not as marked and sensitive to the mix
design. This suggests that epoxy asphalt may be limited to use in surfacings over very stiff foundations
and was confirmed by accelerated pavement testing at TRL (as discussed below). A second area ofconcern was the loss of ductility at lower temperatures, as these losses were greater for the epoxy
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EXPOXY ASPHALT: TESTING AND TEST RESULTS –67

asphalts mixtures (and binders). To determine whether this loss exposes a potential limitation toutilization of epoxy asphalt, several new approaches to evaluating crack initiation and propagation were
employed. However, all of the approaches indicated that epoxy asphalt is a tougher material and exhibits
significantly greater resistance to both aspects of cracking.
The embrittlement testing that simulates the resistance of an OGPA mixture to ravelling in thefield, gave results that mirrored those of the binder rheology. The epoxy asphalt cures but does not age
significantly; simulated aged (7 years) epoxy asphalt significantly outperformed the control. A limited
accelerated pavement testing (APT) trial using CAPTIF resulted in early signs of surface abrasion in thecontrol section but not in the epoxy.
Empirical composite specimen testing was conducted to evaluate epoxy asphalt over both flexible
and rigid bases. The performance of the epoxy specimens was far superior to that of the control
specimen in terms of cumulative creep strains, crack propagation and overall sustained damage.
Comparison testing of the interface strength proved inconclusive results as the bond coat was thecontrolling factor or failure occurred in the lower layer.
The laboratory binder and mixture results were validated by the three APT experiments. The epoxy
asphalt sections outperformed those of the control. One important lesson learned was that the epoxy
should be placed over a sufficiently stiff base to prevent rutting of the underlying layer. While the epoxy
asphalt resists deformation, excessive deformations in the lower section may translate and give rise tolongitudinal cracks or tearing of the surface layer. These APT results are somewhat limited as theyreflect the performance of a single epoxy asphalt product; nevertheless, this improved performance
should be reflected in other epoxy systems.
System characteristics such as skid resistance and polishing are largely dictated by aggregate
properties and mix design. The APT control and epoxy sections exhibited similar skid resistances when
first placed. Following loading of the sections, the values for the control tended to improve as thecontrol surface experienced abrasion damage whereas that of the epoxy asphalt was minimal.
In a test designed to simulation fuel spillage, the epoxy mixtures were found to be extremely
resistant to diesel immersion, showing negligible mass loss. In comparison, the HRA control mixtures
failed within 4 days of immersion.
In short, the many tests performed on epoxy asphalt materials were planned to cover all importantquestions regarding the properties which are known to be critical for the durability and service life of apavement under heavy traffic. These tests all indicate that the use of epoxy asphalt should significantly
extend the service life relative to conventional binders.

REFERENCES

AASHTO TP10-93, “Standard Test Method for Thermal Stress Restrained Specimen Tensile Strength”,
AASHTO Provisional Standards, Interim Edition, April (2001).
Al-Khateeb, G. and A. Shenoy, “A Distinctive Fatigue Failure Criterion”, Journal, Association of
Asphalt Paving Technologists, 73, 585-622 (2004).
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Andrei, D., M.W. Witczak and M.W. Mirza, “Development of a Revised Predictive Model for the
Dynamic (Complex) Modulus of Asphalt Mixtures”, National Cooperative Highway Research
Program 1-37A Inter Team Report, University of Maryland, March (1999).
APRG 1999. Selection and design of asphalt mixes: Australian provisional guide. APRG Report 18,
Austroads Pavement Reference Group, Austroads, Sydney, Australia.
Balala, B. “Studies Leading to Choice of Epoxy Asphalt for Pavement on Steel Orthotropic Bridge Deckof San Mateo-Hayward Bridge”, Highway Research Record 287, 12-18 (1969).
Bonaquist, R.F. “Simple Performance Tester for Superpave Mix Design”, Quarterly Progress Report(Appendix B), National Cooperative Highway Research Program Project 9-29 (2003).
Chehab, G.R., Y.R. Kim, R.A. Schapery, M.W. Witczak and R. Bonaquist, “Characterization of Asphalt
Concrete in Uniaxial Tension using a Viscoelastoplastic Continuum Damage Model”, Journal,
Association of Asphalt Paving Technologists 72, 315-355 (2003).
Gaul, RW. “Epoxy Asphalt Concrete–A Polymer Concrete with 25 Years Experience”, American Society
for Testing and Materials, Special Publication 166-13, 233-251 (1993). In, Properties and Usesof Polymers in Concrete. Edited by Fontana, J.J., Kaeding, Al O., Krauss, Paul D. American
Concrete Institute, 13, 233-251 (1996).
Herrington, P., S. Reilly and S. Cook, 2005. Porous Asphalt Durability Test. Transfund New ZealandResearch Report 265. 32 pp.
Kim, Y., H.J. Lee, D.N, Little, Y.R. Kim, “A Simple Testing Method to Evaluate Fatigue Fracture andDamage Performance of Asphalt Mixtures”, Journal, Association of Asphalt Paving
Technologists, 75 (forthcoming) (2006).
Li, X. and M.O. Marasteanu, “Cohesive Modelling of Fracture in Asphalt Mixtures at Low
Temperatures”, Submitted to the International Journal of Fracture (2004).
Li, X., M.O. Marasteanu, N. Iverson, and J.F. Lubuz, “Observation of Crack Propagation in Asphalt
Mixtures Using Acoustic Emission,” Presented at the 85th Annual Transportation Research Board
Meeting and Compendium of Papers CD, Washington, D.C. (2006).
Organization for Economic Co-operation and Development. “Economic Evaluation of Long-Life
Pavements: Phase 1”, 2005(3), OECD, Paris, March (2005).
Pine Instrument Company, “Rotary Asphalt Wheel Tester Operation Manual-LMAFW1A (Rev 002)”(2003).
Qi, X., G. Al-Khateeb, T. Mitchell, and K. Stuart, “Construction of Accelerated Loading Facility (ALF)
Pooled Fund Study Pavements”, TPF 5(019), Final Report, Turner-Fairbank Highway ResearchCenter (TFHRC), November (2003).
Qi, X., A. Shenoy, G. Al-Khateeb, T. Arnold, N. Gibson, J. Youtcheff, and T. Harman, “Laboratory
Characterization and Full-Scale Accelerated Performance Testing Crumb Rubber Asphalts andOther Modified Asphalt Systems”, Accepted in Journal of Road Materials and Pavements
Design, forthcoming, (2006).
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EXPOXY ASPHALT: TESTING AND TEST RESULTS –69

Qi, X., A. Shenoy, G. Al-Khateeb, T. Arnold, N. Gibson, J. Youtcheff and T. Harman “Laboratory
characterization and full-scale accelerated performance testing of crumb rubber asphalts andother modified asphalt systems”, Proceedings of the Asphalt Rubber 2006 Conference, pp. 39-65, Palm Springs, USA, October 2006.
Roque, R, B, Bjorn and D. Christos, “Development and Field Evaluation of Energy-Based Criteria for
Top-Down Cracking Performance of Hot-Mix Asphalt”, Journal, Association of Asphalt Paving
Technologists, 73, 229-260 (2004).
Stéfani, C., F. Hammoum, E. Merliot and L–M Cottineau, Dispositif et procédé permettant la mesurede phénomène tribologique, Patent Number FR 06 50 054, January 06, 2006, 15 pp.
Stuart K.D., J.S. Youtcheff, and W.S. Mogawer, “Understanding the Performance of Modified Asphalt
Binders in Mixtures: Evaluation of Moisture Sensitivity”, Final Report, FHWA-RD-02-029,
Federal Highway Administration (FHWA), McLean, VA (2002).
Wagoner, MP, W.G. Buttlar and G.H. Paulino, “Disk-Shaped Compact Tension Test for Asphalt Concrete
Fracture”, Society for Experimental Mechanics, 45(3), 270-277, June (2005).
Wagoner, M.P., W.G. Buttlar, G.H. Paulino and P. Blankenship, “Laboratory Testing Suite for
Characterization of Asphalt Concrete Mixtures Obtained from Field Cores”, Journal, Associationof Asphalt Paving Technologists, 75 (forthcoming) (2006).

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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –71

5. HIGH PERFORMANCE CEMENTITIOUS MATERIAL:TESTING AND TEST RESULTS

5.1 Introduction: an innovative hydraulic material for wearing courses
During the Phase II work, two technical families of candidate long life wearing courses were tested
and evaluated: one a bituminous and the other a cementitious surfacing material. The development,
testing and evaluation of the cementitious surfacing material is presented in this chapter.
The innovative High-Performance Cementitious Material (HPCM) under consideration consists ofan 8-mm layer of ultra-high performance, fibre-reinforced fine mortar, in which hard, polish resistantaggregate particles are embedded. The development of the HPCM material included the following
stages and deliberations: selection of constituents, mix-design, laboratory application processes, andassessment of behaviour in various tests encompassing a range of deterioration processes, such as
abrasion, fatigue, restrained shrinkage cracking, freeze-and-thaw, etc.
One of the most important requirements of a wearing course is good skid resistance, which isdependent on the aggregate embedded in the surfacing. For a long-life surface layer, it is essential tochoose an aggregate with superior polishing resistance. Based on wide experience, calcined bauxite isrecognised as one of the best aggregates available. However, calcined bauxite is also an expensive
material, with limited suppliers: its unit cost may range from 30 to 40 times that of ordinary aggregates.
Therefore, if it is to be used, there would be value in the surface dressing having only a single layer ofaggregate particles. Among the aggregate sizes available, a 3-7 mm size was chosen, because amaximum aggregate size of around 6 mm tends to be the optimum size when a combination of adequate
skid resistance and limited noise emission is required.
Next is the design of the binder, the key function of which is to ensure the calcined bauxite
chippings stick to the pavement. When the option of using a hydraulic binder is taken, it is important todevelop a fine material with the maximum tensile strength that is obtainable on site. From theexperience gained with ultra-high performance concretes1, it follows to design a mix of sand, Portland
cement, silica fume, superplasticiser and water, with a low water/binder ratio. As in the ultra-thin white
topping technology2, a good bond is essential between the cementitious mortar and the bituminous
substrate. However, due to the shrinkage of the mortar which will be restrained by the pavement
structure, cracking is likely to occur. To limit the crack openings, some sort of reinforcement is needed,but, given the thinness of the mortar layer, only fibres added to the mix may play this role. The thicknessof this fibre-reinforced mortar layer should be minimal for reasons of cost. However, it should bethick enough to allow for good penetration of the chippings in the fresh mortar. Moreover, thechippings/mortar composite should form a strong surface layer protection to the lower pavement
layers. Taking all these considerations into account, a thickness of 8 mm was adopted for the mortar.
Figure 5.1 summarises the concept adopted for the HPCM3.
This chapter also outlines the various tests performed to develop and to characterize the innovative
hydraulic HPCM surfacing. Sections 5.2-5.5 deal with the choice of constituents, mix-design and plain
mortar shrinkage measurements. Section 5.6 details the HPCM application procedures used in thelaboratory and outdoor tests. In sections 5.7-5.9, the cracking behaviour of the HPCM composite is
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72 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
investigated at various scales. Sections 5.10-5.14 help assess the likelihood of chipping loss under theaction of traffic and/or climatic exposure. Sections 5.15 & 5.16 cover the fatigue behaviour of HPCM
for the material and structure levels. The noise generation at the tyre/wearing course interface ispredicted in section 5.17 and the risk of delamination and buckling is studied in section 5.18. Finally,
the preliminary conclusions of this series of tests are set out in section 5.19.

Figure 5.1. Principle of the HPCM solution
calcinedbauxitechippings

8 mmasphalt
bindercourselowwater/binder
ratio, fibre
reinforced
mortarbase
courseSource: Laboratoire Central des Ponts et Chaussées (France).

5.2 Choice of constituents [HPCM Report 1, 2]
At the beginning of the project, in order to get a consistent set of data, the members of the HPCM
Group decided to use the same constituents and mixtures in their tests which were undertaken innational testing laboratories in the seven different countries involved. The following constituents were
included in the original mixture designs:•

Possibly 3-7 mm calcined bauxite.

•

Aeolian siliceous fine sand.

•Portland cement CEM I.

•

Light grey silica fume.

•

Polycarboxylate-type superplasticiser in powder form.

•

Commercially available retarder in liquid form, in order to limit the slump loss phenomenon.

•

Steel fibres with a length of 13 mm and a diameter of 0.2 mm.

•

Alternatively, PVA (polyvinyl alcohol) fibres with a length of 15 mm and a diameter of 0.33 mm.

After the development of a basic mix-design for the mortar (see next section), a premix
incorporating all dry constituents (including the superplasticizer) was prepared by the commercial
supplier (SIKA France), and delivered on order to the national laboratories of the project’s HPCM group
participants, in their respective countries.
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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –73

5.3 Mix-design, production and characterization of the mortar (LCPC, France)[HPCM Report 3, 12]
The original mix-design of the mortar was developed taking into account the following
considerations:•

Soft consistency

The mortar had to be easy to spread, but it should not be self-levelling, since pavement surfaces
always exhibit a certain slope (from 1-2 % to 6 % or more). A slump value around 10-11 cm was initiallyselected. After the second series of cracking tests, it was decided that a higher slump value (about
20 cm) would improve the bond between mortar and binder course.

•

Large dosage of superplasticizer

This type of admixture is essential in any High Performance Concrete (HPC), especially at very
low water/binder ratio. The saturation dosage is a good starting point, if the next point is correctly
managed.

•No crust at the surface

It is a peculiarity of many HPCs that a thin crust of fine material forms at the top surface quickly
after finishing, even when there has been careful curing. Such a crust should be avoided, since chippings
have to be embedded with a good bond to the mortar layer.

•

Possible use of 3/7 chippings

It is important for the coarse aggregate to be able to penetrate the surface of the soft mortar. Thismeans that the mortar should not be too dense, and should be able to flow between coarse aggregate
particles, to a certain extent. In other words, the original mortar was designed assuming that the mix ofmortar with half of the chippings could be placed with a normal level of compaction.

•

Water/cement ratio = 0.20

A Water/cement ratio of 0.20 is typical of most Ultra-High Performance Concrete (UHPC)
produced commercially. Using a Water/Cement ratio of 0.20 ratio ensures that the material will be
among the best performing cementitious materials. Adopting a lower value would have createddifficulties in the rheology of the fresh mix, which means a material difficult to apply industrially.

•

Silica fume/cement ratio = 0.20

This value is also typical for a Ultra High Performance Concrete (UHPC). A higher value would
mean a higher cost with little improvement of the material, if any.
After some trial batches, the recipe presented in Table 5.1 was obtained – and called Plain
Mortar A. Such mixtures require a long mixing time and a carefully optimised sequence
encompassing moistening of the mixer, introduction of dry materials, first mixing stage, addition of
the water containing admixtures, second mixing stage, addition of fibres, third mixing stage anddischarge from the mixer. Total mixing time ranged from 5 to 15 minutes, depending of the type andvolume of the mixer. The main properties of Plain Mortar A and Mortar A mixed with 1% steel fibres
appear in Table 5.2 (the specimens were cured at 20°C and at 100% relative humidity (R.H.) after
demoulding).
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74 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
Table 5.1. Mixture-proportions of plain mortar A
Components

Kg/m3

Siliceous coarse sand 0.2/1
Siliceous fine sand 0.08/0.315
CEM I Portland cement
Silica fumeSuperplasticizer (dry powder)
Water
Water/cement (w/c4)

432
432
991
198
2.93
198
0.20

Table 5.2. Properties of plain mortar A and mortar A with 1% steel-fibre (SF)Wet and hardened properties of the mix

Plain
(A)

A plus
1% SF

Slump (cm)Air content (%, as measured with a pressure mortar airmeter)
Compressive strength at 28 days (MPa, as measured on 4 × 4 × 16 cm specimens)
Flexural strength at 28 days (MPa, as measured on 4 × 4 × 16 cm specimens)
Elastic modulus at 28 days (GPa, as measured on 11 × 22 cm specimens)

11.5
06.3
138
24.9
–

14
05.8
172
23.5
42.5

During the preliminary cracking test series (see section 5.6), it was realised that the mixture wassubject to early slump losses. Therefore, a retarder was added to the original mix, and the following
Mortar B mix-design was obtained (see Table 5.3).

Table 5.3 Mixture proportions of the plain mortar B
Components

Kg/m3

Siliceous coarse sand 0.2/1
Siliceous fine sand 0.08/0.315
CEM I Portland cement
Silica fumeSuperplasticizer (dry powder)
RetarderWater
w/c
Slump after mixing (cm)Slump after one hour (cm)

429
429
985
197
2.91
4.95
195
0.2
9.5
9

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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –75

Later in the project, it was found that the mix consistency had to be more fluid, with lower slump
losses. Therefore, another mix-design for the plain mortar was recommended (Mortar C), with more
superplasticizer and water. The composition of this third plain mortar is given in Table 5.4. As well,following the first results of the strip cracking tests, a tentative selection was made for a solution
incorporating 4% of PVA fibres. Table 5.5 presents the main properties of this fibre-reinforced mortar.
This last mixture was used in most of the HPCM performance tests in the project, with some local
adjustment of the water-cement ratio, which ranged from 0.21 (in the original mixture) to 0.27 (in the
PTF test – see section 5.16).

Table 5.4. Mixture-proportions of the plain mortar C
Components

Kg/m3

Siliceous coarse sand 0.2/1
Siliceous fine sand 0.08/0.315
CEM I Portland cement
Silica fumeSuperplasticizer (dry powder)
RetarderWater
w/c
Slump (cm)

429
429
985
197
4.40
4.95
207
0.21
21

Table 5.5. Properties of the hardened mortar C with 4% of PVA fibres(fresh state properties: slump 23 cm, air content 4.5%)
Dimensionsof specimens (cm)Curing regime

Prisms 4 × 4 × 16
28 days at 20°C, 100% R.H.
Prisms 4 × 4 × 16
28 days at 20°C, 100% R.H.
Prisms 4 × 4 × 16
56 days at 20°C, 100% R.H.
Prisms 4 × 4 × 16
56 days at 20°C, 100% R.H.
Prisms 4 × 4 × 16 28 days at 20°C + 28 days at 60°C, 100% R.H.
Prisms 4 × 4 × 16 28 days at 20°C + 28 days at 60°C, 100% R.H.
Cubes 10 × 10 × 10
28 days at 20°C, 100% R.H.
Cylinders Ø11 × 22
28 days at 20°C, 100% R.H.
Cylinders Ø11 × 22
28 days at 20°C, 100% R.H.

Typeof testMean value(MPa)

FlexuralCompressive
FlexuralCompressive
FlexuralCompressiveCompressive
E-modulus
Compressive

28.5
164
35.7
182
31.5
190
148
43 000129

A water sensitivity analysis was performed by Dansk Beton Tecknik (DBT) since the water/cement
ratio was increased during some tasks. The results of this laboratory study appear in Table 5.6.
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76 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
Table 5.6. Effect of water dosage on compressive
and flexural strength of mortar C with 2.5 % of steel fibres(as measured on 4 × 4 × 16 cm prisms according to EN 1097-1)
w/c

Compressive strength
at 28 days (MPa)

Flexural strength
at 28 days (MPa)

0.21
0.23
0.25

188
171
132

41
35
29

5.4 Shrinkage tests (LCPC, France) [HPCM Report 6]
Since some cracking tendency was anticipated, shrinkage measurements were carried out at the
beginning of the Phase II project work. Shrinkage tests were performed on 7 × 7 × 28 cm prisms, using
plain mortar A. Six samples were cast and sealed, then demoulded at 24 hours. Three specimens were
cured at 20 ± 2°C, 50 ± 10% R.H., for total shrinkage measurement, while the three other specimens
were sealed with an adhesive aluminium sheet, for autogenous shrinkage measurement. The samples
were weighed in order to monitor their water loss.

Figure 5.2. Autogenous shrinkage of the HPCM mortar, vs. time after demoulding
800

Retrait endogène(10(10-6) -6)
Autogenous
shrinkage

700
600
500
400
300
200

EM 05- 3 81
EM 05- 3 82

100

EM 05- 3 83
0
0

50

100

150

200

250

300

Âge
Age (jours)(days)

Source: Laboratoire Central des Ponts et Chaussées (France).

The HPCM mortar phase exhibited a quite strong autogenous shrinkage, as shown in Figure 5.2,
which is a classic result for a very low water/cement ratio material. The final value was about 600-700μm/m. The water loss obtained (about 2 g, or 0.8% of the initial water content) showed the good qualityof the vapour tightness provided by the aluminium sheet.
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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –77

As for total shrinkage, two specimens were consistent with each other, while the third one
exhibited a much higher value (see Figure 5.3). However, it is likely that the very first length
measurement for EM05-384 was erroneous. Therefore, we can assume that a total shrinkage of about
800 μm/m is reached after 8 months. The water loss at the same age yields 17 g per specimen. This value
is much higher than in the case of the sealed specimen, but remains low with regard to the total watercontent of the sample. Hence, very low water-cement ratio materials keep a small amount of free water;
moreover, the drying process is slow due to the very low porosity of the hardened material.
Figure 5.3. Total shrinkage of the HPCM mortar, vs. time after demoulding

Retrait endogène(10-6)(10-6)
Autogenous
shrinkage

1 000

800

600

400

EM 05- 3 84

200

EM 05- 3 85
EM 05- 3 86

0
0

50

100

150

200

250

300

Time
(days)
Âge (jours)

Source: Laboratoire Central des Ponts et Chaussées (France).

Finally, the shrinkage of the HPCM mortar is essentially autogenous, and the most significant parttakes place in the first two months. It should be noted that part of the shrinkage occurs between the set
point and 24 hours, i.e. before demoulding, and was not measured.
5.5 Coefficient of thermal expansion (FHWA, USA)A Coefficient of Thermal Expansion (CTE) is defined as ‘the change in unit length per degree oftemperature change’ and depends on the concrete composition, age and moisture state.
The individual CTE of the components of concrete can vary significantly. The mineralogicaldifferences among aggregates are reflected in different CTEs, and cement paste CTE may be several
times higher than the aggregate.
CTE is a very important property in concrete pavement design as it can affect the curling stresses
and displacements and axial stresses and movements and, as a consequence, has an impact on theperformance and the serviceability of the pavement structure. The CTE can influence the early age
cracking, fatigue cracking, faulting, and joint spalling3.
A provisional test method to determine the CTE of concrete (AASHTO TP 60) was developed at
the US FHWA’s Turner Fairbank Highway Research Centre (TFHRC) as part of the Long Term
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78 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
Performance Pavement (LTPP) test protocol. Under this test, a saturated concrete core or cylinder issubjected to temperature cycles (segments) from 10°C to 50°C and from 50°C to 10°C and the change
in length is measured for each segment (see Figure 5.4). The reported CTE is the average of the twosegment measures, corrected for any length change of the measuring apparatus – once the length change
for each is within a required tolerance of each other.
The influence of the moisture condition on the CTE can be significant and the CTE of concrete in both
dry and saturated condition is lower than when the paste is partially saturated. The value at 100 percent
relative humidity (RH) is 20 to 25 percent less than the maximum, which occurs at 60 to 70 percent RH.
In order to eliminate the effect of the moisture condition variation, the test is performed in a water
bath and the specimens are maintained in a saturated condition, which is considered to be achieved
when two successive weighings of the surface-dried sample at intervals of 24 hours show an increase inweight of less than 0.5 percent.
As achieving saturation of the HPCM may be problematic due its low permeability, CTE tests
performed on HPCM under the conditions specified – i.e. when the two successive weighings of thesurface-dried sample at intervals of 24 hours show an increase in weight of less than 0.5 percent – do
not necessarily mean that the specimen was saturated.
Table 5.7 shows the CTE of the three HPCM mixes prepared as reported in section 5.3 (mix-design C
with 4% of PVA fibres). The results are very consistent. The average of the three mixes was
17.2 × 10-6/0C, which is considerably higher than previously found at TFHRC for a commercially available
UHPC (Ductal®).
Table 5.7. Coefficient of Thermal Expansion
CTE (× 10-6/0 C)

Mix Number
6061
6062
6063

17.2
17.1
17.2

An Energy Dispersive X-Ray Fluorescence (EDXRF) analysis for the elements in the mix showeda significant difference in the Si and Ca peaks of the two materials, which could explain the higher CTE
value for the HPCM (Table 5.8).
Table 5.8. EDXRF of HPCM and Ductal‚
Weight %Element
Al
Ca
Fe
Mg
O
S
Si

HPCM

Ductal®

11.74
25.63
–
–
46.68
1.39
24.58

1.44
15.05
1.03
0.79
49.44
1.04
31.24

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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –79

Figure 5.4. CTE frame and LVDT dilatometer device
The CTE frame and LVDT are placed in a water tank

Source: Turner-Fairbank Highway Research Center / Federal Highway Administration (United States).

The CTE is definitely a property that has to be taken into account, especially when the material is
expected to be used in an overlay. The CTE of regular concrete ranges normally between 6 × 10-6/0C and
12 × 10-6 /0C, which is much lower than for the HPCM.
However, outdoor strip cracking tests reported in section 5.7 show that cracking tends to be more
pronounced at high temperature. This means that HPCM has a lower CTE than the surrounding asphalt
material. Therefore the high CTE value of HPCM could be a moderating factor as far as cracking of thematerial is concerned.
5.6. Asphalt preparation and HPCM application procedures [HPCM Report 4, 12]
After the second series of cracking tests (reported in 5.4), it was concluded that the asphalt layer
required some special preparation:•

The macrotexture needed to be high enough to promote a bond between the mortar andthe asphalt concrete top aggregate particles. Shotblasting was suggested and carried out
in a number of tests. The required macrotexture, when measured by the sand patch
method (EN 13036-1), was 2.5 mm. Values obtained in the various tests ranged from 1.0
to 2.5 mm.

•

The surface had to be humid and clean, with no dust or water pockets.

•

For semi-industrial tests, 10 × 10 mm trenches had to be saw cut along the edges of the test
pads, in order to avoid shrinkage-induced end slip of the HPCM.

Figure 5.5 shows a typical aspect of a well-prepared asphalt layer prior to HPCM application.
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80 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
Figure 5.5. Aspect of asphalt surface after treatment (shot blasting + anchorage trench)

Source: Laboratoire Central des Ponts et Chaussées (France).

The next stage of the procedure dealt with the placement of HPCM onto an asphalt surface. Timber
8 mm deep was used as formwork, on which a straight edge, in this case a rule, was applied to spreadthe fresh mortar, as indicated in Figure 5.6a.
To insert the chippings, a first method (procedure A) involved spreading a dense bed of chippingson the fresh mortar. This bed was then rolled with a wooden cylinder after 10mm deep timber formwork
had been placed (see Figure 5.6b). Then, loose chippings were removed. The typical amount ofchippings inserted with this process was around 6 kg/m2. However, it was realized during the first
stripping tests that many particles were only loosely bonded to the mortar. As a result, the procedure
was subsequently adapted.
In the second method (procedure B), an adhesive aluminium foil was placed on the particles,
resulting in most of them sticking to the foil. The foil, together with the particles, was then placed onto
the fresh mortar surface, and rolled as in the previous procedure. The foil was kept on the specimens for
48 hours (acting as a curing membrane), then removed.
Later in the project, it was found that the placement of chippings was being performed in a ‘blind’manner, sometimes resulting in poor embedment of the chippings. As well, it seemed that the mortar
surface could be subject to rapid desiccation, damaging the bond with the chippings. As a result, a new
method (procedure C) was developed, which involved moistening the chippings in order to reach the‘saturated-surface dry’ state, then dispersing manually the same amount of particles on the fresh mortar.
The surface was rolled and gently finished with a trowel, ensuring that the particles were embedded up
to about half their diameter.
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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –81

Figure 5.6. Laboratory application process of the HPCM (procedure B)

(a)
8
mm

mortar

(a)

(b)
10
mm
(b)

Source: Laboratoire Central des Ponts et Chaussées (France).

