j o u r n a l o f t r a f fi c a n d t r a n s p o r t a t i o n e n g i n e e r i n g ( e n g l i s h e d i t i o n ) 2 0 1 9 ; 6 ( 4 ) : 3 5 9 e3 6 5

Available online at www.sciencedirect.com

ScienceDirect

journal homepage: www.keaipublishing.com/jtte

Original Research Paper

Emulsion cold mix asphalt in the UK: A decade of site

and laboratory experience

Dennis Day a,*, Ian Michael Lancaster a, Dougie McKay b

a
Nynas UK AB, Ellesmere Port CH651AJ, UK
b
Tayside Contracts, Dundee DD38SS, UK

highlights

Cold mix asphalt successfully laid on the UK trunk road network.

Laboratory testing used to validate the design.

Continued specification development in place for widespread cold mix adoption.

article info abstract

Article history: Cold mix asphalt manufactured using bitumen emulsion, by its very nature, has struggled
Received 17 November 2018 to gain market penetration in the UK due to lack of design guidance and specifications and
Received in revised form the need to comply with prevailing hot mix asphalt specification requirements. Despite
3 March 2019 this, a number of contractors have successfully utilized emulsion cold mix asphalt mate-
Accepted 23 March 2019 rials containing recycled asphalt planings on various categories of road. Whilst the ma-
Available online 1 June 2019 jority of schemes in the UK have been on lower category traffic roads, in this paper we
discuss the use of one material which has been used on a strategic highway (trunk road) in
Keywords: 2008 which saved 43 t of CO2 during construction and is still performing well in situ to this
Cold mix day. Site construction details along with an analysis of traffic loading are presented. Lab-
Bitumen emulsion oratory simulations of in-situ curing of material supplied to site demonstrated an indirect
Specifications tensile stiffness modulus at 10  C of 5 GPa was achieved within 6 months. Binder recovered
Carbon savings from site cores was found to be in line with comparable hot mix materials, whilst wheel
tracking of site cores demonstrated excellent deformation resistance which has been borne
out by site performance over the last decade. The continued development of standards
enabling engineers to design and specify cold mix asphalt in the UK is also reviewed.
© 2019 Periodical Offices of Chang'an University. Publishing services by Elsevier B.V. on
behalf of Owner. This is an open access article under the CC BY-NC-ND license (http://
creativecommons.org/licenses/by-nc-nd/4.0/).

* Corresponding author. Tel.: þ44 151 327 3171.