The laboratory specimens produced with procedure A or C were cured by applying a wet burlap
for 48 hours; then the specimens were kept in the ambient conditions for 28 days. For semi-industrial
applications, a polyethylene sheet was applied on the HPCM surface for two or three days, or a curingcompound was sprayed after the placement of the chippings.
5.7 Strip cracking tests (LCPC, France) [HPCM Report 6, 7, 13]
Cracking tests were carried out to determine the optimum type and amount of fibres. HPCM wasapplied outdoors in 14 cm wide strips, on an existing old pavement, and the natural cracking process
was monitored for some months. Preliminary tests showed that 6 m long strips were more useful than
3 m strips in displaying a cracking pattern typical of a long pavement. Afterwards, two series of strips
were laid, the first one in 2005, the second one in 2006.
2005 test series
The same laying process as the one used in the laboratory was employed and procedure B wasapplied to embed the chippings (see Figure 5.7). The two types of fibre (steel and PVA) wereincorporated in mortar B, with a percentage volume in the mortar of 0, 1, 2 and 3%. Figure 5.8 shows
the test site at LCPC. This 30-year old pavement was made of 5 cm of asphalt concrete over 20 cm of
cement-treated base material, on a granular sub-base layer. The strips were applied on a solid section ofthis pavement, between two transverse cracks. For this series, the asphalt surface was only washed withwater, with no treatment to increase the surface roughness.
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82 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
Figure 5.7. Transverse dimensions (in cm) of the cracking strips
Aluminium sheet

12

Chippings
Mortar (points to asphalt)
Asphalt
14
16

Source: Laboratoire Central des Ponts et Chaussées (France).

Figure 5.8. Testing site for the cracking strips at LCPC centre of Nantes (France)

Source: Laboratoire Central des Ponts et Chaussées (France).

The strips were cured with an aluminium sheet and a polyethylene sheet for the first 48 hours
after casting. Then the strips were exposed to ambient conditions. Most cracks appeared during thefirst month, because of the rapid development of shrinkage (see section 5.4). In the vicinity of thecracks, a certain degradation of the bond with the asphalt layer could be detected by gently tapping
the strips with a hammer; debonded parts produced a lower frequency noise. Examples of cracking
and delamination patterns are shown in Figures 5.9 and 5.10, where the cross hatching indicatesdelaminated zones.
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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –83

Figure 5.9. Cracking pattern of the control strip (lengths are given in cm)

Source: Danish Board of Technology (Denmark).

Figure 5.10. Cracking pattern of the strip with 3 % of steel fibres (lengths in cm)

Source: Danish Board of Technology (Denmark).

The control strip was heavily cracked and delaminated. However, incorporation of 3% steel fibres
almost suppressed the cracking and the delamination process.
Delamination only occurred from one of the two ends of the strip, and the crack was only 5-6 cm
long. Cracking data for all strips, as measured at 28 days, are summarised in Table 5.9.
These results – although useful – were not found to be fully satisfactory. As a result, another seriesof tests was launched the following year.
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84 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
Table 5.9 Cracking data (2005 test series)

StripsNumberofcracksCumulated
opening(mm)

Mean
opening(mm)

Maximum
opening(mm)% ofdelaminatedlength% ofdelaminatedlength (excluding
ends of the strips)

11
2
4
5
1
3
4
6

2.95
0.4
0.65
1.25
< 0.1
1.3
0.9
0.7

0.27
0.20
0.16
0.25
< 0.10
0.43
0.23
0.12

0.6
0.2
0.2
0.5
< 0.1
0.5
0.3
0.2

38
65
17
20
8
35
52
16

32
62
11
20
0
29
50
7

Control
Pre-cracked
1% steel
2% steel
3% steel
1% PVA
2% PVA
3% PVA
2006 test series

For this new series of tests, the following parameters were adopted:•

The asphalt surface was shot-blasted with steel balls, in order to increase the macro- andmicro-texture, thus improving the bond at the HPCM/asphalt interface.

•

The plain mortar was made softer at the fresh state by slightly increasing the superplasticizer
and water dosages (development of mortar C).

•

Strips were cast with 3% of steel fibres, and 0, 3, 4 & 5% of PVA fibres.

After 42 days, the first survey was carried out, which showed no cracks for the strips incorporating
4-5% of PVA fibres, nor for the steel fibre strip. Also, no delamination was found on any strip, including
the control strip without fibres. These observations led the project partners to choose the 4% PVA
solution for the rest of the tasks, most of which dealt with performance characterization, corresponding
to Sections 5.8, 5.10, 5.12 and 5.14 of this report.
Table 5.10. Cracking data (‘2006 test series) after 218 days

Strips
3% steel
3% PVA
4% PVA
5% PVA

NumberofcracksCumulated
opening(mm)

Mean
opening(mm)

Maximum
opening(mm)% ofdelaminatedlength

0
7
10
4

0
2.3
2.0
0.7

0
0.33
0.20
0.18

0
0.6
0.5
0.2

0
0
0
0

Five months after casting, the test site was exposed to high temperatures due to prevailingmeteorological conditions. These temperatures either increased the shrinkage rate of the mortar or
induced a swelling of the surrounding layers. Another possible consequence was a certain softening of
the PVA fibres (although the temperature did not seem to influence the strength – see Table 5.5 in
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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –85

section 5.3). The result was a sudden increase in the amount of cracking. Finally, all the new strips werecracked, except the one incorporating 3% of steel fibres (see Table 5.10). Notably, no delamination
appeared, in spite of the numerous cracks found in some of the strips.
Based on these results, the original selection of PVA fibres appeared to have been the wrong
choice: among the options investigated, only the 3% steel fibre HPCM seemed able to provide acontinuous wearing course, with no visible cracks.
5.8 Cracking under restrained shrinkage and imposed elongation (DBT, Denmark)[HPCM Report 19]
As a complement to the above cracking tests, it was decided during the project to also carry out
laboratory tests, in which the mortar would be submitted first to restrained shrinkage until 28 days, andthen to an imposed elongation up to 0.3%. The absence of a bond with a stiff base course, the thicknessof the plate and the lack of inserted chippings made this test quite severe. However, a material passing
this test, i.e. having no crack wider than 0.2 mm at the maximum elongation, would provide a very
robust solution.

Figure 5.11. Sketch of steel frame (30x500x800 mm) before casting and during testing

Source: Laboratoire Central des Ponts et Chaussées (France).

A cracking bench was used, in which the mortar was anchored to the ends through a series ofthin bars (see Figure 5.11). The mean elongation was measured in the mid-zone during the loading
cycle. HPCM mortar C with a slight water addition (w/c = 0.22) was used with steel (2, 3 and 4%)
or PVA (2, 4 and 6%) fibres. A lower strength mortar, with a target compressive strength of 50 MPa,
was also tested in case the HPCM had too high a tensile strength to be able to demonstrate distributed
cracking. Figure 5.12 shows a typical loading program, where the strain of the specimen is increased
step by step, creating progressive development of cracks. The results of the HPCM tests are given in
Table 5.11.
A well distributed cracking pattern, as shown in Figure 5.6, was obtained only with 3 or 4% steel
fibres in the HPCM mortar. For many other specimens, a localized failure occurred before the end of
the test, especially with the lower strength mortar, in which fibres were apparently not well anchored.
In all cases, the maximum crack opening was higher than the original expectation of 0.2 mm. These tests
tended to promote the HPCM solutions with a high percentage of steel fibres (3 or 4%), for which thecrack opening in the field could be lower than measured in these tests.
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86 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
Figure 5.12. Strain over time during the cracking test, for the 3% steel fibres HPCM

Crack Frame Testing
Strain [%]1B (Selected HPCM, 3% steel fibres)
0,35

Maximumcrack width

0,30

0,75 mm0,25
0,20

0,75 mm0,10 mm

0,15
Target strain
Actual strain

0,10
0,05

0,10 mmFirst crack formation - Multiple cracks

0,00
0,0

1,0

2,0

3,0

4,0

5,0

6,0

Time [hours]

Source: Laboratoire Central des Ponts et Chaussées (France).

Table 5.11. Summary of test results (HPCM matrix)
Test Matrix
No.
1A

HPCM

Steel
fibres[%]PVA
fibres[%]Number of cracks

2–

Multiple cracks in a narrowzone
Multiple cracks in a large area
Multiple cracks in a large area
3 crack-zones developed
at end of the load transferring
threaded steelbars

1B
1C
1D

HPCM
HPCM
HPCM

3
4
–

–
–
2

1E

HPCM

–

4

1F

HPCM

–

6

4 crack-zones developed
at end of the load transferring
threaded steelbars. Some finecracks at the edge of themeasuring area.
Multiple fine cracks at the edgesof the measuring area

Max. crack
width (*)
[mm]
1.4
0.75
0.70
No cracksdeveloped
before failureof thespecimenNo cracksdeveloped
before failureof thespecimen
1.10

Remarks

Failure of
specimenoutside themeasuring area
at 0.03% strain
Failure of
specimenoutside themeasuring area
at 0.03% strain
Failure of
specimenoutside themeasuring area
at 0.15% strain

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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –87

Figure 5.13. Final crack pattern obtained for the 3% steel fibres HPCM

Source: Roads and Traffic Authority (Australia).

5.9 Full Scale cracking test [HPCM Report 15]
After the laboratory cracking tests reported above, it was important to assess the cracking tendencyof the HPCM material at Full Scale, using a test model representative of a real pavement. Following
liaison with the New South Wales Roads and Traffic Authority (RTA), it was decided to build a 20 × 2 m
test pad near Sydney, Australia. Consistent with the original schedule of the project, the pad should havebeen cast in the Australian summer (end 2005/early 2006), and monitored for six months, which would
have allowed observation of the effect of the temperature drop. However, due to some delays in theprevious tasks and material deliveries, the pad was finally cast during the Australian winter. A purposebuilt asphalt lane, consisting of a 20 cm thick asphalt concrete, was laid over 15 cm of dense grade
granular base material (see Figure 5.14). The asphalt surface was shot blasted, and the macrotexture
ranged between 1 and 1.5 mm. The evenness of the surface could not be fully controlled, which later
caused some scatter in the thickness of the HPCM.
Mortar C with 4% PVA was produced and applied on the asphalt layer (see Figure 5.15). The water
dosage was increased up to a water/cement ratio of about 0.24, in order to increase the mix fluidity andto accelerate the mixing process (which could not be shorter than 15 minutes per batch). This water
addition probably increased the free shrinkage of the mix, and the measured cylinder strength at 28 days
was about 76 MPa (as compared to 129 MPa for the original mix, see Table 5.5). However, thesestrength measurements cannot be directly compared to the reference ones, because of differences in the
curing regime and possibly on the cylinder testing conditions. A compressive strength drop of 30%
could have been anticipated according to Table 5.6.
The pad was cast in successive 2.5 m-long sections (see Figure 5.16) separated by ‘cold joints’. Chippings
were embedded using procedure C. A commercial curing compound was sprayed three hours after the HPCM
mixing, and cracking was monitored on a weekly basis. Between the months of August and November, 2006,
the temperature ranged from 3 to 39°C, and the evaporation rate ranged from 0.5 to 8 mm per day.
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88 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
Figure 5.14. View of test site at RTA’s St Marys work depot with the completed asphalt trial pad

Source: Roads and Traffic Authority (Australia).

Figure 5.15. View of batches 1 (left) and 2 being spread immediately after mixing was completed

Source: Roads and Traffic Authority (Australia).

Given the final results of the narrow strip cracking tests with the 4% PVA mix-design (see Table 5.8),
it could be anticipated that there would be some transverse cracking. In fact, such cracks appeared quite
soon. Their early appearance was probably related to the warm temperatures of the Australian test site,
compared to those of the French site. However, the width of cracks obtained (0.4 to 1.2 mm) was more
surprising.
Several factors, which clearly made the solution not acceptable for a long-life pavement, may
explain this result, viz:•

The water dosage of the mixture.

•

The presence of cold joints, which may explain the ‘A’ crack (in Figure 5.17).

•

A certain unevenness in the thickness of the HPCM layer, which may have led to stressconcentrations in the thinnest zones of the pad.

•

The presumably softer character of the asphalt concrete, as compared to the one of the LCPC
pad, where the asphalt concrete was thirty years old when the HPCM was applied; its modulus
and tensile strength were probably high, due to ageing of bitumen over such a long period.
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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –89

Figure 5.16. Construction sequence adopted for trial showing the average duration for each event
Batch mix
[15 min]Place mix & screed[10-20 mins]

Spread aggregate[5 min]Pilot trial

Apply curing compound after complete placing of mix

Source: Roads and Traffic Authority (Australia).

Figure 5.17. Diagrammatic view of crack patterns on test pad [Ref]5.3
Pilot trial – novisible cracks

6.9
8.1

A

B

C
D

E

Source: Roads and Traffic Authority (Australia).

Table 5.12. Crack observation details recorded to 25th September, 2006 [Ref]CrackTiming1
Designation
(wks)
A
B

1.5
1.5

C

1.5

D

3

E

3.5

F, G

8 < T < 28

Description
A 0.7 mm wide crack over the full width of the pad.
The most visible crack is about 1.0 mm wide for at least 400 mm of its length.
This crack shown in Figure 5.18 consists of about 4 separate cracks which stopand start but represents cracking over the full width of the pad.
This crack starts at the northern edge and meanders down a transverse
path, crack stops & starts. The maximum width of the crack is 1.2 mm.
This crack appeared 350 mm east of crack C and this crack joins
Crack C at 400 m from edge.
A 300 mm long crack appeared 600 mm from north edge and 500 mm fromthe start of placing the pad. Crack width varies but is about 0.4 mm wide.
Later thin cracks, 0.1-0.3 mm wide. (not shown)

1. Timing refers to the first appearance of the crack after placing the HPCM.

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90 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
Apart from the vertical cracking, some horizontal cracking (in the top zone of the asphalt) took
place around the pad (see Figure 5.18). This was probably related to a curling tendency of the HPCM,
which created some vertical tensile stresses in the base course. The asphalt edge zones were weakbecause of limited compaction, and because of a second saw cut, parallel to the interior one required foranchoring the HPCM in the asphalt, which was carried out by error. Apart from these edge zones, nodelamination was detected on the test pad.
Some important conclusions can be drawn from this semi-industrial scale experiment:•

HPCM with 4% PVA fibres cannot resist shrinkage-induced cracks without strain localisation,
as already found in the two previous cracking test series.

•

It is important to use below the HPCM layer a stiff-enough asphalt concrete as a binding
course, with homogenous compaction and quality.

•

HPCM thickness should be as regular as possible, to avoid stress concentrations in thinner zones.

Figure 5.18. Horizontal cracks at the pad edges
Curling
stresses

Unplanned
sawcut

HPCM
Horizontal
crack
Asphalt

Source: Roads and Traffic Authority (Australia).

5.10 Preliminary stripping tests (LCPC, France) [HPCM Report 11]
The aim of the Preliminary Stripping Tests was to get a first appraisal of the behaviour of the HPCM
when subjected to truck traffic, by using a conventional rutting machine (see Figure 5.19). Sandwich
specimens were produced (mortar composition A with 1% of steel fibres, procedure A and B for placementof chippings) and submitted to a number of cycles (see Figure 5.20) at ambient temperature. For somesequences, the wheel was angled at 5°, in order to create a certain level of shear stress which could simulate
the effect of traffic in curves or during vehicle braking. Unfortunately this loading programme was limited
in time by the degree of wear of the wheel rubber, due to the unusually strong abrasive effect exerted by thestrong and resistant calcined bauxite chippings, which was quite severe after 3 000 passes.
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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –91

Figure 5.19. The LCPC rutting machine

Source: Laboratoire Central des Ponts et Chaussées (France).

Figure 5.20. Typical sandwich samples of HPCM cast over an asphalt concrete prism

Source: Laboratoire Central des Ponts et Chaussées (France).

Two control materials were evaluated in parallel with the HPCM: a typical French asphalt concrete
for wearing course (BBTM) and an epoxy-asphalt surface dressing. The results of the tests appear in
Table 5.13.
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92 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
From these results, the following conclusions were drawn:•

No debonding was noted between the HPCM and the asphalt concrete.

•

Procedure B was much better than procedure A in terms of prevention of chipping loss. Later,procedure C was adopted, with (presumably) even better performance (see Section 5.6).

•

The loss of material was higher with HPCM (procedure B), as compared to some existingasphaltic materials. However, conventional bitumen emulsion surface dressing was notincluded in the test programme. Such field materials commonly present aggregate losses
around 5-10% after some weeks of traffic.

The test results were difficult to fully interpret, because the loading programmes differed among
the various materials. Also, the ambient temperature was favourable to asphalt materials, since bitumen
is temperature sensitive, unlike Portland cement. Finally, the equivalence between this test and theeffects of real traffic is not known.

Table 5.13. Results of preliminary stripping tests
Material

HPCM(procedure A)

HPCM(procedure B)

BBTM
asphalt
concrete

Epoxy-asphalt
surfacedressing

Loading program

1 000 c. at 0° +2 000 c. at 5°1 000 c. at 0° +2 000 c. at 5°+
8 000 c. at 0°
1.63
1.57
0.31
7.5

1 000 c. at 0° +10 000 c. at 5°1 000 c. at 0° +3 000 c. at 5°

2.25
1.38
0.11
–

1.88
1.89
0.18
4.5

Original macrotexture (mm)Final macrotexture (mm)Loss (kg/m2)
Loss (% of total chippings)

1.77
2.01
1.08
18.2

5.11 Tribometer tests (LCPC, France) [HPCM Report 18]
A new Tribometer test had recently been developed at LCPC in order to reproduce thedegradation process of a wearing course in a laboratory. The way the Tribometer operates is asfollows. A steel arm having the shape of a logarithmic spiral is coated with rubber having a shore
hardness of 68°. The arm applies a controlled load onto the specimen surface, with a constant angle,
simulating the action of a braking truck tyre which would slip on the pavement surface. Figure 5.21
shows the test set-up, and the loading programme is presented in Figure 5.22. The mean force F0 of
2.5 kN is equivalent to the typical pressure exerted by truck tyres, while the amplitude DF is equal toF0/3. In the test program, 3 000 cycles are applied during phase B. For each test specimen the
programme is applied twice, which makes a total of 6 000 cycles for each test. The mass of the sample
and the macrotexture are measured three times: before starting the test, between the two programmes
and at the end.
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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –Figure 5.21. The LCPC Tribometer

Source: Laboratoire Central des Ponts et Chaussées (France).

Figure 5.22. The Tribometer test protocol

Source: Laboratoire Central des Ponts et Chaussées (France).
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94 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
Two asphalt prisms were produced and coated with HPCM (mortar C with 4% PVA fibres,
procedure C for the chippings placement). A series of asphaltic materials were tested with the sameprocedure:•

BBTM 0/10 pure bitumen’. This is nowadays the standard material for a highway wearing
course in France, and it is supposed to last 7-10 years when subject to high traffic.

•‘BBTM 0/10 BmP SBS cross-linked’, similar to the previous one except in the nature of thebitumen. This material is often used for heavy-duty wearing courses as in roundabouts.

•‘BBTM 0/10 Epoxy asphalt’, the other candidate for long-life wearing courses highlighted inthis project.

•

Epoxy-asphalt surface dressing. This commercial material, as outlined in the previous section(section 5.10), is comparable to HPCM apart from the nature of the binder (which is epoxybitumen mixture instead of hydraulic mortar).

The results of the tests appear in Table 5.14. The following observations can be made:•The HPCM lost about 10% of its total mass of chippings. Most particles were worn during thefirst series of 3 000 cycles.

•

Among bituminous materials, only those containing epoxy-bitumen binder showed a better
behaviour.

•

As in the case of the stripping test, the test temperature (20°C) favoured asphaltic materials.
As an illustration of this, the tribometer test was recently carried out on another BBTM 0/10
up to 1 800 cycles, at two temperatures. At 19°C, the amount of material loss was about
4 kg/m2. This quantity increased to 11 kg/m2 at 24°C.

Keeping in mind that the surface temperature of a wearing course may reach 50°C in summer,
one may expect a lifespan of several decades for HPCM, at least if traffic action is the only distressmechanism.
Table 5.14. Results of the Tribometer tests
Mass loss per unit area (Kg/m2)

HPCM/F10-6
HPCM/F10-7
BBTM 0/10 Pure bitumen pen 35/50
BBTM 0/10 BmP SBS cross-linked
BBTM 0/10 Epoxy asphalt
Surface dressing – EA/F20-4

After 3 000 cycles

After 6 000 cycles

0.34
0.38
0.87
1.73
0.03
–

0.39
0.42
5.09
3.14
0.08
0.03

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5.12 Abrasion tests (FHWA, USA)
Asphalt slabs were prepared and overlaid with 8 mm of the HPCM mortar (mix-design C with
4% PVA fibres) in abrasion tests undertaken in the US. Three batches were prepared (6061, 6062
and 6063) on three different days. For each batch, one slab and three cylinders were cast. Each slab
was cut into three specimens that were used for the abrasion tests. Cylinders were used to determine
the compressive strength and the coefficient of thermal expansion.
Different methods were used to insert the calcined bauxite aggregate chips (chippings). For mix
6061, procedure B was applied.
It was observed that the chippings were pulled out during the abrasion tests, so the aluminium
foil procedure was eliminated. For mixes 6062 and 6063 chippings were manually placed on themortar, one by one (according to procedure C, modified as explained hereafter). A paper sheet wasplaced on the slab and the chippings were forced into the mortar with hand pressure. The pressure
applied to mix 6063 was higher than the one applied to mix 6062. The difference in the embedmentof the particles, obtained in mixes 6062 and 6063, is shown in Table 5.15.
After casting, the slabs were covered with wet burlap and sheet plastic for 48 hours before
being exposed to ambient conditions.
Their compressive strength was determined at 28-days in accordance with ASTM C39 on two
75 × 150 mm cylinders per batch. The measurements varied from 121 MPa to 125 MPa, giving a
range close to reference values (see section 5.3).
In accordance with the ASTM C 944 procedure, abrasion resistance was measured by theamount of concrete abraded off a surface – the mass loss – over a given time period by a rotating
cutter at 200 rpm, under a constant force of 98 kN. Figure 5.23 shows the set up.
The specimens tested did not comply with the test requirement that their surface be either
formed or finished. The specimens had exposed chippings, so their surface was not even, which
created some issues during testing. As a result, it was not possible to use double the pressure(197 kN) as recommended for highly resistant concretes.
The abrasion was carried out for 2 minutes. Then the specimens were cleaned with a soft brushand the mass loss determined. The specimens were tested at different ages. All specimens from mix
6061 were tested only at 7 days.
Not enough specimens were tested in order to draw firm conclusions but some trends wereobserved. Figure 5.24 shows a strong correlation between the depth of chipping embedment
and mass loss (not necessarily abrasion). Table 5.15 shows the mass loss and the estimated depthof embedment of all specimens. It also seems that there is a relationship between age andabrasion: Figure 5.25 shows the difference in mass loss between mixes 6062 and 6063 at age 14 and28 days.
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96 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
Table 5.15. Abrasion of HPCM
PCCP I.D.

Age(days)

Mass
loss (g)Depth ofEmbedment,
through Visual
estimate (%)

Comments

6061A
6061B
6061C
6062A
6062B
6062C
6063A
6063B
6063C

7
7
7
14
14
28
14
28
28

33.8
34.0
33.4
25.7
20.0
14.7
8.8
5.7
4.3

20
25
20
40
45
50
70
75
80

OECD pre-mix, calcined bauxite chippings.
Chippings were lightly forced into the mortar.
OECD pre-mix, calcined bauxite chippings.
Chippings were moderately forced into the mortar.
OECD pre-mix, calcined bauxite chipping.
Chippings were heavily forced into the mortar.

Figure 5.23. Rotating cutters: set up used for abrasion test
The figure shows different stages of the same tests, during a period of 2 minutes

Source: Federal Highway Administration (United States).
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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –97

Estimated Degree of Embedment(%)

Figure 5.24. Correlation between mass loss and estimated degree of embedmentof the calcined bauxite chipping
90
80
70
60
2

50

R = 0.976

40
30
20
10
0
0

5

10

15

20

25

30

35

40

M ass loss (g)Source: Federal Highway Administration (United States).

Figure 5.25. Correlation between mass loss and age
30
25

2

Mass loss (g)R = 0.7316
20
6062

15

6063

10
5
2

R = 0.9076
0
0

5

10

15

20

25

30

Age (days)

Source: Federal Highway Administration (United States).

No control material was used, so it is difficult to interpret these results. The chippings mass
originally placed in the surface by the brush was about 21 g. This means that most particles were
removed for the 6061 and 6062 specimen series, while about two thirds remained for the third series.
Converted in abraded depth, this last series performed as a level 3 High-Performance Concrete,according to American FHWA classification6. This category stands for HPC with a 28 day compressive
strength in excess of 69 MPa. In other countries, e.g. Belgium, concretes used for high-traffic highway
surface courses with a compressive strength in the range of 50-70 MPa have shown satisfactory
performance and required no maintenance for more than 30 years.
Finally, these test results reinforced the importance of having sufficient chipping embedment in themortar, as also concluded from the other surface resistance tests.
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98 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
5.13 Freeze-and-thaw tests (DRI, Denmark) [HPCM Report 8]
An HPCM wearing course must be able to withstand freeze-thaw cycling without any significant
deterioration. In particular, it should be ascertained whether the chippings stay in place and also if thematrix material does not scale off during repeated freeze-thaw cycles. A total of six sandwich(HPCM on asphalt) specimens were subjected to the Swedish frost scaling test SS 137244, using a
NaCl-solution as the freezing medium. The specimens were exposed to 112 freeze-thaw cycles withtemperatures ranging from +20°C to –20°C. These samples had previously been used for the stripping
test (see section 5.9), i.e. the loosest chippings had already been worn off. The mortar was type A, andthe chippings were inserted through procedure B.
The frost scaling losses (kg/m2) from the six test specimens during 112 frost cycles are illustrated
in Figure 5.26. There was some indication of an accelerating scaling from 28 to 56 cycles, but in the lastpart of the exposure period the increase of scaling was less dramatic. There was no visible change to thesurfaces after 112 frost cycles except for some corrosion of steel fibres near the surface.
Practically all bauxite chippings stayed in place during testing, and the scaling loss from the mortar
was very limited. According to the method statement a scaling loss of less than 0.10 kg/m2 after
56 cycles is “very good”, and with an average value of 0.09 kg/m2, the surface material tested just fellwithin this category.
Figure 5.26. Cumulated weight losses from six test specimens(A1, A2 and A3 are taken from prism A, B1, B2 and B3 from prism B)
0,25

weight loss (kg/m2 )

0,20

A1

A2

A3

B1

B2

B3

0,15

0,10

0,05

0,00
0

7

14

21

28

35

42

49

56

63

70

77

84

91

98

105

112

cycles

Source: Danish Road Institute (Denmark).

Generally, this frost scaling test did not give rise to any serious concern about the scaling resistanceof the HPCM.
5.14 Combined acid-freeze/thaw-abrasion tests (BASt, Germany) [HPCM Report 21]
A combined acid-freeze/thaw-abrasion test represents a newly developed ‘total’ test devoted toassessing the durability of a concrete pavement surface under the successive action of acid, mechanicalshocks, freeze/thaw and then mechanical shocks again, as shown in Figure 5.27. In this test, 150-mm
diameter disks of HPCM (mortar C without or with 4% PVA fibres, chippings placement procedure C)
were first soaked in pH 4.5 acetic acid solution at 20°C for one hour.
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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –99

After weighing for material loss, a series of twelve 5-minute abrasion tests were applied on thecentral 105 mm-diameter surface of the disks, in a machine where 30 mm-diameter polyurethane balls
were shaken at an amplitude of 25 mm and a frequency of 750 cycle/min. Between each 5-minute test,
the material loss was monitored. Then, the specimens were submitted to 28 cycles of freeze/thaw in thepresence of a 3% sodium chloride solution, which provoked further material loss.
Finally, a second series of twelve shock cycles, identical to the first one, was applied, and the final
material loss was measured. The total number of shock cycles within this ‘total’ test was 90 000. The
results obtained from the 4% PVA fibre specimens appear in Figure 5.28.

Figure 5.27. Sequence of individual loads in the laboratory stress cycle

Laboratory stress cyclehh

3% N aC l
A = 25m m

A = 25m m+20° CT

pH 4,512h- 20° CU = 750 /mi n

pH load(pH)

Abrasive wear
(PA)

U = 750 /mi nFreeze-Thaw load
(FTA)

Abrasive wear
(PA II)

Source: Federal Highway Research Institute (BASt) (Germany).

Figure 5.28. Material loss against time in minutes, for three fibre-reinforced specimens.
Sum curve of abrasion or scaling16
Pk 14.1
Pk 14.2
Pk 15

14
12
10
8
6
4

PA115

PA120

PA110

PA100

PA105

PA95

PA90

PA85

PA80

PA70

PA75

PA65

FTA

PA60

PA55

PA45

PA50

PA40

PA35

PA30

PA25

PA20

PA15

PA10

0

PA5

2

Type of laboratory stress
Source: Federal Highway Research Institute (BASt) (Germany).
Note: First measurements reflect the action of acid, while the gap in the middle correspondsto the effect of freeze/thaw
cycles.
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100 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
The mean values of the mass losses over the different stages were as follows: 5 g (7% of the exposed
surface) by the acid attack, 2 g (3% of the exposed surface) by freeze/thaw, and about 3.5 g (10% of the
exposed surface) by the two series of shocks. Therefore, the acid attack appears quite harmful for HPCM.
(It is difficult to find confirmation of these figures in the graphics unless the latter are accumulative.)
The skid resistance (measured with the SRT pendulum) was monitored during the test (see Figure 5.29),
as was the mean texture depth (sand patch method EN 1036) shown in Figure 5.30.
Figure 5.29. Evolution of skid-resistance, as measured with the SRT pendulum,
during the test series
90
80

SRT-Value

70
60
50
40

Pk 14.1

30

Pk 14.2

20

Pk 15

10
0
NM

pH 4,5 PA 15

PA60

FTA

PA75

PA120

Type of laboratory stress
Source: Federal Highway Research Institute (BASt) (Germany).

Figure 5.30. Evolution of the mean texture depth (EN 1036), during the test series
2,5Mean texture depth

2,0
1,5
1,0
Pk 14.1
0,5

Pk 14.2
Pk 15

0,0
NM

pH 4,5 PA 15

PA 60

FTA

PA 75 PA120

Type of laboratory stress
Source: Federal Highway Research Institute (BASt) (Germany).

Despite this being a very severe test, it was difficult to evaluate the durability of the HPCM, given
the lack of a control material such as a conventional exposed aggregate concrete in the test programme.
It can be noted that the mechanical action of shocks results in a material loss comparable to the one
obtained in the stripping test (see section 5.10), while the action of freeze/thaw creates some additionalloss, unlike in the Swedish test reported in section 5.13.
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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –101

However, it is remarkable that, up to a total material loss of 20% of the exposed chippings mass,
the mean texture depth and the skid resistance did not evolve markedly. This finding was also valid forthe more precise macro- and micro-texture measurements performed during this research with a texture
double triangulation sensor. Therefore, an important conclusion is that, while HPCM will probably lose
some chippings in the field, as long as this loss is less than 20%, there should be no effect on skid
resistance nor on user safety.
5.15 Fatigue tests (DBT, Denmark) [HPCM Report 9]
A series of bending tests on mortar beams were performed in the laboratory to test the rather thin
wearing course for resistance to a large number of repeated deflections. Another goal of this task wasto compare the performance of the two types of fibres in providing fatigue resistance to the HPCM.
Two types of surface courses were tested, i.e.:••

HPCM mortar A with 2% of steel fibres.
HPCM mortar A with 2% of PVA fibres.

The fatigue tests were carried out on specimens with dimensions of 10x50x1000 mm, and thebeams were given a deflection in mid span of 1 mm. This deflection represents about three times theaverage deflection which may be expected in roads of the type/classification under consideration. The
principle of the test is presented in Figure 5.31 and the test set-up appears in Figure 5.32.
Figure 5.31. Principle of the fatigue tests
Deflection: 1

1.000
Source: Danish Board of Technology (Denmark).

Figure 5.32. Fatigue test set-up

Source: Danish Board of Technology (Denmark).
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102 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
The aim of the test was to determine the integrity of the material and particularly the performanceof the fibres in response to a large number of cyclic loads. The results are presented in terms of thedevelopment of the equivalent modulus of elasticity as a function of the number of loads cycles. The
initial elastic modulus at 28 days maturity was recorded as follows:•

HCPM, 2% (vol.) steel fibres: 36 Gpa.

•

HPCM, 2% (vol.) PVA fibres: 38 Gpa.

These values are lower than those measured on cylinders under compression (see Table 5.2), whichwere about 42-43 GPa, but the difference may be due to the curing as well as the type of loading. After
25 million cycles of imposed 1-mm deflections, these figures were reduced to the following:•

HCPM, steel fibres: 21 GPa.

•

HCPM, PVA fibres: 14 GPa.

In both types of material only an insignificant reduction was recorded after the first million cyclesof imposed deflections. It was concluded that following the initial formation of micro cracks in the
pavement, no further deterioration of the modulus of elasticity will occur during the service life of a
HCPM wearing course. As for the two types of fibres, the higher E-modulus of steel as compared to
PVA probably explains that the same ranking was found between the two corresponding composite
materials. However, the stability of apparent modulus after some millions of cycle demonstrated thatboth types of fibres are suitable to produce a durable HPCM layer. The results of the tests are illustrated
in Figure 5.33.

Apparent Young’s modulus [GPa]Figure 5.33 Results of the fatigue tests
45,00

Steel

40,00
PVA

35,00
30,00
25,00
20,00
15,00
10,00
5,00
0,00
0

5

10

15

20

25

30

Number of cycles [mill.]

Source: Danish Board of Technology (Denmark).

5.16 Full Scale fatigue test (TRL, UK) [HPCM Report 14]
One of the key test tools of the project was in the Pavement Testing Facility (PTF) (see Figure 5.34),
a large device allowing the application of fatigue cycles on a Full Scale pavement model at controlledtemperature.
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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –103

Figure 5.34. The TRL Pavement Testing Facility

Source: Transport Research Laboratory (United Kingdom).

Although fatigue is not seen as the main failure mode for a wearing course, any candidate for along-life top layer must pass this type of loading, where two wheels simulate typical heavy truck traffic.
Therefore it was decided to test the two project materials (namely the epoxy-asphalt concrete and the
HPCM), and to compare their behaviour with a conventional SMA (stone mastic asphalt).
Three 25 × 10 m test pads were built, with a total depth of 3 m. The nature and thickness of top
layers appear in Figure 5.35.
Figure 5.35. Thickness of the bound layers (DBM stands for Dense Bitumen Macadam)

Source: Transport Research Laboratory (United Kingdom).

The structure was designed to support equivalent traffic without fatigue failure, but the base course
material was chosen to allow some deformation, in order to test the top layer material and the interface
with the base course.
Figure 5.36 shows the various steps in constructing the HPCM pad. The mean texture depth of thebase layer (in dense bitumen macadam) was 2.0 mm, a value close to the specification. The 4% PVA
fibres mortar C was batched with a water-cement ratio of 0.27, giving a slump value of 24-25 cm. At
28 days, the compressive and flexural strengths were equal to 86.1 and 25 MPa, respectively.
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104 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
Figure 5.36. Construction of the HPCM test pad

Source: Transport Research Laboratory (United Kingdom).

In the PTF test, a total of 255 500 wheel passes – corresponding to one million of standard
axles (MSA) – were applied to the samples at 20°C, followed by a further series of half this number
at 35°C.
The loading sequence at ambient temperature provoked little distress on the structures, limited tosome rutting. However, after 0.5 MSA at 35°C, the rutting reached higher values (8,6 and 1.5 mm in
SMA, epoxy-asphalt and HPCM, respectively, see Figure 5.37).
The SMA surface did not exhibit any cracking. As for HPCM, some random ‘hairline’ cracks
were found away from the central place where chippings made such fine cracks invisible.
Also, one fine longitudinal crack developed in the axis of the pad, between the two wheel
tracks. Such a crack, with a larger width of about 1 mm, was also visible on the epoxy-asphalt
section.
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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –Figure 5.37. Evolution of surface profiles for the three pavement sections
HPCM

Stone Mastic Asphalt

Epoxy Asphalt Concrete

Source: Transport Research Laboratory (United Kingdom).
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106 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
An unexpected type of distress appeared in the HPCM section, namely a delamination of the basecourse material along the edges of the test pad (see Figure 5.38). At first glance, this failure could be aconsequence of the HPCM curling, provoked by a higher drying shrinkage at the surface of the material
as compared to the bottom zone. However, it can be seen in section 5.4 that the part of shrinkage aftersome weeks due to drying is quite low for HPCM. Moreover, the curvature of the de-bonded parts ofthe HPCM layer looks minor in Figure 5.37. More likely, the rutting in the base layer led to a certain
curvature in the HPCM submitted to the wheel loads. This curvature generated a certain flexural
moment in the HPCM layer. To balance this moment, and the induced vertical stresses in the base layer,
a residual tensile strength was necessary in the Dense Bitumen Macadam (DBM).
After the test was completed, the residual bond between HPCM and the base layer was assessed
through a series of in-place tensile tests performed after a superficial coring of the hydraulic layer. The
failure always occurred in the DBM, at stress levels of 0.26-0.45 MPa (for the tests performed atambient temperature), the strength becoming lower near the edges. But the strength was nil at 35°C.
According to later measurements (where parts of the HPCM layer were put on another asphalt course),
the temperature in the shoulder zones of DBM should have reached a level of 38-40 °C, corresponding
to an E-modulus of about 200 MPa for this material.

Figure 5.38. Delamination of the dense bitumen macadam below the edges HPCM pad

Source: Transport Research Laboratory (United Kingdom).

In terms of surface properties, the mean texture depth of the HPCM pad was about 2.2-2.3 mm,
although the placement procedure C was used. This texture did not change significantly after the 1.5 MSA.
The skid resistance slightly decreased from 97 to 92 (SRT values), but remained higher than for the twoother materials.
Finally, apart from the delamination problem, the HPCM composite performed quite well during
the PTF test, providing a very low level of rutting and keeping its surface integrity. The delamination
was linked directly with the tendency of DBM to rut (a characteristic which should be avoided in along-life pavement) and with its thermal susceptibility. As already concluded after the Full Scale
cracking tests (see section 5.9, it is essential to place HPCM on a stiff and strong asphalt bindercourse which offers the prospect of very little rutting and maintains a certain level of tensile strength
in hot weather.
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5.17 Evaluation of noise generation (BASt, Germany) [HPCM Report 17]
Noise generation at the pavement/tyre interface is one of the key issues in modern pavement
engineering. In order to assess a pavement’s noise characteristics, tests are normally carried out withvehicles passing on a pavement test section at various speeds, the noise level being recorded either at a
fixed place near the pavement or by a microphone attached on the vehicle. However, no test section of
sufficient size was built during this project to allow such measurements. Therefore it was decided to use
a computer model called SPERoN (Statistical Physical Explanation of Rolling Noise). This model
simulates the acoustic effect of rolling tyre vibration, accounting for the texture of the road and the tyreproperties. The model is also able to provide the noise spectrum in the range of 300 to 2000 Hz.
The texture of the 4% PVA HPCM strip cast at LCPC (see section 5.6) was acquired with a laser
device, and processed by the computer. The mortar was Type C (cf. Section 5.3), and for the chippings
placement method ‘B’ (cf. Section 5.6) was used. Although the mean texture depth was not measured on
the test site, the values obtained on prisms produced with the same procedures and used in the stripping tests(see section 5.10) was about 1.6 mm. The results of noise simulations appear in Figure 5.39.
Figure 5.39. Comparison of the computed noise of HPCM (yellow bars) used in LCPC strip
and computed noise from two exposed aggregate cement concrete pavements(blue and green bars) with different texture depths
Noise emissions can be compared to typical results of the statistical pass-by method ISO 11819-1

Noise emission [dB(A)]

90,00

80,00

70,00

60,00

50,00

00

85

,1

,8

20

0k

km

m

/h

/h

/h
85
00

85
00

D
O

EC

,5

20

0k

km

m

/h

/h
,1

,8
D
EC

EC

O

D
,5

0k
m

0k
m

/h

/h
km
20
O

00

40

,1

,8
40
00

00

40

,5

0k

0k

m

m

/h

/h

40,00

Source: Bundesanstalt für Straßenwesen (BASt) (Germany).

As compared to two exposed aggregate concrete surfaces, the expected noise generation of HPCM
is about 5 dB (A) higher. However,•The chippings were placed using method B with a mean texture depth of about 1.6 mm. Whenmethod C was adopted later in the project with a mean texture depth of 1.0-1.1 mm, theexpected noise emission is much lower, as evident in Figure 5.40.

•

The control materials’ texture depth were very low, owing to the German skid resistancerequirements. French specifications require an exposed aggregate concrete to have a mean
texture depth of at least 1 mm.

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108 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
From these simulations, it can be concluded that it will important to control the mean texture depthof HPCM, not only to limit the material loss but also to ensure an acceptable level of noise generation.
Figure 5.40. Noise emissions against mean texture depth
85
120 km/h
80 km/h
50 km/h

80

75

70

Mean texture depth (mm)
65
0

0,5
Exposed aggregate
concrete

1

1,5
HPCM
procedure C

2
HPCM
procedure B

Source: Bundesanstalt für Straßenwesen (BASt) (Germany).

5.18 Evaluation of delamination and buckling hazards (DBT, Denmark and LCPC, France)[HPCM Report 5]
In addition to the numerous material tests performed on the HPCM, some calculations were carriedout to evaluate the likelihood of some additional degradation phenomena, particularly the extent towhich traffic loading could promote delamination and possible buckling in hot weather.
5.18.1

Elastic analysis

The goal of the elastic analysis was to see the extent to which traffic loading could promote delamination.
As a preliminary estimation of the elastic behaviour of a thin cementitious wearing course installedon an asphalt base, a first analytical assessment was performed based on an assumption of linear elastic
behaviour of the asphaltic material. (However, it should be noted that this assumption may not be correct
as asphalt at certain temperature levels exhibits a visco-elastic behaviour even when exposed to shorttime loads).
The elastic analysis indicated a risk of longitudinal cracking along the edges of the pavement in
the two materials, i.e. asphalt and concrete. Further studies are being carried out but it seems as thoughstate-of-the-art data are not readily available for a complete and reliable finite element analysis. As aconsequence, one of the recommendations in performing full-scale trials is to assess and thereby
confirm or reject the assumptions and indicative analysis.
5.18.2

Buckling analysis

Consideration was given to the extent of possible buckling in hot weather using buckling analysis.
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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –109

Since the HPCM layer is very thin, it may be wondered whether compression might appear in thislayer during hot weather, and to what extent this compression could be high enough to generate elastic
instability.
If it is assumed that the temperature at the material setting is θ0 and may rise up to θmax during
a summer day, the equivalent swelling is thenεS = α (θmax – θ0)(1)

where a is the coefficient of thermal expansion. With θ0 = 15°C, θmax = 55 °C and α = 1.2 × 10 –5 /°C,
it is found that. εS = 480 × 10 –6. This value is equal to the strain corresponding to the cumulated crack
opening obtained on plain mortar after 28 days (see section 3.2).
Except if the hot weather appears in the first month (in which case the assumed initial temperature
is probably too low), the temperature-induced swelling will be less than the material shrinkage, whichmeans that no compressive stress is likely to appear in the HPCM layer. Therefore, the buckling risk, atleast in mild climates, seems negligible.
5.19 Preliminary conclusions
This section presents the preliminary conclusions drawn from the extensive HPCM testingundertaken and reported in this chapter.
Clearly, considerable progress has been made in developing and testing the innovative concept ofHigh Performance Cementitious Material, a hydraulic surface dressing proposed as a potential
candidate for a long-life wearing course.
An initial mix-design, which was developed based on early research, evolved through a number ofstages and was improved during the project. Importantly, the improved mix design took into account theresults of the extensive materials testing undertaken by national testing laboratories under the guidanceof members of the HPCM Group.
The development and testing of the HPCM material helped address a series of questions identified
at the beginning of the project, viz:•

How to produce and to apply the material on a base layer?

•

Will the wearing course suffer cracking due to restrained shrinkage?

•

Will the wearing course remain stuck to the base layer?

•

Will the wearing course loose its chippings under the action of traffic load or exposure toclimatic conditions?

•

Will a pavement covered with an HPCM surfacing face some unexpected distress which
threatens its essential long-life character?

Procedures were proposed and implemented that allowed all the laboratory testing participants to
produce and successfully use materials delivered from a single source. Apart from the water content, thesame material was used by all the participants involved in the laboratory testing, ensuring a quiteconsistent set of experimental data. Although the tests performed by the participating laboratories werequite different, they helped in drawing a consistent picture of the HPCM’s behaviour.
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110 – HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS
The fibre reinforcement was designed to prevent shrinkage-induced cracking. Two types of fibres
were pre-selected, and the dosages were varied in order to find the minimum amount necessary to
prevent any visible cracking in the wearing course. At an intermediate stage of the project, one solution
was emphasized, based upon the use of 4% (by volume) of synthetic (PVA) fibres. However, later
observations showed that this reinforcement could not overcome macro-cracking in the long run. Steelfibres seem a preferable approach, with a minimum dosage of 3%.
Some improvements were also made in the mortar mix-design (leading to a more fluid consistency
when freshly mixed) and in the procedures for application of the material (shotblasting and trench along
the section edges of the asphaltic binding course). Where these improvements and new application
procedures were used, there was no debonding of the HPCM layer in any of the tests, including in thefatigue tests encompassing 1.5 Million Standard Axles. It seemed that the combination of strength androughness of the asphalt surface on one hand, and strength of the HPCM on the other hand, is able todevelop a high resistance to debonding. However, it should be stressed that the limitation of available
fatigue testing machines and the relatively short duration of the project did not allow application of aloading that could reproduce the effects of high-traffic during 20 or 30 years, a typical case for a long-lifewearing course. As well, the effect of ageing of the asphalt substrate on the interface bond is unknown.
Following the measurements for chipping loss, it was quite obvious that such a phenomenon will takeplace in a real pavement, to an extent which can be expected to vary between 5 and 20% of the original
dosage. Importantly, however, it was concluded that such an outcome does not seem to change markedly
the pavement’s skid resistance. Nevertheless, good insertion of chippings during wearing course
construction is essential to limit both chipping loss under traffic and the level of noise generation.
Finally, although a debonding between HPCM and asphalt is unlikely to appear, at least in the shortterm, some delamination of the asphaltic binding course may take place along the edge zones,
particularly due to hot weather. It is therefore critical to build a sound and stiff base course, which
ensures low rutting and is compatible with a thin top layer of high modulus.
Acknowledgements
The HPCM sub-group gratefully thanks SIKA France (with a special mention to Isabelle
Lallemant-Gamboa) for advice in the choice of the HPCM constituents, and for the packaging anddelivery of HPCM lots to the various involved laboratories.

LIST OF HPCM TECHNICAL REPORTS[HPCM Report 1] HPCM Material Source – Author: F. de Larrard, LCPC, France[HPCM Report 2] Selection of Constituents. Revised Report – Author: F. de Larrard, LCPC, France[HPCM Report 3] Mix Design of the Matrix, thin solution, – Author: F. de Larrard, LCPC, France[HPCM Report 4] Production of Sandwich Samples – Author: F. de Larrard, LCPC, France[HPCM Report 5] Buckling Analysis – Author: F. de Larrard, LCPC, France[HPCM Report 6] Preliminary Cracking Tests – Authors: F. de Larrard and O. Garcin, LCPC, France

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HIGH PERFORMANCE CEMENTITIOUS MATERIAL TESTING AND TEST RESULTS –111[HPCM Report 7] Series of Cracking Tests – Authors: F. de Larrard - O. Garcin, LCPC, France[HPCM Report 8] Behaviour at Cold Temperature – Author: Finn Thogersen, Danish Road Institute,Denmark[HPCM Report 9] Fatigue Behaviour of Matrix + Fibres – Author: Anders Henrichsen, Dansk
Belaegnings Teknik, Denmark[HPCM Report 10] Abrasion/Wear Resistance. Skid Resistance Measurements – Author: Nina Sliwa,
BASt, Germany[HPCM Report 11] Resistance to Stripping Cement Matrix with Fibre – Authors: F. Hammoum,F. Travers, C. de la Roche, O. Burban, LCPC, France[HPCM Report 12] Final Mix-Design and HPCM Application Procedures – Author: F. de Larrard,
LCPC, France[HPCM Report 13] Series of Cracking Tests – Authors: F. de Larrard and O. Garcin, LCPC, France[HPCM Report 14] Application of HPCM Wearing Course on an Asphalt Pavement - semi-industrial
scale – Author: J. Chandler and A. Badr, TRL, United Kingdom[HPCM Report 15] In Situ Cracking – Author: G. Vorobieff, Roads & Traffic Authority, Australia[HPCM Report 16] Total Lab Test - Combined Laboratory Stress Cycle Test – Nina Sliwa, BASt,
Germany, and Patrick Wenzl, TU Munich, Germany[HPCM Report 17] Evaluation of Noise Emission – Author: Nina Sliwa, BASt, and Manuel Männel,
Germany[HPCM Report 18] Surface Resistance under Traffic – Authors: F. Hammoum, J-P Terrier and
O. Burban, LCPC,[HPCM Report 19] Crack-frame Testing of Restrained Contracting – Authors: Anders Henrichsen andJacob Gulstad, DBT Engineering A/S, Denmark[HPCM Report 20] Evaluation of Noise Emission – Authors: Nina Sliwa and Manuel Männel, Germany[HPCM Report 21] Total Lab Test - Combined Laboratory Stress Cycle Test – Authors: Nina Sliwa,
BASt, and Patrick Wenzl, TU Munich, Germany.

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NOTES
1.

De Larrard F., Sedran T. (1994), "Optimization of Ultra-High Performance Concrete by Using a
Packing Model", Cement and Concrete Research, Vol. 24, No. 6, pp. 997-1009, RICHARD P. etal. (1995), "Les bétons de poudres réactives (BPR) à ultra-haute résistance (200 à 800 MPa)",
Annales de l'ITBTP, N° 532, pp. 81-143, Mars-Avril.

2.

Rasmussen R. O., Rozycki D. K. et al. (2004), « Thin and Ultra-Thin Whitetopping – A Synthesisof Highway Practice”, NCHRP synthesis 338, TRB, Washington, 96 pp.

3.

De Larrard F., Garcin O., Hammoum F., Travers F. (2005), « Essais préliminaires d’un enduit
hydraulique pour couche de roulement a longue durée de vie », Technical note, Bulletin desLaboratoires des Ponts et Chaussées, No. 258-259, pp. 121-128, October-December.
http://www.lcpc.fr/en/sources/ blpc/pdf/bl258-259-121-en.pdf.

4.

Total water/Portland cement.

5.

The ° indication stands for the cornering angle. 0° means free rolling.

6.

http://www.fhwa.dot.gov/BRIDGE/hpcdef.htm#1.

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6. PERFORMANCE ASSESSMENT AND EXTRAPOLATION OF RESULTS

6.1 Introduction
The testing and test results presented in Chapters 4 and 5 focussed on the basic characteristics of
Epoxy Asphalt and HPCM materials as well as their resistance to external factors such as environment
and traffic. This chapter reviews the findings of the laboratory and accelerated pavement testing in areas
important for longevity/durability and draws conclusions, where possible, on the likely long term
performance of Epoxy Asphalt and HPCM surfacings under conditions likely to be encountered in thefield.
The Epoxy Asphalt and HPCM surfaces will have to perform extremely well across a range offunctional properties to be able to achieve the goal of a practically maintenance-free 30 year service life.
Such wearing courses will also have to perform well enough to compete not only with today’s standard
solutions, but also with best practice 20-30 years from now.
Clearly, these two products are currently at different stages of development:•

Epoxy Asphalt is much more advanced, being a modified version of a standard asphalt
wearing course which has been quite widely used in the field in particular situations(principally on rigid bridge decks).

•

An HPCM wearing course is an innovative new system which needs more development before
its debut for commercial applications. Consequently, the HPCM material can be expected tohave – and does have – more uncertainties and unknowns at this stage of its development.

The assessments and evaluations in this chapter assume that the two surfacing materials can be
paved on a large scale to a quality that at least matches the various specimens tested in the laboratory
and in the field (as outlined in earlier chapters) – i.e. after any desirable or necessary construction
advances have been made. Further consideration is given in Chapter 8 to practical construction issues
that need to be addressed.
6.2 Epoxy Asphalt
The use of Epoxy Asphalt as a paving material is not new. It has an established record ofdevelopment and use for the surfacing of significant road bridges over many years.
The first recorded use was on the San Mateo-Hayward Bridge in San Francisco in 1967 where the
Epoxy Asphalt has provided over 40 years of satisfactory service. The material has since been used onother long-span bridges in many other countries, where its superior properties have been acknowledged.
Road administrations have not used Epoxy Asphalt for regular road pavement surfaces as cheapermaterials have been available which, although they may not last as long, could be replaced relatively

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114 – PERFORMANCE ASSESSMENT AND EXTRAPOLATION OF RESULTS
easily at moderate cost each time. The Phase II work provided an opportunity to test the properties andsuitability of Epoxy Asphalt for use in such highway environments.
6.2.1

General overview

The many tests performed on the epoxy asphalt materials covered all the important questions
regarding the properties which are known to be critical for the durability and service life of a pavement
under heavy traffic.
From the testing done in this project, Epoxy Asphalt has been found to be a premium material,
superior to current conventional asphalt surfacing materials. Its increased strength makes it moreresistant to all the deterioration mechanisms that normally effect road paving materials. As can be seenfrom the discussion on the material’s properties in the following sections, there is considerable
confidence in the material. The previous experience with this material on long-span bridges – including
its superior resistance to rutting and fatigue cracking – supports this view.
6.2.2

Modulus and Tensile Strength

Modulus and Tensile Strength tests are especially important properties for paving materials.
Modulus or stiffness properties address permanent deformations or rutting, and the tensile strength
becomes important when looking at low temperature cracking and fatigue. In terms of pavement design,
an improved stiffness (load spreading ability) at design temperature would normally facilitate areduction in pavement thickness for an equivalent traffic level. As well, a reduced temperaturesusceptibility at elevated temperature (less change in stiffness with temperature) compared withconventional asphalt materials would extend these beneficial properties to higher ambient temperatures.
Epoxy asphalt mixtures immediately after manufacture were found to have moduli comparable tothose of the control mixtures, indicating that the early-life load spreading ability of the epoxy materials
is similar to that of conventional mixtures. The moduli of both acid and amine cured epoxy asphalts
after curing, were found to be relatively temperature independent and at least 2-5 times greater than thatof the respective controls (up to two orders of magnitude higher at very low frequencies).
The epoxy asphalt performed well because it is a cross-linked system whereby some of the crosslinking or chemical reaction may be with the aggregate. As the epoxy asphalt reaction proceeds, thebinder effectively becomes more cross-linked which leads to greater stiffness, and improved cohesive
and adhesive properties. This curing process can take differing times depending on the type of epoxy
being used. Although full strength may not be gained for some time, there will normally be sufficient
integrity in the material to support traffic, in the same way as for a conventional asphalt material thatgains its strength after cooling.
Due to the increased tensile strength of Epoxy Asphalt compared with conventional surfacing
materials, there are strong indications that this material would provide a long and lasting surface, with
its strength making a major contribution to it resisting all normal forms of deterioration. Its performanceon rigid bridge decks is consistent with these conclusions. On this performance indicator, the laboratory
testing supports the use of Epoxy Asphalt to provide long-lasting highway surface treatments.
6.2.3

Fatigue ResistanceResistance to fatigue is essential for a paving material where the load is particularly repetitive andlocalised. Although deterioration on heavily trafficked roads due to fatigue cracking associated withbottom up cracking is less likely in thicker pavements, it remains important that the material has a good
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resistance to fatigue. Extensive studies were made into the fatigue resistance of cured epoxy asphalt
mixtures using tests that apply repetitive loads and measure the resulting total movement.
At high strains, it was found for HRA and SMA mixtures that the fatigue resistance of the epoxy
materials was only marginally better than that of the controls. At the PTF trials, no significant distresses
were evident in the epoxy asphalt surfacing despite the lowers layers not being particularly thick. Since
the Epoxy Asphalt is much less susceptible to ageing, it also experiences less embrittlement. It is lesslikely to experience top down cracking and is expected to exhibit better fatigue resistance.
The research and testing drew attention to the importance of the underlying pavement layers being
strong enough to provide a long-life structure that is resistant to movement and any deterioration.
In general terms, it was shown that Epoxy Asphalt is less susceptible to fatigue deterioration andthus should not suffer in this mode in the long-term. Without actual full scale trials, it is difficult topredict time scales but it is clear that an Epoxy Asphalt surfacing must have a sound long-life pavement
to provide support if the benefits and longevity are to be realised.
6.2.4 Rutting Resistance
Deterioration due to rutting is a major cause of maintenance works. Rutting tests are an importantpart of any routine set of tests for paving materials and have been an important element in the testingof Epoxy Asphalt. With testing being carried out over a variety of temperatures, it was likely that Epoxy
Asphalt with its thermosetting characteristics would have very good resistance at elevated temperaturescompared with conventional asphalt materials.
Permanent deformation and rutting associated with moisture damage were evaluated using various
wheel tracking devices and the Simple Performance Test. These tests were conducted at temperatures
between 40°C and 64°C. In APT tests, rutting of cured epoxy asphalt was found to be reduced compared
to controls.
On the basis of the tests undertaken, HRA and SMA epoxy mixtures would be considered suitablefor use on most of the heavily stressed sites requiring very high rut resistance – on the UK trunk road
network, for example those up to at least 135 msa [Million Standard (80 kN) Axles)], or 80 000 AADT
(both directions) where the proportion of heavy goods vehicles is 15%. Similarly the amine cured
BBSG epoxy mixture would be suitable for even the most heavily trafficked situations.
With good resistance to rutting, particularly if temperatures rise, Epoxy Asphalt demonstrates thatin relation to this indicator it can be expected to provide good service performance over a long-period.
It is unlikely to deteriorate or soften in the long-term and should provide a rut-resistant long-life
surfacing. The accelerated loading tests also emphasised the importance of the quality of the bindercourse/bituminous base beneath the long life surface layer (level of compaction, rut resistance,
durability in general). Epoxy asphalt is not recommended for pavements with studded tyres.
6.2.5 Surface Shear ResistanceResistance to shearing is important for any construction material but is particularly important for a
flexible pavement material which must have the ability to retain the integrity of the material and theaggregate particles as part of the matrix. Loss of aggregate through surface abrasion from vehicle tyres leads
to a rough, uneven surface and dislodged aggregate particles pose a safety hazard and can reduce skidding
resistance. This type of damage is particularly common for open graded asphalts as the high percentage of
air voids (typically about 20%) results in rapid oxidation of the binder compared to dense asphalts.
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Resistance to surface abrasion was evaluated in the laboratory using the Cantabro test and the
Triboroute test machine (sections 4.6 and 4.8.1 respectively) and a full scale accelerated loading trial.

•

Results from the Triboroute testing showed that, under loading conditions that replicate
loading forces expected from heavy vehicle tyres, loss of mass from the epoxy asphalt wasvery small compared to that from control mixtures (including an SBS polymer modified
asphalt).

•

Under the Cantabro test, the test results indicate that early life (freshly cured) cohesive
properties of the epoxy asphalt should be comparable to that of standard open graded asphalt
at 25°C. At 10°C however the epoxy material is markedly superior. By contrast with thecontrol, mass losses from the epoxy asphalt were unaffected by the oxidation treatment.

The severe abrasive testing carried out on the Epoxy material has shown that there is good
resistance to shear and to loss of aggregate and that, on these indicators, the performance of the material
is consistent with a wear resistant long-life surfacing.
6.2.6

Moisture ResistanceResistance to moisture and durability are closely associated when considering asphalt paving
materials. Resistance to moisture is also related to the type of aggregate used so it is essential thatmaterials undergo moisture resistance tests especially if durability is a key issue.
The amounts of rutting measured in the wheel tracking investigation were negligible; damage fromwater induced stripping on the basis of this test was considered insignificant. Similarly Lottman type
tests on both freshly prepared (uncured) and cured epoxy HRA and SMA materials indicated that theepoxy materials were not susceptible to moisture damage, even at early age i.e. before the chemicalsetting process was complete, when compared against the Strategic Highway Research Programme(SHRP) criterion of 80% retained tensile strength.
Although the results presented indicated no significant likelihood of epoxy asphalt susceptibility
to water damage, it should be recognised that there is no universally accepted method for thisassessment. In particular, the understanding of water damage in real life trafficking situations is poor,
and it would be useful to evaluate the performance of an Epoxy Asphalt surfacing at a larger scale bytrafficking a flooded APT test section.
6.2.7

Low Temperature Behaviour

Any surfacing material must be able to perform at all possible temperatures. Low temperature
performance is essential for counties like Canada and the Nordic countries. Conventional asphalts will
have a tendency to crack at low temperatures as they become brittle and shrinkage forces increase.
Epoxy Asphalts are thermosetting and expected to show greater stiffness at lower temperatures thantemperature-sensitive conventional asphalts. Loading tests at reduced temperatures which were carriedout, some of them down to –30°C, were used to check the performance of Epoxy Asphalt over a fullrange of temperature conditions (down to –30°C).
Results from thermal stress restrained specimen tests carried out on cured dense epoxy asphalt
showed that under rapid cooling the material had a fracture temperature of –26°C, considerably lower
than that specified in the Superpave binder criteria. Measurements of fracture energy and fracture
toughness at -10°C and -30°C also showed the epoxy asphalt to have significantly larger resistance
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to crack initiation and fracture propagation compared to conventional asphalts. Similarly good low
temperature performance was observed for epoxy HRA and SMA during bending (flexural) tests at
5°C.
However, the ductility/flexibility of the epoxy materials was reduced compared to that of thecontrols. This behaviour is consistent with the high strain characteristics predicted from the fatigue
measurements made on the epoxy HRA and SMA and may place some restrictions on the practical useof epoxy asphalt. Stiff foundations may be needed in order to minimise the level of deflection (or tensile
strain) within the epoxy material.
Simulation tests of two layer combinations (epoxy asphalt over different stiffness foundations) are
required, either in the laboratory (for example using a Thermal Crack Simulation apparatus), or in APT
Facility tests in order to assess the likely long term performance of these materials on different substrates.
Clearly, Epoxy Asphalts can provide good performance even at low temperatures and thus will
be resistant to deterioration over a wide range of temperatures. Indications are that durability should
not be compromised by changes in temperature and also should not be affected by any possible
climate change.
6.2.8

Skid Resistance

Maintaining adequate skid resistance is an essential property for any pavement especially as
increased safety for the road user is the continuing goal for all road owners. Ultimately the skid
resistance of epoxy asphalt surfacings will depend on the properties of the aggregates used, as forconventional asphalts. In many situations skid resistance may be the factor limiting the lifetime of epoxy
asphalt rather than the properties of the epoxy bitumen itself. Tests were carried out to measure skidding
resistance and aggregate loss in a variety of ways to ascertain if aggregate retention was improved overthat for conventional materials. Tests carried out on APT sections demonstrated that the skid resistanceof epoxy asphalt was not significantly different from that of conventional asphalt. Of course, the skid
resistance of an epoxy asphalt surface will lessen in time and may need a restoration treatment within
the structural life of the surface layer, as is the case for conventional (reference) surfacings.
6.2.9

Noise

Concern over traffic noise has become a serious issue in many countries, particularly in Europe,
where increasingly heavy traffic both day and night has now become commonplace. All modern
surfacing materials should, if possible, be less noisy that older established materials. Noise generationfrom the pavement surface is related specifically to aggregate size and to texture depth associatedwith the evenness of the upper layer of the material. The way the pavement is laid and compacted aswell as the consistency and temperature of the material will all add to the resultant noise profile ofthe material.
The work undertaken indicated that, in order to meet noise requirements while giving primacy toinitial cost, there would be incentives to give priority to Open Graded Porous Asphalt (OGPA).
Traditional OGPA surfacing is typically chosen for its good water draining qualities and its ability
to reduce traffic noise. By comparison with such lower cost OGPA surfacing, tests showed that OGPA
with Epoxy Asphalt binder can be expected to increase the long-life /durability of this type of pavement,
while there is no evidence that it may be able to improve on the noise levels achieved with the bitumen
bound OGPA pavements.
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6.2.10Delamination

As the proposal for long-life surfacing considers a thin layer of the material over an existing longlife pavement structure, it is essential to examine the possibility of delamination of the material. Fulltesting really requires full scale trials but some testing has been carried out as part of this project.
The limited testing done was somewhat inconclusive but indicated the need for a durable
underlying pavement and an adequate tack coat.
6.2.11

Durability

Although long-term durability of the material can only be fully tested in long-term trials, resultsfrom a wide range of laboratory tests all indicate exceptional long-term performance from epoxy
asphalts. Epoxy Asphalt has been shown to resist many of the avenues of deterioration to whichconventional materials are subject – and has been shown to be relatively inert to oxidation andembrittlement in particular, which is very significant for long-term durability. The abrasive tests carriedout on the material were also very positive enhancing the view that its durability will be good or evenvery good.
6.2.12Other Factors

While the tests performed on the acid-based epoxy asphalt materials addressed the properties
known to be critical for long service life, there are other important factors in some regions that may also
be important. In some countries (eg Finland, Sweden an Norway, use is made of studded tyres in winter.
The Epoxy Asphalt surfacings may not deliver long life if subjected to vehicles using studded tyres. As
well, further testing would be needed to ascertain whether use of de-icing chemicals would have any
impact on the longevity of such surfacings.
6.2.13Conclusions

Epoxy Asphalt was found to result in asphalt mixtures with significantly improved performancecompared to conventional mixtures. In particular compared to conventional asphalts, cured epoxy
asphalts are:•Significantly stiffer (higher modulus) at service temperatures with greater load spreading
ability.

•Highly resistant to rutting.

•Significantly more resistant to low temperature crack initiation and propagation.

•

Significantly more resistant to surface abrasion from tyre action, even after oxidation.

•

Significantly more resistant to fatigue cracking (although the benefits are less marked at
higher strain levels).

•

Less susceptibility to water induced damage.

•

More resistant to oxidative degradation at ambient temperatures.

Although curing of acid based epoxy systems is slow (weeks or months) at ambient temperatures,in all cases the behaviour of uncured epoxy asphalts was at least comparable or better than that of therespective control mixtures. The curing process is thus unlikely to have any major effect on the overall
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life of the material – except the delay in developing early rutting resistance could lead to some earlyrutting, unless curing periods are modified.
Nearly all the testing indicated that acid-cured Epoxy Asphalt should provide a durable long lastingmaterial in the most heavily trafficked road situations. There must be close consideration of the type of
epoxy materials to be used and great care in the choice of aggregates if the best performance is to beachieved.
Epoxy Asphalt needs close supervision at the time of production and laying to ensure full mixing
is carried out and that time and temperature are carefully monitored. If all aspects of the process arehandled correctly, it has been shown that Epoxy Asphalt should be able to provide a surfacing material
that has a considerably longer life than other materials used currently.

6.3 High Performance Cementitious Materials
6.3.1

GeneralHigh-Performance Cementitious Material (HPCM) is an innovative product which was developed
and tested for road surfacing applications for the first time during the present project. This pavement
consists of a layer of ultra-high performance, fibre-reinforced fine mortar, in which hard, polishresistant aggregate particles are embedded, forming a 10 mm composite layer.
Like all paving materials, HPCM needs strength to resist vehicle loading and environmental
stresses. Due to its nature and the ultra-thin layer in which it is laid, there are other areas where the
HPCM layer needs resistance to ensure that it has the ability to act as an advanced surfacing.
As an indication of the design considerations, one of the most important requirements of a wearing
course is good skid resistance, which is dependent on the aggregate embedded in the surfacing. Anotheris the design of the binder, the key function of which is to ensure the aggregates adhere to the pavement.
As well, a good bond is essential between the cementitious mortar and the bituminous substrate.
A thin cementitious surface layer is likely to develop discrete cracks unless this layer is restrainedby the underlying pavement structure. However, regardless of the restraint provided by the bond to theunderlying structure, micro cracks will inevitably be developed to compensate for natural shrinkage andtemperature strains. To assure that the crack opening in this system remains at micro level, some
reinforcement is needed and – given the thinness of the mortar layer – the research indicated that only
steel fibres added to the mix could fully meet this requirement.
The aim of the testing was to perform an analysis primarily at laboratory scale to facilitate anassessment and extrapolation of results, addressing the feasibility of an ultra-thin HPCM wearing coursewith long life properties. The testing therefore focussed on the following main performance issues:•

General physical properties of HPCM particularly in regard to bond to substrate and capability
to establish a lasting bonding of chippings to the matrix.

•

Ductility and fatigue properties.

•

Durability under environmental impact.

•

Surface properties, noise and skid resistance.

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As reported in Chapter 5, the range of testing carried out on the material provided somefavourable indications of its performance in terms of the properties required of an advanced surfacing– and also highlighted areas where construction methods need to be refined to ensure satisfactory
performance.
6.3.2

Shrinkage Cracking and Delamination

Because HPCM is both cementitious – and therefore non-flexible by nature – and also laid in an
ultra-thin layer like a carpet, it could be susceptible to shrinkage and cracking and also to delaminationfrom the existing substrate. Testing to minimise these effects was essential to ensure its performance andinvolved adjustment of the mixture and the type of fibre incorporated into the mix. Because thecementitious material and the underlying asphalt behave in different ways, it is particularly importantthat the HPCM has sufficient strength, integrity and ‘stick’, to resist shrinkage and delamination. The
series of tests described in Chapter 5 enabled the mix proportions to be adjusted to reduce these
problems to a minimum.
The initial outdoor (untrafficked) tests of the plain mortar laid on untreated asphalt surfaces were
unsatisfactory due to excessive shrinkage cracking and de-bonding from the substrate. But further
samples were cast and observed with a number of outdoor strips with 1, 2 and 3% steel and PVA fibres.
From these strips, the best performance was achieved with the 3% steel fibres with very little shrinkage
cracking. The other strips all suffered from cracking and delamination of varying severity.
To eliminate these early problems, in the next series of cracking tests the bond between the asphalt
substrate and the mortar was improved by reducing the yield stress of the mortar and increasing thesurface texture of the asphalt. New strips with 3% steel fibres and 3, 4 and 5% PVA fibres were laid out
and observed. After 42 days, only the strip made with 3% PVA fibres developed two fine cracks,
whereas the other strips had not developed any cracks or delamination. Later observations found that all
the strips with PVA fibres had developed cracking whereas the strip with 3 % steel fibre was still in aperfect condition. At this late stage of the project it was therefore decided that a matrix material with
3 % steel fibre should be recommended for future trials.
As a supplement to the outdoor tests, it was decided to evaluate crack formation under controlledlaboratory conditions by testing two different matrix materials and different fibre types and contents inthe crack frames (see section 5.8). These rather severe tests were undertaken without the restraint thatwould normally be supplied by the substrate. The best performance was achieved with the standard
matrix material and a minimum of either 3% steel fibres or 6% PVA fibres.
Performance of the HPCM in a climate with high summer temperatures was investigated byconstruction of a trial in New South Wales, Australia. A 20 m long un-trafficked section was laid witha matrix with 4% PVA fibres and observations started in the Australian winter season. In this trial, thesurface texture of the substrate was only approximately 1 mm, i.e. significantly less than the suggested
2 mm requirement. During the first four weeks, a few transverse cracks appeared in the HPCM wearing
course.
In summary, it is essential for the HPCM to be able to resist cracking and delamination if it is tobe suitable as an advance surfacing. It has been shown that with the right mixture and most suitablefibres that cracking and delamination can be kept to a satisfactory level. Although, as yet, testing overa number of years has not been carried out at the same time to replicate the effects of being trafficked,
the evidence and performance indicates that HPCM can resist cracking and delamination over the longterm.
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6.3.3

121

Surface Wear ResistanceAs the surface of HPCM has chippings embedded in it to provide the skidding resistance required
for the trafficked surface, it is vital that the material retains chippings and does not lose its integrity
under vehicle wear or from environmental changes. The surface wear resistance and susceptibility tochipping loss of the HPCM material was evaluated by a number of different tests. These tests were
undertaken in a number of laboratories in different countries and the specimens prepared by different
organisations.
Chipping loss was found to be greater than for both an epoxy bitumen surface dressing and astandard thin bituminous surfacing. However, the amount of chippings required per square metre ofsurfacing has been reduced since these original tests.
As with the epoxy asphalt surfacing, the HPCM surfacing was subjected to Triboroute testing inorder to evaluate the surface shear resistance. After 3000 load cycles about 9% of the chippings werelost, and after a further 3000 loads a total of around 10% were lost. These results indicate that lessfirmly bonded chippings wear off in the beginning, but then chipping loss is stabilised and the majorityof the chippings will stay in place for the full pavement life. When comparing mass loss results for the
HPCM surfacing with results for surface dressings made with other binders, the conclusion was that the
HPCM surfacing performed much better than a surface dressing made with modified bitumen, but not
as well as a surface dressing with epoxy bitumen.
In relation to longevity, retention of chippings and maintenance of the surface characteristics isessential if HPCM is to be able to perform as an advanced surfacing. Retention of skidding resistancewill depend on chippings not being worn or plucked out from the cementitious matrix. Testing over a
period of years has not yet been possible but early indications are that long term retention is possible.
Chipping loss was shown to be not as high as for other reference materials and the ability to retain
chippings was shown to be very good. Small adjustments to the mix may be necessary to ensure the highperformance necessary for an advanced surfacing. The wear effects on the actual cementitious matrix
were found to be minimal, due the integral strength of the material.
6.3.4

Buckling

As suggested in Chapter 5, because of its nature, HPCM could be particularly subject to thermal
movements and therefore its resistance to bucking (as well as to cracking) will be an essential property.
The integral strength of the material and the effect of the fibres included in the mix will provide theresistance both to cracking and to bucking. Although this was tested as part of the cracking tests,
calculation of the likely thermal expansion of the HPCM during extremely hot weather (55°C) indicatesthat buckling and delamination are unlikely in temperate climates. Expansion of the material is offset
by the shrinkage occurring during curing.
Although no long-term tests have been carried out, the indications from the tests undertaken werethat HPCM should continue to be able to resist thermal movements and not deteriorate for aconsiderable length of time.
6.3.5

Fatigue Resistance

As was highlighted when considering epoxy asphalt, pavement loadings come mainly fromexceedingly high numbers of repetitive loadings as vehicles travel over sections of the pavement.
Deterioration caused by low fatigue resistance is of primary concern when considering new pavement
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reinforced HPCM mortar found that the applied deflection was about three times the average valuethat would be expected for roads of this type. The tests indicated that the HPCM with both fibre types
has very high fatigue resistance. After initial micro-crack formation during the first few thousand
load applications no further reduction of the elastic modulus would be expected during the service
life of an HPCM wearing course. From the tests carried out, it was shown that HPCM has good
fatigue resistance and – although there may be initial minimal cracking – that there is no further
deterioration. This gives reassurance that the material will be able to provide good service as anadvanced long life surfacing.
6.3.6

Freeze/Thaw ResistanceIn a similar manner to other concerns about thermal movements, it is important that a paving
material can resist the changes in temperature that may occur over short periods of time. Testing has
been carried out as described in Chapter 5 that incorporates changes of temperature together with asequence of loading. Freeze/thaw cycling (-20 to 20°C) of HPCM cast on asphalt specimens indicatedthat delamination or scaling of the material from the substrate during winter conditions was unlikely to
be significant in practice. Similarly, losses of bauxite chippings from the surface of the specimens were
negligible even after 112 freeze-thaw cycles and should not pose a significant problem in the field.
Following the testing, indications are that HPCM would continue to be able resist temperature changes,
to maintain its integrity and would continue in a fully serviceable condition.
6.3.7

Noise

Concerns over noise are particularly relevant for HPCM, where embedded chippings provide thesurface and the size of chippings, the resultant texture and evenness of the surface have to be absolutely
right for noise emissions to be as low as possible. The noise emission from the HPCM surface was
evaluated by model calculations based on surface texture measurements made on one of the strips at
LCPC. Indications from the work carried out suggest that, with the right embedded chippings and withthe most appropriate texture depth, noise emissions will not be dissimilar to current conventionalsurfacings. This had not yet been fully tested but previous work with exposed aggregate concretesurfaces indicate that with due care and attention satisfactory noise levels can be achieved. Other work
has shown that texture depth and chippings can be retained in the long-term so it is unlikely that noise
emissions would increase over long periods of time.
6.3.8

Resistance to climate and mechanical action

Resistance to environmental effects is an essential property of any pavement material and althoughdifficult to fully test in the laboratory, testing of HPCM was carried out in a fairly rigorous manner. The
combined effects of mechanical, climatic and chemical actions was tested by a total laboratory test,
encompassing cycles of repeated impacts of balls on the surface wear, freeze/thaw cycling with NaClsolution and finally low pH immersion. Different surface characteristics like chipping loss, skid
resistance and the texture depth were measured during and after these tests.
The skid resistance and the texture depth, in practical terms, did not change during the testing. The
total chipping loss during this severe test amounted to about 20%. Although, chipping loss was recorded
under this very abrasive testing regime, other properties were retained so it is considered that thematerial has very good resistance to environmental effects. Although not a full scale test or carried out
in live traffic conditions, the test, because of its robust nature, is a significant indication that the material
will survive considerable climatic interference over a long period of time.
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6.3.9

123

Traffic effects

The HPCM surfacing is by its nature rut resistant, but the thin layer must also be able to resist
rutting tendencies from the underlying asphalt at elevated temperatures.
Rutting resistance of the HPCM was evaluated and compared with epoxy asphalt and a referencematerial in the PTF trials. During the application of the first 1 million standard axles, rutting was
insignificant and only about half the value of the epoxy asphalt rutting. After a further 500.000 standard
axles at an elevated temperature of 35 °C in the PTF, rutting was still insignificant and much smaller
than for epoxy asphalt and the reference surfacing. Friction measurements performed in the PTF
indicate that the skid resistance decreased slightly after trafficking but still remained at a very highvalue determined by the good friction properties of the bauxite chippings. Although some random
cracking occurred in the HPCM, all the cracks were classified as hairline or fine, less than 0.5 mm inwidth, and were held tightly closed by the fibres at the end of the trial.
The main problem observed during the PTF trials was an upward displacement (curling) of the
HPCM wearing course along the edges of the slab. It is believed this was the result of the hightemperature, 35 °C, as no problem occurred when testing at 25 °C. This indicates the need for a goodquality substrate on which to place the HPCM wearing course.
It was shown that rutting of the HPCM will be minimal but will depend absolutely on the natureof the material on which it is laid. It has been a basis of all the current work on long-life surfacing thatthe material below the advance surfacing must have a strong long-life structure but also have sufficientstrength to resist rutting and other forms of deterioration. Concerns raised during PTF testing should be
resolved if the HPCM is laid to full widths over a substantial and long lasting substrate. All theindications are that if the material is well-laid as described, it should be able to resist traffic effects fora considerable time.
6.3.10

Other Factors

While the tests performed on the HPCM addressed the properties known to be critical for longservice life, there are other important factors in some regions that may also be important. As an
example, in some countries (e.g. Finland, Sweden and Norway, use is made of studded tyres in winter.
Studded tyres are not likely to be compatible with HPCM surfacings. As well, further testing would beneeded to ascertain whether use of de-icing chemicals would have any impact on the longevity of such
surfacings.
6.3.11

HPCM Conclusions

Contrary to the Epoxy Asphalt, where the technical properties can easily be compared to areference asphalt wearing course, the HPCM surfacing is a new development with no obvious referencematerial. It can be described as an attempt to introduce a durable and tough cementitious binder in theconventional surface dressing technology as a substitute for bitumen. An evaluation of the HPCM
wearing course therefore had to be more focused on the actual test results.
Overall, the thickness of the fibre-reinforced mortar layer needed to be minimised for cost reasons.
At the same time, it needed to be thick enough to allow for good penetration of the chippings in the
fresh mortar, where the presence of fibres exerts an elastic reaction, lessening, in many cases, the directcontact of the chippings with the base course. As well, the chippings/mortar composite had to form astrong surface layer that protected the lower pavement layers.
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The HPCM wearing course also needed to be able to stay intact with no discrete cracking or
delamination taking place while at the same time delivering superior functional properties for a periodof 30 years. With the choice of extremely durable and wear resistant bauxite chippings, texture andfriction were considered unlikely to be a problem provided the chippings stay in place.
Because of the nature of the material and the way that it is laid in thin layers, the testing wasparticularly concentrated on the results of thermal effects and the material’s ability to remain adhered
to the substrate – together with the ability of the material to retain the embedded chippings that provide
the all-important skidding resistance and running surface.
The test results suggested that well-embedded chippings (probably 1/2 to 2/3 submerged) will not
be lost, but some of the less firmly bound chippings may wear off early in the pavement life. With asuitable chipping placement method and curing process, it may be expected to keep 80-90 % of the total
mass of chippings, which is expected to be enough to preserve the pavement skid resistance.
The durability and fatigue strength of the matrix material seemed to be very good. With the choiceof steel fibres some near-surface corrosion may take place, however this will not have any effect for the
long-term performance.
There are two main concerns remaining for the HPCM surfacing:•

The first one is a possible de-lamination tendency along the edges. At elevated temperatures,the tensile strength of the asphalt substrate may not be sufficient to keep the high stiffness
wearing course in place, as it was indicated by the PTF experiments. It will then be necessary
to specify an asphalt base course material with a suitable rutting resistance and a limited
thermal susceptibility.

•

Secondly, it needs to be confirmed in larger scale trials that a mixture containing 3% steel
fibre reinforcement effectively eliminates discrete transverse cracking. If either of these two
possible failure modes occur, it is likely to happen in the early life of the wearing course.

In summary, testing has shown that HPCM has great strength and integrity. Where there have been
indications of less-than-perfect performance, the reasons have been discussed and improvements
proposed. It is clear that certain conditions need to be in place including a strong lower layer (ie basecourse) and careful embedding of chippings to ensure maximum performance. From the testing andconsideration of the results and performance in the tests, it is considered that, if the HPCM layer
performs well for the first 1-2 years, then it is unlikely to fail in the following years. The expectation isthat this surface, based on further trials, can be developed into a final product characterised by highsafety, comfort, durability and limited noise emission.

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7. FUTURE RESEARCH AND TESTING

7.1 Introduction
Great efforts have been made during the second phase of this project to research the properties of
the two candidate materials, making maximum use of the testing undertaken in the national testinglaboratories involved. A lot of knowledge has been gathered but the research has also revealed some
new facets to be assessed and certain aspects and points to be studied in greater detail.
This chapter highlights a number of aspects and issues that will need further research and testing.
These are presented in the following three major sections:•Issues common to both materials•

Specific issues for Epoxy Asphalt.

•

Specific issues for High Performance Cementitious Material.

In general, on the basis of the work undertaken (as reported in Chapters 4 and 5) and theassessments of the materials and their performance characteristics (as presented in Chap 6), it is clearthat the Epoxy Asphalt is closer to being ready for the demonstration projects planned for Phase III thanis the High Performance Cementitious Material.
One reason for this is the difference in the availability of suitable production/laying equipment.
While Epoxy Asphalt applications can utilise normal asphalt production and paving equipment without
any major modifications, existing production and laying equipment are not well suited to commercial
applications of HPCM. These would need some time for their development, an aspect that is discussed
in greater detail in Chapter 9.
A second reason is that Epoxy Asphalt simply replaces one binder with another whereas the mostappropriate mixture for HPCM still requires further research and development.
Another consideration is that both materials are intended for use in thin surface layers which calls
for special knowledge and awareness by all the parties involved in pavement design and construction.

7.2 Issues common to both materials
7.2.1.

Accelerated loading tests

There is a need for further Accelerated Loading Tests (ALTs) for both materials. Some ALT
investigations have been undertaken – e.g. at the Pavement Test Facility at TRL (see 4.7.1), theCanterbury Accelerated Pavement Testing Indoor Facility in New Zealand (see 4.7.2) and the Danish
Asphalt Rut Tester at DRI (see 4.7.3). Other ALTs are planned or being undertaken e.g. at the
Accelerated Loading Facility at FHWA (see 4.7).
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However, in order to strengthen confidence in the performance and longevity of the HPCM andEpoxy Asphalt solutions, which utilise very thin sections compared to the loads they are expected tocarry, their interaction with the substrate or underlying layer is very important and needs further
investigation.
Questions that need to be researched include:•

Will the thin surface solutions demand special or expensive underlying pavement layers inorder to cope with the bonding conditions under thermal and traffic action?

•Will there be a need for special surface preparation prior to applying the long life surface layer
in order to achieve the optimal pavement conditions?

•

How strong, durable and free from defects do the underlaying layers need to be to provide asuitable base for an advanced surfacing?

Such questions were raised in the Industry consultations in Denmark in 2006. Even with the tests
undertaken at TRL and DRI, the information available on these aspects was quite limited – and willcontinue to be until the issues are more thoroughly researched.
7.2.2

Properties of the aggregates

Both Epoxy Asphalt and HPCM will be exposed over long periods to the polishing action of thetyres on the aggregate used. The polishing action from traffic is especially important to consider whenselecting aggregates (artificial or natural) for inclusion in Epoxy Asphalt. The friction required is
especially important for aggregates to be included in HPCM. Selecting the right aggregates is therefore
crucial to obtaining longevity of the pavements using these materials.
The HPCM concept has the advantage that specially selected aggregate particles can be partiallyembedded in the thin surface to provide adequate skid resistance. Because only one layer of suchaggregates is needed for an HPCM wearing course, the volume of aggregates required is reduced. It will
therefore be easier to afford a very high quality aggregate. An artificial aggregate like bauxite, forexample, would prove to be a more expensive solution for Epoxy Asphalt.
Of course, for the initial demonstration projects under consideration in Phase III, aggregates otherthan bauxite could be utilised, because the principal aims will not be a demonstration of the long term
effects but rather of the matrix of the material and solutions to the production and quality control issues
at hand.
In the case of the fully developed final products, whatever aggregates are chosen – whether from
artificial or local natural sources – they will need to withstand some 30 years or more of thedeteriorating effects of traffic and climate, which if not adequately addressed would have a severe andunacceptable adverse impact on traffic safety.
In the case that there is not a natural aggregate that could withstand such a long service life without
polishing, another strategy for consideration would be to contemplate a restoration of micro texture after
10 to 20 years. This could be performed through a shot, water or other blasting process, to restore theskid resistance by improving the aggregate macro- and micro-texture. However the possible costs andimpacts of any such restoration work on the original requirements for economic viability of the long life
wearing course need to be recognised and assessed.
A further area for research is the potential for recycling of both Epoxy Asphalt and HPCM.
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7.3 Epoxy Asphalt
7.3.1.

Optimisation of curing rate and handling time

The main difference when producing and handling epoxy asphalt compared to conventional
asphalt is that the working process (mixing, transportation, installation and compaction) has to beadapted to the curing characteristics of the epoxy binder. Due to the thermosetting nature of thematerial, extra care is required in the timing of manufacturing and construction phases to ensure theproduct is not over-cured before compaction.
The solution will include optimising the chemical composition in such a way that theserequirements can be best fulfilled. Needless to say, it is important to get the mix design correct. Theasphalt producer will need to be well informed and aware of the important issues involved. Possible
disturbances at the mixing plant during the course of the process itself could lead to the material beingof no use if the subsequent pavement laying time schedule cannot be maintained. The risk of
construction failures and damage to plant is greater than with conventional bitumen.
Recognising the time critical nature of the activities, careful planning and management of thedownstream processes will be required, e.g. by:•

Keeping the transport routes from the mixing plant to the site as short as possible andminimising the risk of delays due to traffic jams.

•

When the material is being installed on site, making sure supply levels correspond to thequantity of mixture that can be processed at the time.

•

Ensuring that, in general, the construction process is as smooth, continuous and trouble-free
as possible.

The construction processes will need to be tailored to the time within which the curing of theepoxy takes place after laying and the time available for compacting of the mixture; it will therefore beimportant to explore this sufficiently in trials before actual use in the epoxy asphalt applications. The
time after which the road can be opened to traffic can only be established with certainty after thisprocess has been completed.
7.3.2.

Low temperature curing and energy conservation

The rapid curing epoxy systems have shown the ability to cure rather quickly at a lower
temperature than might be expected. Prospects exist for some energy cost savings when using rapid
curing epoxies if they can be processed at lower temperatures. In fact, epoxy systems in general should
offer energy conservation at least comparable to current warm-mix technology.
7.3.3.

In depth material modelling of epoxy asphalt

Despite recent advances in computational sciences and engineering, simulation of pavement
behaviour remains one of the most challenging problems in civil engineering. The difficulties are
twofold. First there is the need for a better mechanistically-based characterization of the material
behaviour of new materials for wearing courses. Secondly there is the need to develop models that canhandle time-dependent reactions in the material as well as physical aspects associated with trafficloading.
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128 – FUTURE RESEARCH AND TESTING
Any new material needs adequate research on its long term behaviour. The extension of available
methods to very long time scales is critically important to predictions on expected life of wearing
courses using new materials. In this case, researchers may usefully pursue new approaches based on
probability and take advantage of the knowledge of other materials in helping to define the likely
behaviour of epoxy-asphalt in the long term.
Normally models account for the long term effects of ageing phenomena and changing
environmental conditions including the combination of climatic changes and traffic loading. Epoxy
Asphalt materials call for models that can also handle the many interesting physical change processes
that take place at relatively short time scales and explore their consequences on long term behaviour ofthe pavement. The understanding of these relationships is currently inadequate.
Modelling of the material behaviour in ways which capture both ageing phenomena and theinfluence of environmental/climatic conditions is important but will also pose a further challenge.
7.3.4

Environmental impacts

7.3.4.1 Chemical/environmental assessment of epoxy types
Different epoxy systems might have different environmental impacts. Both handling and transportof uncured components requires special care. Once the system is cross-linked, health and safety issues
generally disappear.
Experience with bridge decking applications indicates that the main period of worker safetyconcern is during work at the hot mix plants. Nevertheless, leaching studies should be conducted toascertain the environmental friendliness of the material.
During mixing and handling at the asphalt plant, the reactive components need to be handled only
by skilled, instructed personnel. From the time it is transported to the job site for installation and during
mixing and compaction, the workers immediately involved should use adequate heath and safety
protection. Precautions and awareness are necessary until reaction in the material is complete.
It is important for any such impacts to be understood and accepted – particularly by authorities
responsible for Workers’ Occupational Health and Safety and the Environment – before these advanced
surfacing materials are widely used. These issues are discussed further in Chapter 8.
7.3.4.2 Recyclability potential
If Epoxy Asphalt is used for long life pavement wearing courses, consideration needs to be given
to the alternative scenarios for the end of their useful life and to their recycling potential. It is technicallypossible to recycle the epoxy asphalt as an ‘aggregate’.
Assessments will be required on whether or not it will be possible to recycle the asphalt material,with the addition of conventional or new epoxy binder, in a hot or cold process, taking into account any
environmental/health and safety considerations. In the unlikely worst case, the material could be used
as a ‘flowable fill’.
Should any jurisdiction ban recycling, a detection method will be needed to assess the presence of
epoxy asphalt. Of course, there will be impacts on the asphalt producers and costs if such assessments
require them to screen the reclaimed asphalt material for contents of epoxy in addition to other testing.
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7.4 High Performance Cementitious Material
HPCM is an innovative product which was developed and tested for road surfacing applications forthe first time during the present project. It is clear that certain requirements need to be met – including astrong and even lower layer and careful embedding of chippings – to ensure maximum performance. By
comparison with Epoxy Asphalt, the HPCM solution needs more development, including operational
laying techniques, before being ready for commercial introduction as a long life surfacing.
7.4.1

Asphalt base course specification

ALT and full scale testing have shown that the substrate must be stiff and strong enough to resist thevertical stresses induced by HPCM shrinkage (i.e. to avoid a ‘curling’ phenomenon) and, more importantly,
those induced by flexural moment forces accompanying the asphalt and bottom layer rutting.
A minimum tensile strength at temperatures up to 40°C and a maximum permissible rutting levelshould be specified for the asphalt material, which should be matched on site, particularly at the edgesof road pavements.
7.4.2

Effect of water dosage on HPCM properties

The original HPCM mortar proposed in the project had a water/(Portland) cement ratio of
0.20-0.21. However, due to the difficulty in mixing and laying the product at the laboratory scale, thisratio was increased up to 0.24-0.27 during some tasks.
In future, it will be important to know the effect of water dosage on the most significant mortar
engineering properties, such as:

•
•
•
•
•
•

Ease of mixing (at the industrial scale).
Workability (just after mixing and evolution).
‘Extrudability’ (see next section).
Shrinkage.
Chippings loss.
Bond with asphalt.

Based upon the knowledge gained about such properties, a range of acceptable water to cement(w/c) ratios could be defined for on-site quality control.
7.4.3

Industrial application technology

During the phase II work, all the HPCM research was undertaken on sections laid manually. For
future industrial/commercial applications, a suitable road paving machine would have to be developed
for laying HPCM wearing courses on actual road pavements.
Such an HPCM pavement machine would need to perform four distinct functions. It should
successively (in one single pass) do the following:a.

Lay the mortar layer with a controlled thickness (e.g. 8 ± 2 mm).

b.

Evenly spread the chippings at a controlled rate (e.g. 4.0 ± 0.5 kg/m2), whatever the machine speed.

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130 – FUTURE RESEARCH AND TESTINGc.

Roll the chippings at a controlled height, to provide an even, flat surface and in order to ensure
a specified macrotexture (e.g. 1.2 ± 0.2 mm).

d.

Apply a curing compound at a controlled rate (depending on the product).

Some on-site equipment already exists that may perform part of the application process:•Conventional slipform pavers, currently used to build concrete pavement.

•

Pavers for applying asphalt microsurfacing, that currently lay very thin layers of materials
which have a consistency comparable to that of HPCM mortar.

•

Machines devoted to the application of surface dressing, which spray a bitumen emulsion andspread a bed of aggregate particles.

Therefore, it is considered an HPCM pavement machine could probably be developed by adapting
and combining such existing devices.

7.4.4

Two-dimension cracking tendency

A successful cracking test was performed at LCPC. But it was a one-dimension test using narrow
strips, which cannot be considered as fully representative of a real pavement. Therefore, a test isrequired which is similar to the one performed by the New South Wales Roads and Traffic Authority inAustralia, in which a 20 × 2 m2 strip was cast and observed during several months,.
The new test should be performed with the definitive mix-design – that is a water-cement ratio in
the acceptable range and 3% of steel fibres – and the test strip should be laid on a sufficiently stiff
asphalt material.

7.4.5

End-of-life removal and recycling

In the framework of the Innoconcrete Eurêka project (2003-2006), LCPC has shown that an ultrahigh performance concrete, similar to HPCM, was easily recyclable1. This material, which incorporates
steel fibres and calcinated bauxite aggregates, can be crushed with conventional quarry facilities,
producing on the one hand a good quality sand, and on the other hand the fibres separated from theircementitious matrix. Both products can be re-used in new mixtures to produce materials of similar or
lower properties. However, in the case of HPCM itself, a remaining open question is the behaviour ofthe composite material under a conventional grinding or planing machine.
Although modern facilities are extremely powerful and accurate in terms of efficient grinding
depth, the possibility of grinding HPCM to crush it and to separate the various phases would need to bechecked through full scale tests.

7.5 Immediate Research needs
The different needs for research and testing mentioned in the previous paragraphs can be divided
into a few groups and the more urgent summarised as follows:
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FUTURE RESEARCH AND TESTING –131•

For Epoxy Asphalt, some further studies need to be performed in the local laboratory prior to
the demonstration projects in order to optimise the curing profile with the desired rate ofreaction, which is dependent on local conditions (time for curing, distance of transport andlaying etc).

•

For HPCM, the adaptation of existing equipment or the practical development of new
pavement laying equipment needs to be given a high priority in order to support thedemonstration projects in the Phase III field testing proposed (see Chapter 9).

Energy conservation and modelling of Epoxy Asphalt together with common aggregate issues are
more in the nature of long term matters and are not critical for the demonstration projects underconsideration in Phase III.

NOTES

1. Sedran T., Durand C., Recycling an ultra high performance fiber-reinforced concrete, Sixth
International Symposium on Cement & Concrete CANMET/ACI International Symposium on
Concrete Technology for Sustainable Development, Xi An, China, 19-22 September, 2006.

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8. CONSTRUCTION ISSUES, ECONOMIC ASPECTS AND RISK ASSESSMENT

8.1 Introduction
The research and testing reported in Chapters 4 and 5 and the assessments of these results in
Chapter 6 have confirmed the potential of Epoxy Asphalt and High Performance Cementitious Material
for use as long life wearing courses. This chapter examines the state of the art in production of thematerial mixes in commercial quantities and potential methods for construction of advanced surfacings
using these materials. In doing so, the chapter explores some anticipated construction issues and risks,
as well as indicative cost estimates for the use of these materials.
In relation to construction, consideration needs to be given to a range of factors including: the roleand interests of the user agency or owner; the materials involved and their particular needs forprocessing within a reasonable construction time; transportation; laying procedures; testing for quality
and performance; work zone safety and traffic control; and training. Lessons learned from placementof the materials for the accelerated testing reported in Chapters 4 and 5 can help those responsible
identify with industry the construction issues, risks and processing requirements involved.
From an economic perspective, the Phase I study highlighted that, for economic viability, long life
surfacings would most likely only be viable on highly trafficked roads, would need to have costs withina defined cost envelope (typically around 3 times the cost of conventional wearing surfaces) and would
need to be evaluated over the 30-40 year project life cycle, using ‘reasonable’ discount rates (e.g. around
6 per cent).
Following the testing undertaken, further consideration needed to be given to indicative costs ofthe candidate materials, taking into account the experience gained with the preparation and testing
during the Phase II work.
Consideration also needed to be given to any health and safety risks associated with use of thecandidate materials as well as to environmental aspects including recyclability of the materials at theend of their useful life.
These aspects are discussed in some detail for Epoxy Asphalt and HPCM in the following
individual sections. Aspects common to both Epoxy Asphalt and HPCM are addressed after theindividual Epoxy Asphalt and HPCM sections.

8.2 Epoxy Asphalt Wearing Courses
8.2.1

Background and previous use of Epoxy Asphalt

The use of Epoxy Asphalt as a paving material is not new. It has an established record ofdevelopment and use for the surfacing of significant road bridges over many years.
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134 – CONSTRUCTION ISSUES, ECONOMIC ASPECTS AND RISK ASSESSMENTThe Shell Oil Company developed Epoxy Asphalt in the late 1950’s as a jet fuel and jet blast
resistant specialty pavement for airfield applications. In 1967, Epoxy Asphalt was supplied for its firstcommercial roadway application on the deck of the San Mateo-Hayward Bridge across San Francisco
Bay. This first application is still meeting performance requirements, after 40 years of service. Overtime, Epoxy Asphalt has been more widely used for stiff bridge decking applications in a number ofother countries. Recently, it has been used extensively on bridge decking in China, following a rigorous
assessment process completed for the first bridge in 2000 that proved its advantages of resistance tofatigue and rutting together with its ability to withstand extreme temperatures. Ten bridge decks projects
have recently been completed in China and at least another six are expected to be undertaken in 20071.
Although its use on long-span bridges is well established, these are considered to be specialist
applications favoured by particular conditions (e.g. the rigidity of the supporting bridge deck surface).
The possible use of this material for regular road pavements has previously not thought necessary as
cheaper materials were available that may not last as long but could be replaced relatively easily at
moderate cost each time.
It can be seen that the properties of the material are well understood and there is experience that
addresses many of the construction issues. However, the transfer of this material technology to generalroad pavement construction remains to be done.
8.2.2

Construction

Epoxy asphalt is a material with high stiffness that can be applied in thin surface layers. Production
experience to date is not widespread although Epoxy Asphalt has been used quite extensively for bridge
decking in some countries.
Trials using a continuous mix drum plant have shown that full-scale production of “acid curing”
epoxy bitumen asphalt is feasible with only minor modifications required to plant, machinery or
construction practice. Accurate metering and in-line blending of the two components are essential, buteasily achieved using conventional pumping equipment. Some countries – for different reasons (ease ofswitching between mixes, smaller jobs sizes etc.) – predominantly use batch plant. Batch plants give
good control of the mixing time which is an important part of the subsequent curing and later propertiesof the asphalt. Experience gained with continuous drum mix plant should be easily applied and be valid
for asphalt batch plants.
Existing local sources will continue to be used for the selection of aggregates whenever possible,
while ensuring that the mix designs developed will support expected traffic loads under a wide rangeof conditions. Importantly, mixes with epoxy asphalt demand natural aggregates with certain essential
properties. More angularity in the coarser fractions and clean, angular fine aggregate will be required
to obtain mixes that will provide the target objective of extended performance under increasingly heavy
traffic loads for a long life pavement. Of course, high quality aggregates with high resistance topolishing will not always be available locally and this will be an important concern in somegeographical areas.
The basic components of today’s hot mix plants are essentially the same as those of many years
ago. However, the plants have become larger, more productive, and more sophisticated , which willassist in the production of Epoxy Asphalt in commercial quantities.
Existing paving equipment can be used to lay mixes with epoxy asphalt but particular care isrequired to ensure the epoxy formula chosen is compatible with the construction time needed or
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CONSTRUCTION ISSUES, ECONOMIC ASPECTS AND RISK ASSESSMENT –

135

available. Such an approach, where possible, is likely to be more cost-effective and convenient than thedevelopment of new construction equipment for epoxy asphalt mixes.
Improved plant control will be a great help to be able to check, in situ, the proportions of two-partepoxy asphalt and produce high quality epoxy asphalt mixes. Control could be assisted by using
improved materials management and monitoring systems. The following advances in plant management
will assist in improved mix control:•

Ferromagnetic tagging.

•

Monitoring of binder viscosity.

•

Automatic belt sampling of aggregates.

•

Automatic asphalt content.

•

Automatic mix temperature monitoring.

•

Automatic binder content monitoring.

As well as good control at the mixing plant, it is essential that good control is in place duringtransport, placing and compaction. The timing of these operations and the relationship to the mix
temperature are very important. Sufficient time has to be provided to ensure the chemical reaction has
proceeded to some extent and the binder viscosity has increased to an acceptable level before placement
and compaction. Although mixing temperatures are not as high as for conventional asphalt, sufficienttemperature must be maintained to ensure good compaction. It follows that good site practice together
with good control of transport arrangements must be in place if this technology is used for large-scale
highway pavements.
Due to the thermosetting nature of the material, extra care is required in the timing of
manufacturing and construction phases to ensure the product is not over-cured before compaction. As
well, the risk of construction failures and damage to plant is greater than with conventional bitumen.
For both these areas, the perceived risk is likely to diminish in importance as experience with thematerial grows.
8.2.3

Economic Aspects of Construction and MaintenanceConstruction and maintenance is always difficult where traffic congestion is very high.
Nevertheless, public works agencies need to be able to repair or replace deteriorated wearing courses andincreasingly need to do so while maintaining the traffic flows on often congested roadways. Urban
intersections typically pose particular construction problems in ensuring that traffic flows are maintained.
In the past, public agencies may have decided that epoxy asphalt would not be an appropriate
choice due to perceived constructability problems and the increased cost of materials and related
construction costs. However by incorporating a holding period for the hot mix to allow curing to begin
before placement and compaction, Epoxy Asphalt can be opened to traffic once the material has cooled
to near ambient temperature, providing quick public access to a high-quality, long life pavements withgreatly reduced maintenance needs. On bridge decking, road pavements are typically opened in around2 hours.
The costs for the binder element of Epoxy Asphalt surfacing will be higher than for conventional
materials. It is considered likely that some of the cost premium will disappear as use of the material
grows and volumes increase, suggesting some reduction in the additional costs over time. OtherLONG LIFE SURFACES FOR BUSY ROADS – ISBN 978-92-821-0158-2 - © OECD/ITF, 2008

136 – CONSTRUCTION ISSUES, ECONOMIC ASPECTS AND RISK ASSESSMENT
materials (aggregates, filler etc) should have no significant extra cost, nor should mixing plant costs besignificantly different, although initial changes may be necessary to allow for the addition of a two-partbinder. Transport, laying and compaction costs should be the same as for conventional materials
although initially there may slight additional costs for small quantities and some element of learning.
More costing information is provided in the following section.
It has always been understood that the skid resistance of an epoxy asphalt surface will lessen intime and may need a rejuvenation treatment within the structural life of the surface layer. This treatment
was considered within the economic analysis carried out in Phase 1 of this work but has not been
included within the initial works costs that are included in this chapter. The types of possible mid life
treatment are discussed briefly in chapter 7.
Environmental issues together with worker health and safety concerns need careful attention, noting
these may vary depending on the formulation of the epoxy resin and curing agent used. There are notthought to be significant cost implications related to this issue which is addressed in Section 8.2.5.
8.2.4

Materials and paving costs

The cost for Epoxy Asphalt for use on a high traffic road is likely to be very variable dependingon the amount used, and a range of other factors including the experience of the contractor and supplierinvolved and the location and country/region concerned. However, given the importance of initial costs
for the economic viability of long life surfacing, an indication of likely costs would be valuable. While
experience is limited, it should be possible to make an indicative price estimate based on the price of
natural aggregate materials and the epoxy asphalt materials required, and a typical price for mixing,
transport and paving stages, assuming the use of current production technology.
Accordingly, indicative cost estimates for Epoxy Asphalt surfacing were sought from countries
with active members of the working group. Because experience is very limited, only a few countries
were able to provide cost estimates, in response to the Questionnaire distributed. In terms of Epoxy
Asphalt itself, as this is supplied mainly as a proprietary material, cost indications from suppliers weregenerally only available on a ‘laid per sq m’ basis. In assessing costs on a per square metre basis, it wasrecognised the total cost will depend amongst other things, on the quantity of Epoxy Asphalt needed per
square metre and the total tonnage to be supplied.
The estimates provided for Epoxy Asphalt have been brought together and the results for Western
Europe are shown in Table 8.1.
Table 8.1. Indicative Costs of Epoxy Asphalt Surfacings
Epoxy Asphalt Surfacing (30 mm thick)Milling
Binder course
Tack/bond coat
Wearing course materials
Sub-Total costs of mixed material incl mixing, transport & laying
Indicative Total Costs of EA Wearing Course

Indicative Cost*(Euros per sq m)
0.75-1.25
6-10
0.25
18-33.5
25-45* Indicative costs as at April 2007.
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CONSTRUCTION ISSUES, ECONOMIC ASPECTS AND RISK ASSESSMENT –137

The indicative total price for milling an existing surface course and relaying with Epoxy Asphalt
surfacing can be taken as being from €25 up to around €45 per sq metre.
Comparison with costs of Traditional surfacing
The Phase II Questionnaire also sought current costs for conventional surfacing using standard
reference materials, assuming typical 30mm thin surfaces or SMA type wearing course as used in eachcountry.
Responses indicated that current costs for conventional surfacing could now be taken as around20 per square metre – allowing for the recent significant price rises, particularly in Western Europe.
(The equivalent cost is $US27 at currency exchange rates [1 EUR ≈ 1.35 USD] applicable in April 2007).
The actual range was from €13-25, depending on location.
Comparison with Phase I Estimates for Traditional Treatments
The costs of traditional surfacing had previously been identified in Phase I of the study as a basis
for the whole life costing work and evaluations of the economic feasibility of advanced surfacings in
the Phase I report. The earlier cost estimates were based on a Phase I questionnaire and the resultspresented in the Phase I report included the following advice on the estimates provided:“Although costs and treatments varied considerably between countries, the values used reflect
a treatment regime that would be considered representative of current practice in many
countries i.e.
Surfacing: 30 mm (SMA type or similar).
Surface replacement: 30 mm every 8 years for very heavy traffic, every 10 years for heavy
traffic, 100 mm every 16 years for very heavy traffic and every 20 years for heavy traffic.
Cost: USD 8/sq m for 30 mm resurfacing (removal and replacement).
It was assumed that when the surfacing is replaced, existing surfacing layers would be milledor planed out before replacement with a new wearing course. The questionnaire results
indicated that many countries used a process of sealing cracks between main resurfacing
treatments and thereby extended the periods between these major interventions. This
treatment has also been considered as part of an alternative maintenance strategy for the
analysis of schemes carrying lower levels of traffic”.
This traditional surfacing cost estimate of $US8 per square metre was used for the assessments ofeconomic feasibility of advanced long life surfacings included in the Phase 1 report. Costs in the Phase I
report are in $US in December 2002 [average exchange rate: USD 1  EUR 0.98]. At that exchange
rate, the estimated traditional surfacing cost of $US8 per square metre in 2002 was equivalent to around
8 per square metre (2002 prices).
Clearly, the costs of conventional surfacings using traditional materials have risen significantly inEurope since 2002 – i.e. from around € 8 to around € 20 per square metre – and the increase in prices
in Euros appears even larger when converted to US dollars at prevailing exchange rates.
The significance of the current cost levels in relation to the analysis undertaken in Phase 1 and acomparison with the costs for HPCM are discussed further in Section 8.4.
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8.2.5

Environmental and Life Cycle Issues

8.2.5.1 Health and safety considerations
Currently, epoxy asphalt can be used both for wearing courses and for surface dressing. The epoxy
material contains a variety of components that will depend on the type of asphalt and the actual
constituents being used, some of which can cause skin irritation. These chemicals can include aminesand epoxy resins, bitumen, tar (which is also carcinogenic), pitch and natural asphalts and as well as avariety of organic solvents.
The chemicals used can vary and the fatty-acid cured systems used in much of the testing for thisreport did not entail significant additional risks over conventional asphalt testing with few additional
precautions necessary over usual good practice.
When uncured, some epoxy materials are characterised as strong allergy provoking compounds
and can cause an allergic contact eczema when used. Experience with bridge decking applications
indicates that the main period of worker safety concern is during work at the hot mix plants. Workers
handling uncured epoxy products need to be made aware of possible problems and would need
protective clothing – certainly gloves, as for similar asphalt products but other protective clothing may
be required.
In some countries, occupational safety concerns over the use of epoxy compounds are a moresensitive point and special regulations apply3. It is essential that these requirements are checked before
epoxy asphalt is used and the handling requirements necessary for the materials to be used are assessed
and the necessary precautions put into place. Any reservations by the health authorities should therefore
be prompted and cleared at this stage.
8.2.4.2 Life Cycle Assessment – Environmental considerations
Recycling of conventional asphalt pavements is a great asset to the road industry but there has been
little experience of the recycling of Epoxy Asphalt. There are some questions that may need answering withrespect to environmental impacts although if removed from the road using cold, mechanical means (millingor planing), then the material can be considered for re-use as a crushed product with no harmful effects.
As the material is thermosetting and does not soften on heating, it is more difficult to use it for hot
recycling as is done currently for conventional asphalt. If the loose material is heated and used as anaggregate source for new material, then further work may be necessary to examine for possible harmful
emissions. If the material is stored for reuse or disposed of as waste, the possibility of harmful leachates
should also be examined.
8.3 High Performance Cementitious Material Wearing Courses
8.3.1

Construction

The High Performance Cementitious Material with fibre reinforcement that has been developed
and tested in the Phase II work is a material with high stiffness and requires good adhesion to thesubstrate when applied in thin surface layers. The research has shown that such a material with acalcined bauxite high friction aggregate surface can be used to produce wearing courses with enhanced
potential to withstand climatic stresses and traffic loading. The material has been designed and thetesting so far carried out based on using an existing asphalt surface as a substrate.
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CONSTRUCTION ISSUES, ECONOMIC ASPECTS AND RISK ASSESSMENT –139

The construction issues that are important for this material include:a.

Availability of constituent materials. Requirements on the composition of the constituent
materials are strict, particularly as regards the gradation of the very fine particles (below75mm). Currently it seems that suitable materials can be obtained in most geographical areas.
However, in recent years, there has been a shortage of micro-silica (MS) for use in theconstruction industry. At present, this shortage has only had an impact on the market price of
this mineral additive. In future, a shortage of micro-silica may be problematic. Alternative
strategies could be available in such circumstances, e.g. production of silica fume from silica
rock (e.g. quartz) or use of some natural rock microfillers as substitutes for silica-fume (theirperformance may not be as satisfactory).

b.

Mixing. During the laboratory testing it was observed that the cementitious mix is very sticky
and that an extended mixing time – up to 15 min. – is required to establish complete dispersionof the ultra fine particles. This dispersion is required to achieve the flow, workability andbonding properties of the matrix and is well known from the mixing of other high-density
cementitious materials. It seems that the material may be produced in any high quality pan
mixer. Another aspect, which has to be addressed when moving to full scale production, is theprocedure for cleaning the mixing equipment and probably a cleaning sequence during a
production day will need to be established.

c.

Workability. Experience with mixing and paving at TRL indicated that the originally proposedmix was too stiff. After the initial trial mix, more water was added to the mix to produce amore workable material. Although some loss of strength was noted, this did not appear to be
sufficient to be detrimental, at least in the short term.

Additional construction issues that need to be addressed in order to take forward an HPCM
wearing course would include:

8.3.2

•

In order to get a good and lasting bond of the bauxite chippings to the cementitious matrix,
the chippings will need to be well embedded, ideally probably 1/2 to 2/3 of the aggregate size
to provide a texture depth of 1.0-1.5 mm.

•

Paving should not be undertaken in rain or at temperatures below 5 °C and the chippings need
to be in a saturated, surface dry condition when spread.

•

The application of the chippings should ideally take place immediately after placing the thinmortar layer, i.e. with the same machine or with a chip spreader. A light rolling or tamping
action is required to ensure the desired embedment of the chippings.

•

To minimise noise from the completed surface, the chippings should be finished to a flat,
even, level surface. Since the chippings are rather expensive, excess chippings could becollected by a vacuum cleaner after the machine, as it is done for surface dressing. Curingcompound needs to be applied after application of chippings.

•

Suitable paving equipment for these operations may not exist at present, but will have to be
developed or modified from existing equipment.
Economic aspects – Construction and Maintenance

The frequent maintenance required on some wearing courses has made reconstruction with High
Performance Cementitious Material a feasible alternative. However, many construction issues need tobe addressed in order to realise the full potential of this alternative.
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140 – CONSTRUCTION ISSUES, ECONOMIC ASPECTS AND RISK ASSESSMENT
Consideration needs to be given to three activities to ensure that this form of paving is not slower
than any other and these are:•••

Methods to accelerate the rate of strength gain.
Methods to minimize the construction time depending on the setting time of mortar.
Traffic control strategies to minimize user delay.

There would be obvious advantages if HPCM wearing courses could be used for re-surfacing
existing bituminous and cementitious pavements as well as for new pavements. Consideration would
need to be given to the following matters before HPCM could be considered a feasible alternative:

8.3.3

•

The existing pavement would need to have a high bearing capacity (residual life at least
corresponding to expected life of the new wearing course) and be free from visible cracks.

•

The surface of the old pavement would need to be prepared – either by removal of a certain
thickness due to rutting and use of a suitable fill material; or by milling, shot blasting etc – toensure a good bond is possible between the HPCM wearing course and the underlying asphalt
or concrete.

•

Very strict surface evenness requirements would need to apply to the surface to be overlaid,e.g. similar to normal wearing course requirements, since the HPCM wearing course has athickness of only about 8-10 mm.
Materials and paving costs

The production and laying costs for HPCM wearing course are more difficult to evaluate than for
Epoxy Asphalt as there has, as yet, been no supplier experience with the material. It should be possible
to assess the price principally on the basis of the price of constituent materials and the prices of mixing,
transport and paving. Material, mixing and transport costs can be evaluated based on current practice, butpaving costs may be more difficult to assess if new or modified paving equipment has to be developed.
As was done for the Epoxy Asphalt surfacing, indicative costs estimates for providing a new surface
using HPCM were sought from countries with active members of the Working Group. The following table
is thought to be a realistic assessment of indicative costs as may be appropriate in Western Europe.
Preparation and asphalt layers below can be taken as being similar to those taken for Epoxy Asphalt.
Table 8.2a Western Europe – 2006 prices
HPCM matrix with chippings
Materials
Silicious sand
Cement, CEM I
Microsilica
Water
Superplasticiser
Steel fibres
Contingency for waste, etc.
Cost of material per m3

Cost

Quantity and cost (kg per m3) (€/t)(€ per m3)

890 kg @ 15 /t
1.020 kg @ 90 /t
205 kg @ 270 /t
220 kg @ 10 /t
3 kg @ 6 /kg
230 kg @ 3 /kg

13.35
91.80
55.35
0.22
18.00
690.00868.7231.28
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CONSTRUCTION ISSUES, ECONOMIC ASPECTS AND RISK ASSESSMENT –141

Table 8.2b Western Europe – 2006 prices (continued)
HPCM production costs per m2
Production cost categories(€ per m2)

HPCM Materials 0.01 × 900 (as above at 10mm thick)
9.00
Mixing HPCM, 0.01 × 50
0.50
Transportation, 0.01 × 20
0.20
Paving incl. Chippings
5.00
2
Total direct cost per m
14.70
Overhead, site management, risk and profit€ 3.30-7.30
2
Estimated cost per m€ 18.00-22.00
Note: While material costs may not be too dissimilar in different countries in the developed world,
labour costs are likely to vary considerably.

Although these figures suggest that HPCM might be available at a lower cost than Epoxy Asphalt,
this is partially because it would be laid considerably thinner. It should also be realised that there willbe less certainty about HPCM materials and costs until larger quantities are produced and laid.
8.3.4

Environmental and Life Cycle Issues

8.3.4.1 Health and safety considerations
The handling of the materials, and the mixing and laying of the HPCM will need similarprecautions as for any cementitious material. The cement, the other fine materials and the fibres usedin the mix may be an irritant to eyes, breathing and skin and so appropriate protection will be necessary.
Following the mixing process when water has been added, the material can still be irritating to skinand so gloves will still be necessary as for handling conventional concrete. Operatives should wash theirhands and faces after working with the material. Any chemical additives used in the European Union
may require registration under REACH (See Paragraph 8.2.4.2).
8.3.4.2 Life Cycle Assessment
Recycling of conventional cementitious material is a great asset to the road industry as crushedconcrete is a valuable resource for many construction projects. The issues that affect the recycling
possibilities for an HPCM layer relate to both practical and to environmental considerations, some
aspects of which were raised in Chapter 5.
As the material is firmly bonded to an asphalt substrate, any material for recycling would beavailable as a mixed asphalt/cementitious material – that could be used as a mixture or separated into
its two parts. If the material were removed from the road by cold mechanical means then it should betreated in a similar manner to broken concrete and there would be few environmental considerations. If
the material were heated (possibly to remove the bonded asphalt) then the same considerations foremissions would apply as for recycling the asphalt on its own.
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Given the material is likely to contain steel fibres, further consideration would need to be given tohanding. Recently, it was found that when crushing a fibre-reinforced ultra-high performance concrete
similar to HPCM, it was easy to separate the fibres from the matrix, and to reuse the fibres in a newmaterial, with the same reinforcement effect as with new fibres. This raises the prospect that recycling
fibre reinforced concrete would not be different or require special measures.

8.4 Comparative Cost Estimates –Epoxy Asphalt and HPCM Wearing Courses
Indicative estimates of EA and HPCM surfacings have been provided individually in the previous
sections.
This section provides a comparison between the indicative costs of these materials. It also
compares these indicative estimates with current surfacing costs using conventional (reference)
surfacing materials.
The same qualifications should be made about the indicative cost estimates for Epoxy-Asphalt and
HPCM solutions as made previously, viz:•

The cost for Epoxy Asphalt for use on a high traffic road is likely to be very variable
depending on the amount used, and a range of other factors including the experience of thecontractor and supplier involved and the location and country/region concerned.

•

In assessing costs on a per square metre basis, it was recognised the total cost will depend
amongst other things, on the quantity of Epoxy Asphalt needed per square metre and the total
tonnage to be supplied.

•

The indicative costs of HPCM wearing courses are assessed by extrapolation of material,
mixing and transport costs for current cementitious pavements and on estimated paving costs,
which will be higher – although how much higher will depend on any new or modified paving
equipment that has to be developed. Preparation and asphalt layers below can be taken as
being similar to those taken for Epoxy Asphalt.

Cost estimates for conventional surfacing, provided for several countries, assume typical 30mm
thin surfaces or SMA type wearing course as used in each country.
Responses to the Questionnaire indicated that current costs for conventional surfacing – which hadrisen significantly particularly in Western Europe – could now be taken as around €20 per square metre.
The actual range was from €13-25, depending on location.
Table 8.3 shows indicative costs for Epoxy Asphalt, HPCM and conventional asphalt 30mm ‘thin
surfacing’ which has used as a typical standard base material. The figures in the table are thought to berealistic assessments of indicative costs as may be appropriate in Western Europe.
Table 8.3 suggests that the cost of an advanced surfacing could be between 2 and 3 times thecost of a conventional resurfacing treatment. The indicative cost premiums for the Epoxy and HPCM
wearing courses, by comparison with conventional (reference) surfacing costs, are probably less thanassumed for Phase I of the study. In part, this is due to having a better understanding of the costs andproduction processes involved (as a result of the work undertaken), but is also due in part to thesignificant increase in the cost of asphalt surfacing, particularly in Western Europe, in recent years.
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CONSTRUCTION ISSUES, ECONOMIC ASPECTS AND RISK ASSESSMENT –143

Table 8.3. Comparison of costs between materials
Typical surfacing costs in €/m2 for Western Europe
Description

Epoxy Asphalt
30mm wearing course

HPCM 10mm
wearing course

Conventional
30mm asphalt solution

Expected Lifespan~30 years~30 years

7-15 years

Milling 50-100mm
Binder course (50mm)
Tack/bond coat
Wearing course
Total costs

0.75-1.25
6-10
0.25
18-33.5
25-4510.75-1.25
8-12

0.75-1.6
6-12
0.1
6-12
13-252

18-22
27-35

Notes: 1. Cost of restoration (once) of skid resistance during the service life not included.
2. Costs of minor repairs during 15 years of service not included.

The whole life costing exercise completed in Phase I showed that the use of advanced surfacing on
high-traffic roads would result in net benefits when the discount rate used in the analysis is below about
6 % p.a. and when the advanced surfacing does not cost more than about three times as much as
conventional materials. These benefits were estimated on a whole life cost analysis over a period of atleast 30 years and take user delay costs during maintenance into account. The indicative cost estimates
set out in Table 8.3 would appear to be broadly consistent with this envelope of costs.
8.4.1

Life-cycle Maintenance Costs

For economic viability, the additional material costs of using advanced materials for pavement
surfacing need to be offset by the benefits from greatly increased intervals between maintenanceinterventions as well as reduced maintenance-related impacts on users in terms of delay time, fuelconsumption, emissions and other environmental impacts such as noise.
Laboratory and accelerated pavement testing has indicated that advance surfacings can be
expected to have increased strength and a much longer life than conventional surfacing, thereby greatly
reducing maintenance requirements. However, no controlled and monitored trials have yet been carriedout for heavily trafficked road pavements. Previous experience of the use of epoxy asphalt on bridge
decks is considered to provide useful experience and confidence but, given the different conditions,cannot be taken as proof of performance, including reduced maintenance, on highway pavements.
Although a surfacing life of 30 years might be anticipated, until further trials are completed any
estimation of time to maintenance is bound to be uncertain.
However, as congestion increases on many roads to the stage where carrying out any maintenanceis viewed as unacceptable either to the road user or by the road owner, the additional cost of using
advanced surfacing materials may no longer be such a significant issue when repairs need to be carriedout. As well, the continuing increase in the amount of traffic and the resulting congestion, the pressure
from road users through to highway authorities and political leaders may lower the resistance to higher
initial costs for the advanced surfacing.
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A further consideration is that, although it has previously been assumed that the cost of advanced
surfacings would be considerably higher than for conventional treatments, it appears that the gap may
have been narrowed due in part to a better understanding of construction techniques and equipment
required and in part due to recent prices rises for traditional surfacings.
Of course, any analysis carried out for any individual country should consider all the wider impacts
and the advantages of using these materials as well as including the costs to the users which should
always be the basis for any whole life cost analysis. The costs of both maintenance works and delays toroad users vary considerably between nations and the political incentives and policy approaches adopted
in relation to acceptable maintenance on busy roads are developed in different ways.
In these circumstances, it is clearly for each country to consider, using their own analysis with theirown national data and to decide on a case-by-case basis when advanced surfacing could be appropriate
and whether the long term benefits including reduced maintenance costs and associated user costsavings outweigh the increased initial costs.

NOTES

1. For further information, see the Chemco Systems website: www.chemcosystems.com/epoxy.html.
2. Greater attention is being paid to stockpile management aimed at reducing segregation. In addition,
there is a trend toward the use of plant enclosures to maintain uniform moisture in the aggregate andeliminate neighbourhood complaints about dust, particularly in urban areas. Placement of thevarious sizes of aggregate into multiple feeder bins (to provide the desired proportions to the rotating
drum dryer or other drying equipment) also requires efforts to control segregation. In future, current
vibrating, reciprocating and belt feeders will be enhanced with better controls and electronic
weighing systems.
3. For countries in the European Union, the Commission adopted a directive (Regulation (EC)1907/2006, OJ L396,) in December 2006, on the Registration, Evaluation and Authorisation ofChemicals (REACH), which affects all chemicals produced or imported in quantities larger than 1
ton per year and so the addition of chemicals/additives to bituminous binders. For further details, see:
http://ec.europa.eu/environment/ chemicals/reach/reach_intro.htm

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PHASE III TRIALS –145

9. PHASE III TRIALS

9.1 Next step in the innovation process
When this project was first proposed and accepted on the 2001-2003 Programme of Work for theOECD Road Transport Research Committee, a three phase process was clearly envisioned. The firstphase was expected to focus on exploring technical and economic feasibility, the second on materials
development and testing and the third phase on trials which could test the best candidate materials on
the ground.
Having completed Phase II, a comprehensive research phase including laboratory testing and trials
in various accelerated pavement testing machines, the project has progressed to the point where limited
field trials under traffic – either on the road network or off-road – are the logical next phase.
The transition to real life testing is a critical moment for any innovative process, including thisproject. The small-scale and limited-cost activities of the research phase are completed and haveconfirmed with some caveats that the two very different pavement concepts deserve the attention ofdecision makers who are responsible for the cost-effective management of roads. Further progress
towards large scale implementation is necessary if the potential economic benefits of these materials
and techniques are to be realised. It is also obvious that – as always with such larger-scale trials of newmaterials and techniques – there are risks.
The expectations for the durability and long-life capabilities of the materials are based on
extrapolations of the observations made during the phase of the project which is reported here.
Consequently, the behaviour of the materials cannot be guaranteed over the greatly extended time
periods required for long life pavements. This is business as usual for pavement research and it is partof the explanation why improvements have always been incremental and slow. It also partly explains
why such improvements have generally been based on developments of known pavement types withproven performance. A third issue is that no matter how good the material and design, inadequate
placement and poor construction operations can compromise its performance.
This project is, however, aiming for non-incremental improvements based on materials which are
distinctly different from any of the pavement types that until now have been in common use on the roadsof our nations. If this aim is to be pursued, and if the high probabilities delivered through the researchphase are to be moved closer towards proof, then some future users must take them through the next
phase – with a tangible risk that the actual pavement performance does not meet the levels now
envisaged.
It is assumed that some road authorities, perhaps in partnership with industry, will be prepared totake this step. This chapter develops a framework for the coordination which may then be establishedfor such initiatives and for the cooperation between them which could pursued in order to maximise theoverall gains in experience.
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146 – PHASE III TRIALS
9.2 The setting for coordinated trials
It is a long established practice of national road authorities to introduce new technologies
individually and then later, after considerable delays, to collect and exchange information about theirexperiences from these innovations – important steps which then contribute to the assessment andrecognition of best practice. While this will always be a way to disseminate technological advancesamong cooperating countries, jointly planned and coordinated trials and demonstrations offer shortcuts
to a broad based establishment of better practices for all. That is the approach suggested in this reportand outlined in the following sections.
9.3 Programme opportunities
The framework conditions seem to be favourable for launching cooperative field tests anddemonstrations of the long life surface paving materials which have been tested and developed in thisproject.
Major international and regional research programmes have long demonstrated the added value ofinternational cooperation and are increasingly assuming some responsibility for the critical passage
from research to routine usage, i.e. precisely for the "field test and demonstration" phase of theinnovation process. In a parallel move, national or state road authorities have generally establishedframeworks for formal cooperation and exchange of knowledge, which increasingly include the joint
pursuit of strategic aims that call for research and technological development.
Such cooperative research programmes include:•

The 7th Framework Programme for Research and Technological Development (FP7) inEurope, which has been authorised from 2007 through 2013 to direct major funding to roadinfrastructure research as a critical element in its road transport programme.

•

The Second Strategic Highway Research Programme (SHRP-2) in the United States.

•

The ERANET Road Programme in Europe, in which 12 National Road Authorities havejoined forces to co-ordinate and increasingly co-fund items on their respective national
strategies for research that have the same objectives.

•

AUSTROADS, which promotes cooperation and exchange of knowledge between Australianstate road authorities and with New Zealand road authorities.

9.4 The aims
The overall aim of a coordinated programme of field trials of the Epoxy Asphalt and HPCM
surfacings – which offer real prospects for use on long life pavements – is as follows:•

To demonstrate that the performance envisaged on the basis of the laboratory tests and theaccelerated testing will hold within the period of the trial under real traffic and environmental
conditions.

Collateral aims are to:•

Utilise the practical and economic opportunities provided by the trials for developing manageable
and safe practices for producing and handling the pavement materials in larger amounts.
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PHASE III TRIALS –147•

Develop construction methods (in particular substrate preparation requirements) that arecompatible with the properties of the materials and the volume and quality specifications of
the resulting pavement.

•

Improve the basis for realistic estimation of construction costs using these materials.

•

Study variations in performance under varying loading and environmental conditions,
underlying asphalt quality, and to suggest some limitations to this approach.

•Study the effects of limited variations in aggregate properties insofar as these are important
for long-term friction properties and for aggregrate gradation and mix design.

•

Measure the noise properties of the test pavements under real traffic.

•

Develop methods of construction repairs due to non-compliance or unforeseen damage to thesurface or supporting substrate.

•

Study the recycling properties and usage of the materials.

•

Increase the comfort level of contractors experienced principally in conventional pavement
materials by providing opportunities for them to gain experience with these advanced paving
materials.

The last of these is especially important since currently there is a lack of such experience and thepossibility of unnecessarily high costs e.g. a high premium placed on construction with epoxy asphalt(EA) due in part to fear of premature setting of the EA or not having adequate time for proper
placement. As contractors move up the learning curve, it can be expected that construction practices will
adapt as necessary and the paving costs of advanced surfacings will ultimately drop as experience andvolumes increase.
Further collateral aims are dependent on which of the two types of materials are involved, and arefurther detailed in 9.4.2 and 9.4.3.
In order to have quantitative confirmation of the achievements of the trials with respect topavement performance – as compared with previous studies and the coordinated trials by otherparticipants – a limited common instrumentation will be required.
9.4.1

Specific conditions and aims for field trials of the two materials

The results of the laboratory and accelerated testing of Epoxy Asphalt and HPCM materials carriedout by this project have differing implications for the scope of the field trials that may be undertaken
for each of these materials.
Basically, the Epoxy Asphalt material is ready for large scale demonstrations on the roads, and thechallenges of producing and laying this material are considered as moderate. The major practical issue
is linked to the potential health effects of the uncured epoxy asphalt binder, which has resulted in serious
restrictions to use in some countries.
The fibre reinforced High Performance Cementitious Material is not thought to have such aproblem, but presents some real challenges in terms of the rapid and accurate placing of the thin layerof pavement and in terms of adding within the same machine-pass the surface dressing of durable
friction aggregates. Further, although the testing of this material has supported the expectations that
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148 – PHASE III TRIALS
steel fibres can prevent severe cracking, there is still some uncertainty regarding this behaviour when
the pavements are constructed in larger areas that are exposed to traffic. The ability of the very thin andplate-like pavement to remain attached to the underlying pavement without provoking de-lamination of
the base layer in the edge zones is not yet ascertained. Accelerated testing is continuing at the time ofwriting and will give better indications with regard to these phenomena, but it is the opinion of thegroup that these residual uncertainties, once the accelerated testing opportunities are completed and theresults disseminated, are best addressed in some form of limited field trials on real roads.
9.4.2

Trial aims specific to the Epoxy Asphalt pavement

There are a number of EA-specific trial aims. Given the time periods anticipated for such trials andthe expected durability of the surfacings, it is unlikely much new information will be gathered on theirperformance in the short term. The main focus of Epoxy Asphalt field trials will more likely be on
consistency in construction/laying and cure characteristics – especially quality control, goodconsistency of depth, how to enhance curing etc. Any reservations by the health authorities should be
prompted and cleared at this stage. In the short term, there may also be a focus on crack propagation as
well as on the durability of Epoxy Asphalt as an Open Graded Friction course.
Over a longer period, the field trials could also be expected to produce information on:•

Testing of locally available materials as opposed to material from one supplier.

•

Determining performance of Epoxy Asphalt materials having different chemical formulations.

•

Determining the impact of aggregate type on long life surface characteristics.

•

Testing of various Epoxy Asphalt layer thicknesses to determine the best lift thickness.

•

Testing of several asphalt base courses in various climatic regions to evaluate thermal andmoisture effects on the composite pavement.

Testing of several PCC base courses in various climatic regions to evaluate the propensity for crack
propagation and de-bonding.
9.4.3

Trial aims specific to High Performance Cementitious pavement

There are also a number of HPCM-specific trial aims. With HPCM, there will be greater likelihoodof getting improved performance data in a short time period. The trials could also study the stresses inthe HPCM, different Coefficients of Expansion (COE) on the hot mix pavement and how wet thepavement can be.
Over a longer period, the field trials could also be expected to produce information on:•

Use of locally available materials as opposed to material from one supplier.

•

Development of techniques for laying the mortar and inserting the chippings (which may
require development of currently available equipment or development of new equipment).

•

Testing of several asphalt base courses, of varying stiffness.

•

Testing of several mixtures with water-cement ratios ranging from 0.20 to 0.30, in order tofind a reasonable compromise between the ease of mixing/handling/placing and theperformance of the hardened material.
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PHASE III TRIALS –149•

Testing of methods for preventing loss of moisture and monitoring of actual shrinkage on nonrestrained samples from the pavement.

•

Verifying the finite element calculations and the input to these, i.e. recording the temperature
profile in HPCM and asphalt, actual deformation along edges and monitoring micro crackdevelopment through petrographic testing.

9.5 Time schedule
Given the programme will involve cooperative international research, the road map for thecoordinated field trials activity must schedule sufficient time for the involvement and coordination ofactivities across the countries and bodies involved. The programme should include the following steps
and timings:

No. Field Trial Programme Steps
1.
2.
3.
4.
5.
6.
7.

Provision of information to potential participants (disseminationof this report) and its consideration by potential participants.
Preparation of a suitable framework for the joint activity
and identification of possible common sources of funding.
Preparatory meeting for committed participants and agreementon common protocol, periodical reporting and final reporting.
Initiation of trials.
Conduct of trials and midterm review of the activity.
Finalisation of trials and delivery of individual final reports.
Writing of final report for the joint activity.

TimingSep '07-Mar '08
Jan '07-Sept '08

Apr '08-Jun '08
Sep '08-May '09
Sep '08-May '11
Sep '10-Jul '11
Aug '11-Dec '11

Although the field trials of course will need careful planning, at this stage it may be helpful toadministrations and potential participants to outline the proposed content of the steps in this road map.
These are described in some detail below:
Step 1: Begins with the publication of this report and continues through a suitable period to give
sufficient time for interested road authorities to discuss it internally and externally and toinclude it in their planning. While not planning to be involved in the coordination of thetrials, the JTRC is prepared to register during this period the agencies that announce theirinterest in joining the activity.
Step 2: A group of participants in the project are working to establish a suitable framework for theplanned trial phase with a view to finding opportunities in large national and internationalinnovation programmes.
Step 3: If this solicitation for joint trials results in a minimum of 3 trial offers with any one
material, then a meeting will be called by the host organisation (cf. section 9.6 below), butchaired and summarised by a representative appointed by the potential participants. The
preparatory meeting(s) must appoint a project coordinator and discuss and agree on thefundamental plans and principles for the trials. Anyone joining later must accept theestablished principles for participation.
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150 – PHASE III TRIALS
Step 4: Participants may begin trials whenever it suits their plans after the preparatory meetingand no later than May 2009.
Step 5: The trials must last for a minimum of 2 years and initial results available by May 2011.
Step 6: Participants will be expected to deliver their final reports within 3 months after their trials
have been completed and no later than in July 2011.
Step 7: The project coordinator for each series of trials will write the draft final report based on
the documentation from the participants and a final meeting will be held to edit andfinalise the report.
9.6 The host organisation
In order for the LLP Phase III project to have the credibility and authority needed to attract serious
and committed partners, it must be conducted under the auspices of an international organisation whichis acknowledged and respected by the road community.
Conversely, the host organisation should feel confident that it will be credited with the results ofan international project having far reaching implications for the construction and maintenance of hightraffic roads.
Importantly, the project should be organised and financed in such a way as not to have serious
resource repercussions for the host organisation, although it is foreseen that it must carry the cost of the
final report.
Phases I and II of the JTRC (initially OECD) Long Life Pavement project have attracted interest
and participants from Europe, North America, Australasia and East Asia. It seems therefore appropriate
to look for international host organisations which cover at least these regions of the World and areinternationally recognised for high quality contributions to the development of the road transport sector.
Two organisations are immediately visible as fulfilling these requirements.
One is the OECD/ITF Joint Transport Research Centre with its strong link to the International
Transport Forum, which starting in 2008 will become a very visible and authoritative institution with
global reach.
The other is PIARC World Road Association with its strong links to road administrations in 107
developed and developing countries and its membership from road sector stakeholders in an even larger
number of countries. PIARC does not have research as an important objective, but has neverthelessthrough its Technical Committees supported and conducted research, notably in the fields of tunnel
safety and road/vehicle interaction.
Recommendation
With the past and present phases of the LLP project linked to JTRC, it is the preferred choice ofthe current Working Group to recommend that JTRC assumes the role of host organisation for a possible
phase III, while maintaining the precondition that the consequences for the resources of the JTRC must
be negligible.

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FINDINGS, CONCLUSIONS AND RECOMMENDATIONS –151

10. FINDINGS, CONCLUSIONS AND RECOMMENDATIONS

10.1 Context“Long life pavements” have a great deal to offer on highly trafficked roads where road works are
increasingly constrained and undesirable because of traffic impacts on congested roads and delays toroad users. In such environments, long life pavements are expected to show high quality performance
without the need for significant repair for more than 30 years. It is also in such environments that thebenefits of avoiding major repairs and re-pavements become large enough to justify the higher initialcosts of such pavements.
It has been demonstrated that long life as just described is achievable for the subsurface pavement
layers, but the surface layer or wearing course, which is critical for safe and comfortable driving,remains the Achilles’ heel of the Long Life Pavement concept. This thin uppermost pavement layer ismore than any other part of the structure exposed to air, sun and weather, and to the wear, tear anddeformation of the traffic it sustains.
10.2 Phase I Report
The Phase I report explored the economic feasibility of long life surfacings and identified possible
candidate materials.
10.2.1

Phase I Findings

The Phase I report drew the following conclusions on economic viability1:“From a cost viewpoint, long-life pavement surfacing costing around three times that of traditional
wearing courses would be economically feasible for a range of high-traffic roads. This would dependon an expected life of 30 years, discount rates of 6% or less and annual average daily traffic (AADT)of 80000 or more.
Such increases in wearing course costs need to be seen in the context of typical pavement
construction costs. For the example scheme chosen, a dual three-lane motorway, pavement construction
costs would amount to USD 1.8 million to USD 2.25 million per carriageway kilometre. This estimate
includes features such as earthworks, drainage, line markings, safety fences, etc., but not otherstructures such as over or under bridges, gantries, etc.
At present, the surface layer (the wearing course) of such pavements represents around 9-12% of
the above indicative pavement construction costs. A three-fold increase in the wearing course cost would
imply an increase in overall pavement structure construction costs of up to 24%, and the surface layer
would then represent around 30% of the construction costs.”
Two prospective candidate materials – epoxy asphalt and high performance cementitious materials(HPCM) – were identified for further research as possible innovative long life wearing courses.
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10.3 Phase II Work – Findings
This report documents and provides analyses of the results of a major coordinated research effort
involving staff and research facilities from 8 countries (AU, DE, DK, FR, NZ, UA, UK and US), as wellas comments and advice from 10 other countries (cf. annex B). The draft Final Report was reviewed byexternal reviewers from Canada and Finland. This research was launched after the positive outcome ofthe economic analysis in Phase I.
The Phase II work aimed to strengthen current knowledge about the potential and the limitationsof these two promising candidate materials (Epoxy Asphalt and High Performance Cementitious
Materials). It was recognised that the Epoxy Asphalt and HPCM surfaces will have to perform
extremely well across a range of functional properties to be able to achieve the goal of a practicallymaintenance-free 30 year service life.
The next two sections set out the findings of the laboratory scale tests undertaken and assessments
made of the performance and suitability of Epoxy Asphalt and High Performance Cementitious
Materials for advanced, long life surfacings. Later sections set out the Summary Conclusions andRecommendations.

10.4 Epoxy Asphalt
Epoxy Asphalt has been used for many years as a road surface on stiff bridge decking. The firstsuch application, in San Francisco, is still meeting performance requirements, after 40 years of service.
Over time, Epoxy Asphalt has been more widely used for stiff bridge decking applications in a numberof other countries (e.g. recent extensive use in China).
Administrations have not used Epoxy Asphalt for regular road pavement surfaces as cheapermaterials have been available which, although they may not last as long, could be replaced relatively
easily at moderate cost each time. The Phase II work provided an opportunity to test the properties andsuitability of Epoxy Asphalt for use in such highway environments.
The many tests performed on the acid-based epoxy asphalt materials in this project covered all theimportant questions regarding the properties which are known to be critical for the durability andservice life of a pavement under heavy traffic. The testing focussed in particular on the fatigue andfracture properties which are crucially important for longevity. The effect of oxidation on the binder
properties and condition of the surface dressing was also considered to be crucial.
By comparison with acid-based Epoxy Asphalt, the rapid curing amine and amino based epoxy
asphalts were somewhat problematic in that the systems cured too quickly to allow proper compaction
under the curing and setting conditions used; this resulted in higher air voids of the compacted
specimens. Consequently the rapid setting epoxies will require some adjustment in the operation of aconventional hot mix plant and may limit their use to placement in closer proximities to the plant.

10.4.1Main findings of Phase II testingOn the basis of the comprehensive testing undertaken, acid-based Epoxy Asphalt mixtures were
found to have greatly improved performance compared to conventional mixtures. In particularcompared to conventional asphalts, cured epoxy asphalts are significantly:
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FINDINGS, CONCLUSIONS AND RECOMMENDATIONS –153•

Stiffer (higher modulus) at service temperatures, with greater load spreading ability.

•

More resistant to rutting.

•More resistant to low temperature crack initiation and propagation.

•

More resistant to surface abrasion from tyre action, even after oxidation.

•

More resistant to fatigue cracking (although the benefits are less marked at higher strainlevels).

•Less susceptible to water induced damage.

•

More resistant to oxidative degradation at ambient temperatures.

A limited accelerated pavement testing (APT) trial of epoxy Open Graded Porous Asphalt (OGPA)
resulted in early signs of surface abrasion in the control section but not in the epoxy. Tests on the APT
sections demonstrated that the skid resistance of epoxy asphalt was not significantly different from thatof conventional asphalt.
In short, the tests undertaken confirmed that epoxy asphalt is a premium material that outperforms
conventional binders. Test performance of the epoxy asphalts studied in this phase was consideredgreatly superior when compared with conventional materials on the important indicators central toassessment of the potential for long service life.
10.4.2Conclusions on performance expectations

Performance expectations for the longevity and durability of Epoxy Asphalt surfaces were built up
during the project taking into account the results of the tests undertaken and experience with theirrelationship to longevity in the field. Nearly all the testing indicated that Epoxy Asphalt should provide
a durable long lasting surfacing, even in the most heavily trafficked road situations.
There must be close consideration of the type of epoxy materials to be used and great care in the
choice of aggregates if the best performance is to be achieved. Epoxy asphalt needs close supervisionat the time of production and laying to ensure full mixing is carried out and that time and temperatureare carefully monitored to achieve the best performance outcomes.
If all aspects of the process are correctly handled, Epoxy Asphalt should be able to provide asurfacing material that can be expected to meet the aim for a much extended practically maintenancefree service life, i.e. 30 years or more.
10.4.3Issues for future research and testing

Important issues for consideration in future research include:•

Curing and construction time. Further laboratory studies are needed prior to any
demonstration projects to optimise the curing profile with the desired rate of reaction for the
local conditions (time for curing, distance of transport and laying etc).

•

Curing period. It is important to establish when after the initial blending of the epoxy asphalt
the curing reaction is complete.

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10.4.4Curing temperature. Some epoxy systems have shown the ability to cure rather rapidly at alower temperature than might be expected. The prospects for lower temperature curing – andthe related potential for energy and cost savings during production – need further research.
Construction issues

Epoxy Asphalt is a material with high stiffness that can be applied in thin surface layers.
Production experience to date for the relatively small quantities used has almost exclusively been witha batch plant that gives good control of mixing time – an important part of its subsequent curing andpost-curing properties. However, the test section used in New Zealand was constructed from Epoxy
Asphalt produced in a continuous mix drum plant without problems.
Due to the thermosetting nature of the material, extra care is required in the timing of manufacturing
and construction phases to ensure the product is not over-cured before compaction. The risk of
construction failures and damage to plant is greater than with conventional bitumen. For both these issues,
the perceived risk is likely to diminish in importance as experience with the material grows.
When uncured, certain epoxy materials are strong allergy provoking compounds. These were notused for the Epoxy Asphalts in this project. However, if such materials are used, special equipment andsafety precautions would be required for all involved in handling them while uncured.
10.5 High Performance Cementitious Materials (HPCM)
High-Performance Cementitious Material (HPCM) is an innovative product which was developed
and tested for road surfacing application for first time during the present project. The aim was to assess
the feasibility of its use as an ultra-thin HPCM wearing course.
The HPCM surfacing under consideration consists of a layer of ultra-high performance, fibrereinforced fine mortar, in which hard, polish resistant aggregate particles are embedded, forming a 10mm composite layer. As a new surfacing material with no obvious reference material, considerable work
was undertaken on the development of HPCM mixes with the most suitable properties and evaluationof the HPCM needed to focus principally on the actual test results.
The initial mix-design developed based on early research was improved during the project. It evolved
through a number of stages which included: selection of constituents, mix-design and laboratory
application processes and assessment of behaviour. It was assessed against critical properties such as: skid
resistance; binder function; protection of lower pavement layers; resistance to freeze/thaw and acid attacks;
cracking behaviour; and bond between the cementitious mortar and the bituminous substrate.
Overall, the thickness of the fibre-reinforced mortar layer needed to be minimised for cost reasons. At
the same time, it needed to be thick enough to allow for good penetration of the chippings in the fresh
mortar.
The improved mix design took into account the results of the extensive materials testingundertaken by national laboratories. A thin cementitious surface layer is likely to develop discrete
cracks unless the layer is restrained by the underlying pavement structure. However, regardless of therestraint provided by the bond to the underlying structure, micro cracks will inevitably develop tocompensate for natural shrinkage and temperature strains. To ensure that crack openings remain microlevel, some reinforcement is needed and – given the thinness of the mortar layer – the research indicatedthat it required steel fibres added to the mix to fully meet this need.
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FINDINGS, CONCLUSIONS AND RECOMMENDATIONS –10.5.1155

Main findings in Phase II testing

The test programme was undertaken primarily at laboratory scale and focussed on the main
performance issues:•

General physical properties of HPCM particularly in regard to bond to substrate and capability
to establish a lasting bonding of chippings to the matrix.

•

Ductility and fatigue properties.

•

Durability under environmental impact.

•

Surface properties, noise and skid resistance.

Testing of the HPCM matrix for compressive strength, tensile strength and modulus of elasticity
indicated the material can be characterised as High Strength/High Modulus. The results indicate HPCM
wearing courses will have good bonding properties as well as durability confirming these objectives
have been achieved.
Testing at medium scale demonstrated that a durable bond between the asphalt substrate and
HPCM can be established provided the asphalt surface prior to paving of HPCM has been carefullycleansed and where required scarified. It is also critical for this asphalt to be in the high-range regarding
E-modulus and temperature resistance. While a loss of chippings in the order of 10% could be expected,
primarily in the very early stages of the pavement service life, the bonding between matrix andchippings appeared to be of a sufficiently high quality to indicate that the majority of the chippings will
stay in place for the full service life of the pavement.
10.5.2Conclusions on performance expectations

Testing has shown that HPCM has great strength and integrity. It is clear that certain requirements
need to be met – including a strong and even lower layer and careful embedding of chippings – to ensure
maximum performance.
By comparison with Epoxy Asphalt, HPCM needs more development, including operational laying
techniques, before being ready for commercial applications as a long life surfacing.
However, the tests undertaken in Phase II at the same time the HPCM mix-design was being
developed indicate there is a high probability that the current uncertainties about HPCM applications
will be overcome.
From the testing and performance in the tests, it is considered that, if the HPCM layer performs
well for the first 1-2 years, then it is unlikely to fail in the following years. It is the expectation that thissurface, based on further trials, can be developed into a final product characterised by high safety,
comfort, durability and limited noise emission.
10.5.3Issues for future research and testing

A number of issues were identified for future research and testing, including:•Effect of water dosage on HPCM properties. The water dosage has a significant impact onmortar engineering properties, such as: ease of mixing (at industrial scale) and workability;
chippings loss; and bond with the asphalt.

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156 – FINDINGS, CONCLUSIONS AND RECOMMENDATIONS•

Industrial application technology. The adaptation of existing equipment or the practicaldevelopment of new pavement laying equipment needs to be given a high priority to support
the proposed Phase III field testing.

•Two-dimension cracking tendency. The test pad chosen for testing two-dimension cracking
tendency needs to be fully representative of a real pavement and laid on a sufficiently stiff
asphalt material.

10.5.4

Construction issues

Production of HPCM is seen as a manageable process using existing know-how and equipment.
However, some modification of existing equipment or development of new equipment will be required
for laying the HPCM mortar and inserting the chippings. Construction factors that are important include
the availability of constituent materials, the mixing process and the workability of the freshly mixedmaterial. The application of the chippings should ideally take place immediately after placing the thinmortar layer, i.e. with the same machine or with a chip spreader. A light rolling or tamping action isrequired to ensure the desired embedment of the chippings and a flat, even running surface.
10.6 Summary Conclusions from the Project
The project reflects the concerns of road owners for the slow and limited innovation during many
years in road pavement technology as compared with other significant material technologies.
On the basis of the extensive work undertaken, it is concluded that both materials, Epoxy Asphalt
and High Performance Cementitious Material with steel fibre reinforcement, are likely – at high levelsof probability – to be able to provide long life solutions to the demand for surface pavements which canbe placed on new pavements or existing pavements if these have a long remaining life.
The project has therefore succeeded in demonstrating the scope for significant advances available
in materials which are not normally considered in the traditional thinking of pavement development.
There is of course a cost to this, which must be considered, and which is summarised in the next
section and the associated table.
10.6.1

Indicative Costs for EA, HPCM and conventional wearing courses

This section provides a comparison between the indicative cost estimates for EA and HPCM
surfacing. It also compares these indicative estimates with current surfacing costs using conventional(reference) surfacing materials.
It must be kept in mind that the actual costs for both types of surfacing are, of course, likely tovary depending on the amount used, and a range of other factors including the experience of thecontractor and supplier involved and the location and country/region concerned.
Epoxy Asphalt costs and risks
The indicative costs set out in the Table below were estimated based principally on the price of
natural aggregate materials and of epoxy asphalt materials, and a typical price for mixing, transport andpaving, assuming use of current production technology. Because experience is very limited, only a few
countries were able to provide cost estimates.
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FINDINGS, CONCLUSIONS AND RECOMMENDATIONS –157

The skid resistance of an epoxy asphalt surface will lessen in time and may need a restoration
treatment within the structural life of the surface layer. Such a treatment was considered in the economic
analysis carried out in Phase I but has not been included within the initial works costs that are includedin Table 10.1.
HPCM costs and risks
As there are yet no commercial applications, there is currently greater uncertainty about HPCM
surfacing materials and costs than about EA surfacing costs, which will remain until larger quantities
are produced and laid.
The indicative costs of HPCM wearing courses are assessed by extrapolation of material, mixing
and transport costs for current cementitious pavements and on estimated paving costs, which will behigher – although how much higher will depend on any new or modified paving equipment that has tobe developed.
Conventional (reference) surfacing
Cost estimates were provided by several countries and assume typical 30mm thin surfaces or SMA
type wearing courses as used in each country. Responses indicated that current costs for conventionalsurfacing which had risen significantly – particularly in Western Europe – could now be taken as around€ 20 per square metre. The actual range was from € 13-25, depending on location.
Comparison of indicative costs
Table 10.3 shows indicative costs for Epoxy Asphalt, HPCM and conventional (reference) asphalt
30mm ‘thin surfacing’ which has been used as a typical standard base material. The figures in the table
are thought to be realistic assessments of indicative costs, as may be appropriate in Western Europe.
Table 10.1. Comparison of indicative costs between materials
Typical surfacing costs in €/m2 for Western Europe
Description

Epoxy Asphalt
30mm wearing course

HPCM 10mm
wearing course

Conventional
30mm asphalt solution

Expected Lifespan~30 years~30 years

7-15 years

Milling 50-100mm
Binder course (50mm)
Tack/bond coat
Wearing course
Total costs

0.75-1.25
6-10
0.25
18-33.5
25-4510.75-1.25
8-12

0.75-1.6
6-12
0.1
6-12
13-252

18-22
27-35

Notes: 1. Cost of restoration (once) of skid resistance during the service life not included.
2. Costs of minor repairs during 15 years of service not included.

The estimates in Table 10.1 suggest that the cost of an advanced surfacing could be between 2 and3 times the cost of a conventional resurfacing treatment. The indicative cost premiums for the Epoxy
and HPCM wearing courses, by comparison with conventional (reference) surfacing costs, are probably
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158 – FINDINGS, CONCLUSIONS AND RECOMMENDATIONS
less than assumed for Phase I of the study. In part, this is due to having a better understanding of thecosts and production processes involved, but is also due in part to the significant increase in the cost ofasphalt surfacing, particularly in Western Europe, in recent years.
The whole life costing exercise completed in Phase I showed that the use of advanced surfacing on
high-traffic roads would result in net benefits when the discount rate used in the analysis is below about
6 % p.a. and when the advanced surfacing does not cost more than about three times as much as
conventional materials. The benefits were estimated on a whole life cost analysis over a period of at least
30 years and take user delay costs during maintenance into account. The indicative cost estimates set
out in Table 10.1 would appear to be broadly consistent with this envelope of costs.
In these circumstances, it is clearly for each country to consider, using their own analysis with theirown national data to decide on a case-by-case basis, when advanced surfacing could be appropriate andwhether the long term benefits including reduced maintenance costs and associated user cost savings
outweigh the increased initial costs. However, the indications are that there are reasonable prospects that
this will be the case.
Having now demonstrated the real potential for using alternative materials, it is expected thatindustry and road owners together can move towards the implementation of these innovations. It is also
obvious that both materials now need to be tested under traffic in limited trials after using realistic
production and laying methods. This is discussed in the final section.
10.7 Recommendations for Phase III Trials
The research in Phase II has provided comprehensive results from laboratory testing and trials invarious accelerated pavement testing machines.
The expectations for the durability and long-life capabilities of the materials are based on
extrapolations of observations made during the testing reported here, but nobody can give fullguarantees for the behaviour of materials in the extrapolated time domain. Therefore, if the potential
economic benefits of these advanced technology pavements types are to be realised, then the innovation
process must be taken to the next phase, in which the materials are tested in larger scales under real
traffic on roads or off roads.
The project has therefore progressed to the point where such limited field trials are the logical next
phase. It is also obvious that – as always with such larger-scale trials of new materials and techniques –there are risks. Still, it is assumed that some road authorities, perhaps in partnership with industry, will
be prepared to take this step.
While such steps could be taken individually, jointly planned and coordinated trials anddemonstrations offer shortcuts to a broader based and earlier establishment of better practices for all.
Such a coordinated trials programme would aim to demonstrate that the performance assumed
from the laboratory tests and the accelerated testing will hold within the period of the trial under real
traffic and environmental conditions – and that a large number of collateral aims and the materialspecific aims described below will also be achieved.
10.7.1

Overall aims of the trials

The overall aim of a coordinated programme of field trials of the Epoxy Asphalt and HPCM
surfacings – which offer real prospects for use on long life pavements – is as follows:
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FINDINGS, CONCLUSIONS AND RECOMMENDATIONS –•159

To demonstrate that the performance envisaged on the basis of the laboratory tests and theaccelerated testing will hold within the period of the trial under real traffic and environmental
conditions.

Collateral aims include to:•Develop construction methods (in particular substrate preparation requirements) that arecompatible with the properties of the materials and the quantum and quality specifications of
the resulting pavement.

•

Improve the basis for realistic estimation of construction costs using these materials.

•

Study variations in performance under varying conditions of traffic, the effects of limited
variations in aggregate properties which can affect long-term friction properties and the noiseproperties of the test pavements under real traffic.

•

Increase the comfort level for contractors by providing opportunities for them to gain
experience with these advanced paving materials.

The last of these is especially important. As contractors move up the learning curve, it can be
expected that construction practices will adapt as necessary and the paving costs of advanced surfacings
will ultimately drop as experience and volumes increase.
10.7.2

Specific targets for Epoxy Asphalt Phase III trials

The Epoxy Asphalt material is ready for large scale demonstrations on the roads, and thechallenges of producing and laying this material are considered as moderate. The major practical issue
is linked to the health effects of the uncured epoxy asphalt binder, which has resulted in serious
restrictions to use in some countries. Any reservations by the health authorities should therefore beprompted and cleared at this stage.
There are a number of EA-specific trial aims, including: testing of locally available materials;
determining the performance of EA materials having different chemical formulations – and the impactof aggregate type on long life surface characteristics; testing of various EA layer thicknesses; andtesting in various climatic regions.
10.7.3Specific targets for HPCM trials

There are a number of HPCM-specific trial aims, including: use of locally available materials as
opposed to material from one supplier; development of techniques for laying the mortar and insertingthe chippings; and testing of several asphalt base courses and several mixtures with water-cement ratio
ranging from 0.20 to 0.30 to achieve the best balance between mixing/handling/placing and theperformance of the hardened material.

10.7.4

Proposed Phase III Field Trials: Summary of Recommendations

Field trials are recommended to: allow the new surfacing materials to be tested on the ground inreal traffic and environmental conditions; promote improved production and laying techniques and thedevelopment of new equipment where needed; and to focus on quality control.
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160 – FINDINGS, CONCLUSIONS AND RECOMMENDATIONS
It is recommended that:•

Interested road authorities be invited to register with the JTRC Secretariat their interest in
joining the proposed trials as soon as possible after the publication of this report and before ayear has passed.

•

When a minimum of three trial offers have been received with any of the materials, a
preparatory meeting be called by the host organisation. Such preparatory meetings must
appoint a project coordinator and agree on the fundamental plans and principles for the
management of the trials.

•

Participants may begin trials whenever it suits their plans after the preparatory meeting, but
not later than May 2009. The trials must last a minimum of 2 years and must be terminated nolater than May 2011.

•

Participants must be prepared to deliver their final report within 3 months after their trials
have been completed and no later than in July 2011. The two consolidated reports, one foreach type of material, are drafted by the coordinators for the two series of trials and final
meetings are held to edit and agree the final versions of the reports.

It is further recommended that:•

The JTRC assumes the role of the host organisation and responsibility for calling the meetingsof the participants in this Field Trial phase.

•

The responsibility for the funding and management of the field trials as well as recording anddisseminating of the results of the trials rests with the sponsoring organisations, theparticipants and the project coordinators.

NOTE

1. Note: The typical costs of roadworks referenced in the findings of the Phase I report are specified in
US dollars and take into account exchange rates applicable at the time the Phase I report was being
prepared.

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APPENDIX A(RELATED TO CHAPTER 4)

A1. Laboratory and field performance histories of United States and New Zealand referencematerials
A1.1

Reference Material used by Turner Fairbank Highway Research Centre (TFHRC)

During the summer and fall of 2002, the Federal Highway Administration (FHWA) in partnershipwith 16 State Highway Agencies (SHA) and over 30 Industry groups constructed 12 full-scale test
sections of pavements with various modified asphalt binders at FHWA’s Pavement Test Facility in
McLean, Virginia. The 12 test sections were loaded using FHWA’s two Accelerated Loading Facility(ALF) machines to evaluate permanent deformation (rutting) and fatigue cracking response. The ALF
performance results are linked to a comprehensive laboratory binder rheological, physiochemical, andmixture characterization study.
The layout of the lanes as well as a listing of the materials evaluated are noted in figure A1.1. A
job-mix formula was submitted by the paving contractor for a Superpave mixture with the unmodified
PG 70-22 asphalt binder and the primary 12.5-mm NMAS gradation. The optimum asphalt binder
content was 5.3% by total mass of the mixture, based on a 4.0% design air-void content at 75 gyratory
revolutions. Although mixture designs with the other binders suggested slightly higher binder contents,
the targets for all except the CR-AZ mixture were also set at 5.3%.
Figure A1.1. Layout of the 12 as-built pavement lanes (not to scale)Notes: PG 70-22 = Unmodified Asphalt Binder Control (Intermediate Grade Temperature TIS = 26.1°C); CR-AZ =Crumb Rubber Asphalt Binder, Arizona DOT Wet Process; CR-TB = Crumb Rubber Asphalt Binder, Terminal Blend(TIS =17.9°C); Terpolymer = Ethylene Terpolymer Modified Asphalt Binder (TIS = 14.3°C); SBS LG = StyreneButadiene-Styrene Modified Asphalt Binder with Linear Grafting (TIS = 18.1°C); SBS 64-40 = Styrene-ButadieneStyrene Modified Asphalt Binder Graded PG 64-40 (TIS =8.6°C); Air-Blown = Air-Blown Asphalt Binder (TIS =22.6°C); Fiber = Unmodified PG 70-22 Asphalt Binder with 0.2% Polyester Fiber by Mass of the Aggregate.
Source: Turner-Fairbank Highway Research Center (United States)
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162 – APPENDIX A
A1.2

Reference OGPA mix used in New Zealand WorkA standard aggregate grading conforming to the Transit New Zealand P11 OGPA specification
was used for both the epoxy and control mixtures (see Table A1.1). The bitumen content was 4.7%.
Compaction of 100 mm diameter cylindrical specimens was by gyratory compactor, giving air voids of
20.4 ±1.2% (95% confidence limits) for all the specimens used in the study. This type of mix, usually
manufactured with 80-100 or 60-70 penetration grade bitumen has a typical service life in New Zealandof 10-11 years and usually fails due to embrittlement and surface fretting resulting from oxidation of
the binder.
Table A1.1 Grading of aggregate used in epoxy and control mixtures
Sieve size (mm)Passing (%)

13.2
100

9.5
98

6.7
66

4.75
36

2.36
25

0.60
13

0.075
6.3

Note: Binder content: 4.7%.

A2. Manufacturers’ recompmendations for acid-cured epoxy asphalts
Chemco Systems Manufacturers’ Recommendations
Chemco Systems1 (US) provides the following recommendations for acid-cured epoxy asphalts:
Can local asphalts be used as the asphalt in Epoxy Asphalt?
Epoxy Asphalt is formulated using a blend of materials from a particular domestic oil field. Theasphalt derived from this crude has unique properties that make it compatible with the epoxy resins andcuring agents that make up the total binder and balance the working life, cure time, strength andflexibility of the system. Other asphalts do not provide all these properties and most are not compatible
with the epoxy resin and curing agents.
What are requirements of the time and temperature when mixing epoxy asphalt concrete?
The epoxy resin component is maintained at 80-85°C prior to mixing. The asphalt/curing agent
component is maintained at 150-155°C prior to mixing. The aggregate temperature is controlled to beabout 113-124°C. The mixed batch as it leaves the pug-mill (asphalt plant mixing chamber) is controlled
to be between 110 and 121° C.
What are the optimum aggregate properties for Epoxy Asphalt?
Since the aggregates make up about 94% of the paving mix it is essential to use the best
available aggregate to obtain a durable pavement with good flexural life. Aggregate should be
hard, tough, resistant to wear and polishing and have 100% crushed faces. Elongated particles
with an aspect ratio of greater than 1 to 3 should be no more than 5 % of all aggregate particles
by weight.
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APPENDIX A –163

A typical gradation for a paving course 25 mm thick is:
Sieve Size
inches

mm

3/4
1/2
3/8
No. 4
No. 30No. 200

19.0
12.5
9.5
4.75
.0006
.000075

Percent Passing
100
95-100
80-95
58-75
20-35
7-14

A3. Methods for evaluating curing charateristics
Various approaches for assessing the curing characteristics of epoxy asphalt binders are given in
Table A3.1.
Table A3.1 Approaches used to assess the curing characteristics of the epoxy asphalt binders
Laboratory
FranceUSA

Approach

Property Measured

Differential Scanning
Calorimetry
Penetration Test
Dynamic Shear Rheometer
Pull-off Test

Enthalpy of reaction (extent of polymerization)
Pen Number
Rheology of epoxy asphalt beams
Cohesive strength of epoxy asphalt film

Of the four approaches, the empirical Penetration Test is the most expedient way to evaluate the onsetof curing. Results for two different epoxy systems using the Penetration Test are shown in Figure A.3.1.
Figure A3.1. Evaluation of Curing Characteristics Using the Penetration Test
Penetration [Vertical axis] vs Curing Time (hours) [horizontal axis]
4.00
3.50
3.00
2.50
2.00
1.50
1.00
0.50
0.00
0

50

100
150
Pontalco M
Viagrip + 5 % 50/70 bitumen
Viagrip + 15 % 50/70 pure bitumen
Viagrip

Source: Nelly Vulcano-Greullet, LRPC Autun.
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164 – APPENDIX A
The Viagrip binder was found to have a very short setting time – in the order of minutes. This uses
an amine curing agent and reacts considerably faster than the Pontalco M epoxy which uses an acidbased curing agent.
Such short curing times are not practical for application in conventional hot mix plants or evenworkability of the loose hot mix.
The other approaches are more fundamental and provide insight as to the cured or nearly cured
state. Differential Scanning Calorimetry (DSC) was used to monitor heat evolution associated with thepolymerization of the epoxy.
The setting time was estimated as the time to attain 30% polymerization. Dynamic Shear
Rheometer (DSR) was used to evaluate cast beams of cured epoxy asphalt. These results are discussed
in section 4.3.2.
The Pull-off Tester was used to measure the cohesive strengths of epoxy asphalt films as means toprovide insight as to curing history of asphalt-epoxy system. The results were similar to those reported
by Scott Wilson.
Overall, cohesive strengths were found to be significantly greater than those of conventional andpolymer modified binders.
A4. Binder rheological properties at different aging conditions
The changes that occur to three rheological parameters – the complex modulus |G*|, the phaseangle δ, and the Superpave parameter |G*|/sinδ at various aging conditions (see section 4.3.3) are shownin Figures A4.1, A4.2 and A4.3 respectively.
Figure A4.1 Master Plot of the Complex Modulus (|G*|) vs. the Reduced Frequency Curves
at Reference Temperature of 28°C for Epoxy Asphalt Ultraviolet (UV)
Aged for Different Intervals
1.00E+09
Epoxy Asphalt unaged
Epoxy 24Hr
Epoxy 1 week
Epoxy 2 weeks
Epoxy 4 weeks
Epoxy 8 weeks
Epoxy 12 weeks
Epoxy 16 weeks|G*|, Pa

1.00E+08

1.00E+07

1.00E+06

1.00E+05
1E-07

1E-05

0.001

0.1

10

1 000

100 000

Reduced Frequency (radians/s)
Source: Materials and Construction Team, Turner-Fairbank Highway Research Center (United States).
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APPENDIX A –165

Figure A4.2. Master Plot of the Phase Angle (δ) vs. the Reduced Frequency Curves
at a Reference Temperature of 28°C for Epoxy Asphalt UV Aged for Different Intervals
100
Ep o x y 2 4 H r

Ep o x y 1 w e e k

Ep o x y 2 w e e ks

Ep o x y 4 w e e k s

Ep o x y 8 w e e ks

Ep o x y 1 2 w e e k s

Ep o x y 1 6 w e e k s, degrees

Ep o x y A s p h a lt u n a g e d

10
0 .1

1

10

100

R e d u c e d F r e q u e n c y ( r a d ia n s /s )Source: Materials and Construction Team, Turner-Fairbank Highway Research Center (United States).

Figure A4.3. Master Plot of the Superpave Parameter |G*|/sinδ vs. the Reduced Frequency
Curves at Reference Temperature of 28°C for Epoxy Asphalt UV Aged for Different Times|G*|/sinℵ, Pa

1.00E+09

Epoxy Asphalt unaged
Epoxy 24Hr
Epoxy 1 week
Epoxy 2 weeks
Epoxy 4 weeks
Epoxy 8 weeks
Epoxy 12 weeks
Epoxy 16 weeks

1.00E+08

1.00E+07

1.00E+06

1.00E+05
1E-07

1E-05

0.001

0.1

10

1000

100000

Reduced Frequency (radians/s)

Source: Materials and Construction Team, Turner-Fairbank Highway Research Center (United States).
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166 – APPENDIX A
Three times over this aging interval, a recognizable major change in the properties takes place. The
first change occurs after a week of aging, which is most likely the period when the epoxy has gone
through the final stages of curing, consistent with observed curing times at 85°C (see section 4.4.2).
Following two weeks of aging, the epoxy does not appear to show any difference from the 1-weekof aging; the next radical change occurs after four weeks of UV conditioning. The epoxy shows virtuallyno or very little change from that time onwards even after 16 weeks of UV conditioning – which equates
to over 30 years exposure in Florida, USA.
A5. Mixture properties
A5.1

Mixture Properties: Deformation Resistance

The Simple Performance Test (SPT) protocol for Flow Number test [6]. was carried out at 64oC
on epoxy and various reference asphalt mixtures. This test applies repeated haversine loads with rest
periods. This test is intrinsically designed to characterize the viscoplastic properties of the mixture
intended for a rutting performance evaluation. The results, accumulated permanent strain as a functionof loading cycle, are shown in Figure A5.1.
The reference mixtures experience much higher permanent deformations than the epoxy asphalt
mixtures. The figure also demonstrates the significant differences between the unmodified mixtures(PG 70-22) and the modified mixtures (CR-TB and SBS LG), [23] as well as between the modified
mixtures and those with epoxy asphalt.

Figure A5.1. Accumulated Permanent Strains vs. Load Cycles for Reference and Epoxy Asphalt
Mixtures from the Simple Performance Test Flow Number

Source: Materials and Construction Team, Turner-Fairbank Highway Research Center (United States).

A second type of SPT test protocol for Dynamic Modulus (E*) was completed on the reference
and epoxy asphalt mixtures. Here testing was conducted over a range of temperatures/frequencies.
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APPENDIX A –167

As can be seen in the master curves in Figure A5.2, epoxy asphalt is significantly stiffer at all
temperatures and frequencies. The implications of this again reflect that negligible rutting would be
expected with this material. However, one must take caution when using these properties in any existingmechanistic empirical models such as those in the NCHRP 1-37A methodology [7].

Figure A5.2. Comparison of Dynamic Modulus (|E*|) for Epoxy Asphalt and Reference Mixtures

Source: Materials and Construction Team, Turner-Fairbank Highway Research Center (United States).

While the dynamic modulus follows the time temperature superposition concept, anotherfundamental viscoleastic property – the phase angle – does not, as shown in Fig A5.3. This indicates adegree of cross-linking in the polymer matrix of the epoxy. The implications of this have few
ramifications toward secondary distress or rutting prediction, but any advanced viscoelastic material
characterization and prediction across multiple temperatures will rely upon the inherent viscoelastic
relaxation modulus.
Kim et al. [8] through a large series of experiments on fatigue damage of mastics and assorted
binders, found the slope of the viscoelastic modulus master curve to be strongly associated (R2=0.82),
with a material property related to the viscoelastic crack speed and energy release rate.
Hence the maximum slope of the dynamic modulus master curve (in log-log space) indirectly
indicates that epoxy asphalt mixtures may be less susceptible to damage and fracture development thanconventional, unmodified or modified, asphalt concrete mixtures.
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168 – APPENDIX A
Figure A5.3. Dynamic Modulus (|E*|) Phase Angle of Epoxy Asphalt Mixture

Source: Materials and Construction Team, Turner-Fairbank Highway Research Center (United States)

A5.2

Mixture Properties: Moisture Damage

Two moisture damage torture tests were used to evaluate the susceptibility of the epoxy asphalt
HMA. Rutting induced by the Hamburg Wheel Tracking Device run at 64°C for 40,000 passes was lessthan 2 mm; these conditions were 6°C higher and 20 000 passes longer than for typical tests [9,10].
Rutting induced by the second test, the Pine Wheel Tester at 60°C for 40 000 passes was less than
1 mm. Essentially negligible amounts of rutting and moisture damage were observed.
It can be inferred that stripping and rutting distresses are of little concern with epoxy asphalt concrete
mixture, although further confirmation is required with additional aggregate types and gradations.
A5.3

Mixture Properties : Fatigue

A5.3.1

Principle of French fatigue test

The reason for conducting fatigue tests on mixes is to compare the computed bending tensile
strains at the base of the layers of mix with the maximum strain values tolerated by a specimen of mix
in the course of a laboratory fatigue test. In France, laboratory characterization is performed by meansof a two-point bending test conducted on a trapezoidal specimen of bituminous mix to the top of whicha continuous sinusoidal displacement is applied. The specimen is fixed at the bottom on a piece of steel
by epoxy resin as shown in Figure A5.4. Failure is deemed to have occurred when the reaction force atthe top of the specimen has been halved.
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APPENDIX A –169

Figure A5.4. The principle of the sinusoidal displacement test

Displacement

Number of cycles

Source: Laboratoire Central des Ponts et Chaussées.

The laboratory fatigue test provides a means of determining the strain ε 6 that leads to fatigue
failure in a specimen under certain test conditions (frequency and temperature) after 1 million loadings.
The result of this test provides the basis for the design of bituminous pavements in France and it istherefore of prime importance for a fatigue test to be indicative of real performance within a pavement.
The Fatigue test on trapezoidal specimen was performed on BBSG made with the conventional andepoxy asphalt binders. The results presented in Table A5.1 are shown in terms of ε 6 and life duration
at different imposed displacements.

Table A5.1. Comparison of fatigue life between conventional and epoxy asphalt mixtures
Sampleε6Life duration (average value)

Displacement level (μm)
BBSG 0/10 – Epoxy-bitumen
BBSG 0/10 – 10/20 pen

150

170

203

250

–
1 031 400

–
457
500

11 436 000
250
200

2 856 000
–

267
147

The life duration obtained for the BBSG mix made with epoxy-bitumen indicate that the epoxy
asphalt is superior to the conventional bitumen mix. While the epoxy asphalt exhibited an extremely
larger fatigue life duration than the conventional mixture it does not necessarily correlate to an
extremely larger fatigue life in the field and suggests a more relevant lab test or tests may be needed toconfirm enhanced fatigue performance. The next section addresses several such tests.
A5.3.2

Fatigue up to Fracture Initiation

Direct axial, reversed tension-compression, cyclic loading can be used to evaluate an asphalt
mixture’s susceptibly to fatigue damage – see Figure A5.5. These tests were performed at 19oC on
150mm tall by 71mm diameter cylindrical specimens with specially designed grips and deformation
characterization very similar in spirit to that advanced by other researchers [11].
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170 – APPENDIX A
As part of initial stages of fatigue characterization under the FHWA ALF research program,these tests were preformed on the epoxy asphalt and also the terminal blended crumb rubber mixture(CR-TB) from the ALF for comparison as well. This particular test applies a prescribed strain fromplaten to platen controlled by the actuator. Three external LVDTs are glued 120 degrees apart on theouter edge of the sample with the gauge length over the centre of the specimens height. The gauge
length was the diameter of the sample, 75 mm.
The purpose of the external LVDTs is to measure strain in a more appropriate ‘on-specimen’ mannersuch that the strain over the centre portion of the sample is not influenced by edge effects from the restrainedends glued at the platens. Both the CR-TB and Epoxy asphalt mixture were controlled at a platen-to-platenstrain level of about 1300 microstrains to target an on-specimen strain of 1 000 microstrains, corresponding
to the mean transverse and longitudinal tensile strain level observed at the bottom of the Asphalt Concrete
layer under the ALF. The CR-TB mixture achieved an on-specimen strain level of about 1 000 microstrains
and fracture was induced in the specimen at about 6 200 loading cycles whereas the epoxy asphalt
specimens achieved a strain level of only 250 microstrains. The fatigue hysteresis loops of the stress-strain
for both the CR-TB and the epoxy asphalt mixtures are shown in Figure A5.6.
Figure A5.5. Push-Pull Axial Fatigue Set-up

Source: Materials and Construction Team, Turner-Fairbank Highway Research Center (United States).

The CR-TB experiences some fatigue deterioration at 6 200 loading cycles as noted by the changes
in the hysteresis loop as the test progresses. On the other hand, the hysteresis loop of the epoxy mixture
at 100 000 loading cycles is identical to that at the beginning of the fatigue test, which indicates from
Figure A5.7 that the epoxy mixture is not showing any fatigue deterioration. Negligible reduction in stress
was observed at 100 000 loading cycles. This indicates a significant strain is tolerated by the epoxy asphalt.
However, it is difficult to make estimations of fatigue properties of the epoxy asphalt mixture whencomparing it to the laboratory result of the CR-TB or its fatigue cracking performance under the ALF.
Figure A5.8 shows a plot of the cumulative crack length versus the number of ALF wheel
passes for various reference mixtures [23]. Qualitatively, it can be said that the epoxy asphalt
mixture should have fatigue performance better in magnitude than the polymer modified mixtures
given that no damage can be ascertained in the mixture under 100 000 cycles of 250-microstrain
loading; conditions under which non-epoxy asphalt mixtures normally sustain damage, i.e. any
reduction in modulus. Much more intensive fatigue characterization continues with further
laboratory experiments.
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APPENDIX A –171

Figure A5.6. Fatigue Hysteresis Loops of Epoxy Asphalt and Terminally Blended Crumb Rubber
mixtures (Same Aggregate and Volumetric Properties)

Source: Materials and Construction Team, Turner-Fairbank Highway Research Center (United States).

Figure A5.7. Comparison of Push Pull Fatigue Results for Epoxy Asphalt
and Crumb Rubber Modified Asphalts

Source: Materials and Construction Team, Turner-Fairbank Highway Research Center (United States).
LONG LIFE SURFACES FOR BUSY ROADS – ISBN 978-92-821-0158-2 - © OECD/ITF, 2008172 – APPENDIX A
Figure A5.8. Cumulative Crack Length vs. Number of Accelerated Loading Facility (ALF) Passes
L3S3 (Air Blown)
L2S3 (Control)
L5S3 (CR-TB)
L6S3 (Terpolymer)
L4S3 (SBS LG)
L7S3 (Fibers)
L1S2 (CR-AZ)

Cumulative Crack Length (m)

120
100
80
60
40
20
0
0

50 000100 000

150 000

200 000

250 000

300 000

350 000

Number of ALF Passes

Source: Materials and Construction Team, Turner-Fairbank Highway Research Center (United States).

Indirect tensile (IDT) strength and resilient modulus tests were completed on the ALF
reference mixtures used in the ALF trial (cores directly taken from the ALF lanes) and the epoxy
asphalt mixture at 19oC. Fracture energy ratios [13] are the objective for this analysis. The fractureenergy of the epoxy asphalt mixture essentially sustains until the point of fracture initiation. The
total energy is calculated from the total area under the stress-strain curve. The fracture energy is lessthan the total energy and is calculated from the area enclosed by the stress strain curve rising up to
the point of fracture initiation then returning to zero stress along a line at the slope of the resilient
modulus of the mixture.
While strength values in the range of 550 to 1 350 kPa were achieved with the ALF polymer
modified reference mixtures, the tensile strength of the epoxy asphalt mixture oxidised by heating
reached the capacity of the test machine (a load of 5 000 lb) reaching a stress of 1 885 kPa without
failure.
The maximum tensile strain reached in the epoxy asphalt mixture before reaching the machineload capacity was on the order of 865 microstrains whereas the reference mixtures reached fracture
between 1 250 and 2 000 microstrains. This is consistent with tension-compression axial fatigue tests
indicating that the epoxy asphalt can sustain larger stresses and strains before fracture localization
appears in the mixture. This lends itself to, qualitatively, significantly better fatigue life and fracture
properties than conventional modified and unmodified asphalt mixtures.
A5.4

Mixture Properties : Low Temperature Cracking Tests
Three different laboratory characterization tests were performed on the epoxy asphalt mixture.

•

TSRST.

•

Compact Tension Tests.

•

Semicircular Bending Tests.
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APPENDIX A –173

Thermal Stress Restrained Specimen Tests (TSRST) were performed on the epoxy asphalt mixture
following AASHTO TP 10-93 [14] as a means to understand the material’s performance under extreme
cooling events where low temperature thermal cracking becomes an issue. A cooling rate of 15°C/hr
was used. The TSRST finding for epoxy asphalt mixtures shows a lower fracture temperature of -26°C.
This is considerably lower than that expected from the Superpave binder criteria from m and S values
which, based on m and S values, grade the unaged cured epoxy asphalt as PG X-10 (see section 4.3.2).
The disc-shaped compact tension test takes cues from established metal fracture test procedure andwas pioneered in its application to asphalt by the work of Wagoner, Buttlar [15], and Paulino andWagoner et al. [16]. An overview of the test specimen geometry is shown in Figure A5.9.
Figure A5.9. Disc Shaped Compact Tension Sample and Test Configuration

Source: Bill Buttlar, University of Illinois.

Fracture occurs as a pre-cut notch in the specimen is pulled apart. Load and crack mouth opening
displacement are measured. The fracture energy is calculated as the area under the load-crack mouth
opening displacement curve divided by the area of the fracture surface.
The tests were performed over a range of temperatures; typical test results showing the effects ofloads on crack mouth displacement openings are shown in Figure A5.10.
Figure A5.10. Typical Disc Shaped Compact Tension Test Data

Source: Bill Buttlar, University of Illinois.
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174 – APPENDIX A
The tests are summarized in Table A5.2. As can be seen the fracture energy decreases withdecreasing temperature. The magnitudes of the epoxy asphalt fracture energy at -18°C are comparedto those from a field section studied by Wagoner et al. [16]. Mixtures with PG 64-22, PG 58-28, and
PG 58-34 binder used in the different sections indicated fracture energies at -20°C of about 220 J/m2
to 190 J/m2 (PG 64-22 mixtures), about 305 J/m2 (PG 58-22), and about 305 J/m2 to 350 J/m2
(PG 58-34).
The epoxy asphalt mixture at -18oC exhibited fracture energies on the order of 610 J/m2, which issignificantly larger than conventional mixtures indicating an indeed better resistance to low temperaturethermal cracking. A proprietary, high-binder content, high-elasticity interlayer was used in the study andexhibited fracture energy of 1 400 J/m2 at -20°C, but at -10°C the mixture did not truly fracture as asingle crack did not propagate but smaller distributed cracking or blunting occurred ahead of the notch.
Similar behavior was observed for the epoxy asphalt at relatively warmer temperatures. The tests are
summarized in Table A5.2.

Table A5.2. Test Results from Compact Tension Tests on Epoxy Asphalt Mixtures(Courtesy Bill Buttlar, UIUC)
Test
Temperature(°C)

Fracture
Energy(J/m2)+19+10

Did not fracture, no data collected4354.3
5.08
Crack mouth opening displacement gage reachedmaximum value stopped test early, one test.
931.4
7.24
One sample hit load limit, had to restart test,
did not include in this summary.
610.9
7.74
Two good tests.

-6
-18

Peak
Load
(kN)

Notes

When the epoxy asphalt truly fractured the bond between the aggregate and the epoxy asphalt
binder is very strong as indicated by the visual observation of the fracture face showing aggregate
fracturing with little epoxy asphalt binder debonding from the bare face of stones.
The straight fracture of the epoxy asphalt indicated only Mode I or opening type of fracture
occurred, which is important for performance prediction models.
Semicircular bending tests on asphalt concrete have recently been studied [17] to evaluate asphalt
concrete’s resistance to fracture at temperatures below -20°C. A schematic of the test is shown in Figure
A5.11 where the specimen can be created from Superpave gyratory compactor specimens or field cores,much like the disc shaped compact tension specimen. A semicircular specimen is fabricated with a pre-cut
notch.
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APPENDIX A –175

Figure A5.11. Schematic of Semicircular Bending Test

Source: Mihai Marasteanu, University of Minnesota.

The specimen is loaded vertically in a direction parallel to the crack propagation. This is in contrast
to the disc shaped compact tension test where the specimen is loaded perpendicular to the crack.
Based on the specimen size and geometry and the peak load, the critical stress intensity factor(fracture toughness) can be calculated.
From the load versus load line displacement the PG 64-28 asphalt concrete for temperatures of–30°C. SCB testing was also completed at -18°C.
Test results are summarized in Table A5.3.

Table A5.3. Summary of SCB Test Data (Courtesy Mihai Marasteanu, UMN)
Temperature (°C)
-18
-18
-30
-30

MixtureFracture Energy (N/m)[COV %]

Fracture Toughness, KIC(MPa =m) [COV %]Epoxy Asphalt
PG64-22
Epoxy Asphalt
PG64-22690 [19%]506 [22%]447 [14%]274 [6 %]2.3 [10%]0.92 [7%]2.4 [4%]
1.0 [3%]For the two mixtures compared, the fracture toughness tends to offer a more discriminative
material property and less variation than the fracture energy, shown in Figure A5.12 which is also seengraphically amongst the three examples.
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176 – APPENDIX A

Load (kN)

Figure A5.12. Semicircular Bending Test Results at -30°C

9
8
7
6
5
4
3
2
1
0
-0.05

Epoxy1-2-1-30
Epoxy2-2-1-30
Epoxy3-20-1-30
64-28
64-28
64-28

0

0.05

0.1
0.15
LLD (mm)

0.2

0.25

0.3

Source: Mihai Marasteanu, University of Minnesota.

These tests qualitatively support the findings of the other tests that epoxy asphalt mixture is much
more resistant to low temperature thermal cracking than conventional asphalt concrete mixtures.

NOTES
1. See Chemco Systems web site for further details: http://www.chemcosystems.com/epoxy_faqs.html

LONG LIFE SURFACES FOR BUSY ROADS – ISBN 978-92-821-0158-2 - © OECD/ITF, 2008

APPENDIX B –177

APPENDIX B(RELATES TO CHAPTER 7)
General long term needs in pavement research

Pavement construction of thin surface layers
The knowledge of quality and quantity characteristics of the process of dynamic loading of thepavement is crucial for dimensioning, operational use and current estimation of the condition of a roadpavement.
The above mentioned issues define the need for research on the physical phenomena occurring in
the pavement under the influence of impacts and vehicles moving along it.
Mechanical waves propagating inside the pavement cause variable stress and strain conditions
generating mini fatigue effects of the materials in particular pavement layers.
The results of dynamic actions depend not only on stiffness moduli and expansion coefficients ofpavement materials, but also to a significant extent on such parameters as:

•
•
•
•
•

Velocity of propagation of waves in layers.
Poisson’s ratio.
Wave impedance.
Inter-layer connections.
Friction coefficient between a wheel and the pavement.

The influence of the above mentioned factors on the pavement needs to be understood and requires
future research.
The factors which have a qualitative and quantitative influence depend on the design method of thestructure of the layered pavement, characteristics of used materials, technology of their production andalso on appropriate construction of the pavement.
Elaboration of new methods to design diagnostics and new construction technologies and theirimplementation require extensive research in the field of modeling, description and methods to solve
the thermo-mechanical subjects in the layered pavements.
Continuing research is required on new materials for pavement construction, directed towards
practical evaluation of not only the basic parameters (e.g. elastic moduli) but also of other material
characteristics having important effects, such as Poisson’s ratio, velocity of waves inside the pavement(mass density) etc.
Such research will allow the development and construction of pavements with optimal features
adjusted to real traffic loads, water-soil conditions and ambient conditions.
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APPENDIX C –179

APPENDIX CLABORATORY TEST REPORTS PUBLISHED ON THE JOINT TRANSPORTRESEARCH CENTRE WEBSITE

GeneralIn the course of the research and testing, Epoxy Asphalt and HPCM Group members wereencouraged to prepare Laboratory Test Reports as a basis for sharing the results of their research withother Group members and staff in each participating national laboratory.
The Long Life Pavements Editorial Group agreed that these Laboratory Test Reports should be
published but decided that they could not be published in this Report – for reasons of space, cost andthe desirable length of the report.
Instead, it was agreed that they should be published on the Joint Transport Research Centre’s
website.
Final versions and titles of all the Laboratory Test Reports were not available at the time theEnglish version of this Report was finalised and sent for translation.
Epoxy Asphalt Laboratory Test Reports
A complete listing of the Epoxy Asphalt Laboratory Test Reports is available on the Joint Transport
Research Centre’s website, at the following address:www.internationaltransportforum.org/infrastructure/index.htlm
Copies of all these Laboratory Test Reports will be posted to the JTRC’s public web site, so they
are available for consultation and downloading after this Report is published.
HPCM Laboratory Test Reports
A complete listing of the HPCM Laboratory Test Reports is available on the Joint Transport
Research Centre’s website, at the following address:www.internationaltransportforum.org/infrastructure/index.htlm
Copies of all these Laboratory Test Reports will be posted to the JTRC’s public web site, so they
are available for consultation and downloading after this Report is published
Participating Organisations
Working Group members and National Laboratories in each country that coordinated and/or
participated in the laboratory testing are listed in Annex B and Annex C to this Report.

LONG LIFE SURFACES FOR BUSY ROADS – ISBN 978-92-821-0158-2 - © OECD/ITF, 2008

ANNEX A –181

ANNEX A

LIST OF ABBREVIATIONS
AADT
ALF
APT
BASt
BBTM
BBR
BBSG
CAPTIF
CTE
DART
DBM
DerzhdorNDI
DRI
DSR
DTT
FHWA
FPRT
HMA
HPCM
HRA
LCPC
LVDT
MSA
OGPA
PCC
PG
PTF
PVA
RAP
SBS
SHRP
SMA
SRT

Annual Average Daily Traffic
Accelerated Loading Facility
Accelerated Performance Test
Bundesanstalt für Strassenwesen (German road research institute)
Very Thin Bituminous Pavement Material
Bending Beam Rheometer
Semi Coarse Bituminous Pavement Material
Canterbury Accelerated Pavement Testing Indoor Facility(New Zealand)
Coefficient of Thermal Expansion
Danish Asphalt Rut Tester
Dense Bitumen Macadam
Ukraine State Road Scientific Research Institute
Danish Road Institute
Dynamic Shear Rheometer
Direct Tension Test
Federal Highway Administration (US)French Pavement Rutting Tester
Hot Mixed Asphalt
High Performance Cementitious Material
Hot Rolled Asphalt
Laboratoire Central des Ponts et Chaussées (French Road Research Institute)
Linear Variable Differential Tranducers
Million Standard Axles
Open Grade Porous Asphalt
Portland Cement Concrete
Performance Graded
Pavement Test Facility (ALF machine at TRL)
PolyVinyl Alcohol
Recovered Asphalt Pavement
Styrene Butadiene Styrene (an asphalt modifier)Strategic Highway Research Programme
Stone Mastic Asphalt
Skid Resistance Tester (also known as the “pendulum”)

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182 – ANNEX A
SWPE
T2R
TFHRC
TRL
UHPC
UV

Scott Wilson Pavement Engineering (English company)
LCPC device used to evaluate shear stress resistance in asphalt mixes
Turner Fairbank Highway Research Centre (US road research institute)Transport Research Laboratory (UK transport research institute)
Ultra High Performance Concrete
Ultra Violet

LONG LIFE SURFACES FOR BUSY ROADS – ISBN 978-92-821-0158-2 - © OECD/ITF, 2008

ANNEX B –183

ANNEX BJOINT OECD/ITF TRANSPORT RESEARCH CENTRE PROJECT ECONOMIC
EVALUATION OF LONG-LIFE PAVEMENTS: PHASE II
Working Group Members
A number of countries participated actively in the Phase II project with a high level of involvementof their Working Group members and active involvement of their national testing laboratories viz:
Australia, Denmark, France, Germany, New Zealand, Ukraine, United Kingdom, United States.
The following is a listing the most active group of countries and Working Group members:
Country

Working Group Members

Australia

Mr. George VOROBIEFF
NSW Roads and Traffic Authority (RTA)
Mr. Jørgen CHRISTENSEN
Chair of the Working Group and the Editorial Group
Danish Road Institute (DRI)
Mr. Anders HENRICHSEN
Danish Concrete Company (Dansk Beton Teknik)
Mr. Erik NIELSEN
Danish Road Institute (DRI)
Finn THOEGERSEN
Danish Road Institute (DRI)
Dr. François DE LARRARDTECHNICAL COORDINATOR, HPCM GROUP
Laboratoire Central des Ponts et Chaussées (LCPC)
Ms. Nelly VULCANO-GREULLETLaboratoire Régional des Ponts et Chaussées (LRPC Autun)
Mr. Ferhat HAMMOUM
Laboratoire Central des Ponts et Chaussées (LCPC)
Mr. Stefan LUDWIG
Federal Highway Research Institute (BASt)
Miss Nina SLIWA
Federal Highway Research Institute (BASt)
Greg ARNOLDTransit New ZealandPhil HERRINGTON
Consultant to Transit New ZealandOpus Central Laboratories
Dr. Miroslav GRACZYKRoad and Bridge Research Institute (IBDiM)

Denmark

FranceGermany

New Zealand

PolandLONG LIFE SURFACES FOR BUSY ROADS – ISBN 978-92-821-0158-2 - © OECD/ITF, 2008

184 – ANNEX B
UkraineUnited Kingdom

United States

OECD/ITF Secretariat

Ms. Tatiana HIMERIKState Road Scientific Research Institute (DerzhdorNDI)
Ms Kateryna KRAYUSHKINAState Road Scientific Research Institute (DerzhdorNDI)
Valery VYROZHEMSKYState Road Scientific Research Institute (DerzhdorNDI)
Mr. John CHANDLER
Transport Research Laboratory (TRL) Ltd
Mr. Richard ELLIOTT
Scott Wilson Pavement Engineering
Mr. Wyn LLOYD
UK Highways Agency
Dr. Jack YOUTCHEFF
Technical Coordinator, EA Group
Turner Fairbank Highway Research Center
Federal Highway Administration
Mr. John O. WHITE
Joint OECD/ITF Transport Research Centre
Mr. Ceallach LEVINSOECD Consultant, Londonderry

Editorial Group Members
The following were members of the Editorial Group that finalised the draft Report:
Country

Editorial Group Members

Denmark

Mr. Jørgen CHRISTENSEN
Chair of the Working Group and the Editorial Group
Danish Road Institute (DRI)
Mr. Anders HENRICHSEN
Danish Concrete Company (Dansk Beton Teknik)
Dr. François DE LARRARDTECHNICAL COORDINATOR, HPCM GROUP
Laboratoire Central des Ponts et Chaussées (LCPC)
Mr. Wyn LLOYD
UK Highways Agency
Dr. Jack YOUTCHEFF
Technical Coordinator, EA Group
Turner Fairbank Highway Research Center,
Federal Highway Administration
Mr. John O. WHITE
Joint OECD/ITF Transport Research Centre

FranceUnited Kingdom
United States

OECD/ITF Secretariat

LONG LIFE SURFACES FOR BUSY ROADS – ISBN 978-92-821-0158-2 - © OECD/ITF, 2008

ANNEX B –185

External Reviewers
The following two experts accepted a request from the Editorial Group to act as External Reviewersof the draft Final Report.
CanadaFinland

Mr. Michael F. OLIVER
Ministry of Transportation
Mr. Heikki JÄMSÄ
Finnish Asphalt Association

Other Working Group Members
Working group members nominated by a number of countries who participated less actively or bycorrespondence and/or whose laboratories were not involved in laboratory testing, were:Austria

Australia

Belgium
FranceGreeceItaly
Japan
New Zealand
PolandPortugal
Russian Federation
SwedenSwitzerland

Professor Johann LITZKA
Technische Universität Wien
Institut für Strassenbau und Strassenerhaltung
Mr. David MANGANSouthern Australian Asphalt Pavement Association
Mr. Kieran SHARPARRB Transport Research Ltd
Ms. Anne BEELDENS
Belgian Road Research Centre
Mr. Jean-Michel PIAU
LCPCMr. Thierry SEDRANLCPCDr. Andreas LOIZOSNational Technical University of Athens (NTUA)
Mr. Mario ARATA
ANAS S.p.A.
Mr. Masahide ITO
Public Works Research Institute
Mr. David ALABASTER
Transit New ZealandProfessor Dariusz SYBILSKI
Road and Bridge Research Institute, Warszawa
Mrs. Helena Maria LIMA
Instituto de Estradas de Portugal (IEP)
Mr. Nikolay BISTROVState Moscow Automobile and Highway Technical University (MADI)
Dr. Marianne GRAUERS
National Road and Transport Research Institute (VTI)Mr. Safwat SAID
National Road and Transport Research Institute (VTI)
Mr. Markus CAPREZ
Swiss Federal Institute of Technology (ETH)

LONG LIFE SURFACES FOR BUSY ROADS – ISBN 978-92-821-0158-2 - © OECD/ITF, 2008

OECD PUBLICATIONS, 2, rue André-Pascal, 75775 PARIS CEDEX 16
PRINTED IN FRANCE(77 2008 02 1 P) ISBN 978-92-82-10158-2 – No. 56146 2008

This report presents the results ofcollaborative research to evaluate
the technical and economic potentialof the most promising long-life
surfaces and assist governments inweighing up the risks and advantagesof introducing them on busy roads.

www.internationaltransportforum.org

www.oecd.org/publishing(77 2008 02 1 P)
ISBN 978-92-821-0158-2-:HSTCSC=VUVZ]W:2008

C E N T r e
R E S E AR C H

These surfaces use new materials
that cost more than conventional
asphalt and require special handling.

Long-life Surfaces for Busy Roads

Long-life surfaces could substantiallycut the costs of road works, including
the delays they cause, especially oncongested routes with heavy traffic.

T r a n s p o r tLong-life Surfaces
for Busy Roads

Long-Life
Surfacesfor Busy
Roads