E-mail addresses: dennis.day@nynas.com (D. Day), mike.lancaster@nynas.com (I.M. Lancaster), dougie.mckay@tayside-contracts.co.
uk (D. McKay).
Peer review under responsibility of Periodical Offices of Chang'an University.
https://doi.org/10.1016/j.jtte.2019.05.002
2095-7564/© 2019 Periodical Offices of Chang'an University. Publishing services by Elsevier B.V. on behalf of Owner. This is an open
access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
360 J. Traffic Transp. Eng. (Engl. Ed.) 2019; 6 (4): 359e365
1. Introduction
The majority of asphalt produced worldwide is manufactured
at elevated temperatures, typically mixed in excess of 140  C,
and is commonly known as hot mix asphalt (HMA). Whilst the
production and laying procedures for HMA are well-estab-
lished, it is clear that HMA is a highly energy intensive pro-
cess. Alternative technologies have been developed over
recent decades with the aim of reducing the mixing temper-
atures for asphalt as shown schematically in Fig. 1.
Warm mix asphalt (WMA) technologies include viscosity
reducing additives and chemical additives which lead to 20  C
e 40  C reductions in temperature. Asphalt produced below
100  C, but still at elevated temperatures, is often referred to as
semi-warm or half-warm mix asphalt and includes foaming
technologies.
However, to minimize the energy required during asphalt
production cold mix asphalt (CMA) may be manufactured at
ambient temperatures using bitumen emulsion instead of hot
bitumen. Le Bouteiller (2010) reported that emulsion based
cold mixed asphalt consumed only 13% of the energy
required to produce equivalent hot mixed asphalt at 160  C.
1.1. Worldwide adoption of cold mix asphalt
Despite its significant energy savings the quantity of CMA
produced remains relatively small compared to the total
worldwide asphalt production. This is partly due to the
different behavior of CMA and HMA as CMA is tender imme-
diately after laying and requires a curing period to achieve full
stiffness. However, the lack of standardization for CMA has
also delayed its progress, although there are some notable
examples of its wider adoption.
In 1950's France a cold reprofiling asphalt was developed
known as Grave emulsion. This class of CMA was formally
standardized by SETRA (1974) and continues to be updated as
TF-P-98-121 (Association Francaise De Normalisation, 2014).
Whilst the majority of grave emulsion applications have
historically taken place in southern France, where the warm
dry climate facilitates curing of the emulsion, the technology
has also gained acceptance in Spain (Bardesi, 1994) and
Ireland (Bullen et al., 1994; Killeen et al., 1993).
In the USA the large haulage distances from hot-mix plants
to job sites combined with a favorable climate has also seen
Fig. 1 e Schematic of nomenclature used to classify asphalt
types by temperature.
CMA adopted more widely. Hveem and Marshall design
methods for both in-situ and plant mixed materials have been
published by the Asphalt Institute in MS-14 (Asphalt Institute,
1989).
However, widespread adoption of CMA in the UK has been
slow to develop despite numerous efforts. The Highway Au-
thorities and Utilities Committee (HAUC) published a docu-
ment “New Roads and Street Works Act” (1991) on the
specification for the reinstatement of openings in highways
which included an appendix A10 which called for the use of
storable cold mixes with in-situ performance equivalent to
hot mix asphalt after installation. The national joint utilities
group were responsible for the certification of what were
called permanent cold lay surfacing materials (PCSMs). This
certification responsibility was later overseen by the British
Board of Agre ment Specialist Group 8. The Transport
Research Laboratory (TRL) published a report on the use of
cold bituminous materials by Leech (1994). The first
accreditation of PCSMs was achieved in 1996 and
performance studies on one of these materials was reported
by Phillips (1998) along with field studies of Phillips (1997).
The publication of a patent on bituminous coated materials
by Robinson (1996) was followed by the development and
trials of a cold lay asphalt thin surfacing which was reported
by ETSU (1997) and further reported by Day and Robinson
(2002). A guide to the use and specification of cold recycled
materials for the maintenance of road pavements TRL
Project Report 611 (Merrill et al., 2004) provided additional
guidance on the use of cold recycled materials using mainly
foam bitumen which was later introduced as a clause in the
manual of contract documents for highway works volume 1
specifications for highway works series 900 (clause 948)
(Highways Agency, 2018) which included the option to use
emulsions. However the volume of CMA remained low.
In the absence of established design protocols and speci-
fications the University of Dundee, a local authority organi-
zation called Tayside Contracts and Nynas Bitumen developed
a CMA via a Knowledge Transfer Partnership on a project
entitled “adding value to recycling of construction aggregates,
by developing and implementing a cold mix bituminous
recycling technology”. The product was a 20 mm CMA for
structural layers and was called Tayset, described as a greener
shade of black it was estimated adoption could save 17,160 t of
CO2 in Scotland (University of Dundee, 2008). The 3-year
project involved numerous installation trials on both urban
and industrial sites within Tayside Contracts local authority
region including one where the early life stiffness
development was compared to that of AC20 dense bin100/
150 hot mix asphalt using a light weight deflectometer on a
street within the city of Dundee. The site plan is shown in
Fig. 2 and the results demonstrated that the CMA was
comparable in stiffness to the hot mix during the first 24 h
prior to overlaying with surface course.
During the spring of 2008 material was supplied for a new
park and ride construction scheme within another client au-
thority where two of the objectives were to demonstrate speed
of laying and the CMAs ability to resist sideways forces from
buses using a turning circle. The materials ability to be stable
to site traffic enabling the construction of a second layer much
sooner than for hotmix was seen as a major benefit. The
 J. Traffic Transp. Eng. (Engl. Ed.) 2019; 6 (4): 359e365
Fig. 2 e Schematic plan monitoring stiffness development
using a lightweight deflectometer on CMA and hot mix.
installation of the material is shown in Fig. 3 whilst Figs. 4 and
5 show the turning circle during construction and after 3
years.
The culmination of the project included a product launch
of Tayset supported by the MSP and cabinet minister for
finance and sustainable growth in Scotland. Transport Scot-
land gave permission to trial the CMA on the A90 a trunk road
on the Scottish network. Full scale paving trials on the A90
were performed during November 2008 with extensive site
and laboratory testing undertaken as detailed below.
2. Materials and methods
The precise composition of the CMA design remains pro-
prietary information, but in general terms employed approx-
imately 70% screened recycled asphalt (RA) planings with the
remaining 30% made of virgin coarse and fine aggregate to
achieve a target gradation. A C60B5 emulsion, produced by
Nynas UK using a 40/60 penetration grade bitumen, was added
Fig. 3 e Installation of Tayset on a bus park and ride depot.
361
Fig. 4 e Installation of Tayset on the bus turning circle for a
park and ride scheme.
to the RA/aggregate blend and the overall moisture content of
the mixture controlled to be within 3%e6% by mass. The
mixing was performed in advance on a hotmix asphalt plant
at Collace quarry whilst the plant was cold. Tayset has the
added property of being storable for up to 3 weeks which
enabled the contractor to manufacture the CMA in advance of
the contract enabling the production plant to focus on hotmix
during construction without having to suffer time constraints
waiting for the plant to cool to produce CMA.
2.1. A90 site trials
Notwithstanding skepticism from some quarters the devel-
opment work and small scale proving trials enabled Transport
Scotland to give permission to trial the material on the A90,
which was the first known use of CMA on a UK trunk road
where traffic counts of 19,500 vehicles per day were measured
of which 15% were multi-axle HGV vehicles.
The 800 m long section of the A90 to be reconstructed had
previously been designed with 260 mm of HMA base course.
This was replaced with 300 mm of CMA as shown in Fig. 6, laid
in two 150 mm lifts on top of the existing 200 mm granular
sub-base, and surfaced with 100 mm of HMA. The CMA
layers were installed using a Bitelli BB670 wheel driven
Fig. 5 e Bus turning circle 3 years after construction.
362 J. Traffic Transp. Eng. (Engl. Ed.) 2019; 6 (4): 359e365

damp and cold. CMA remains workable so long as it is not

allowed to dry out by evaporation or the moisture is extruded
during compaction, therefore the CMA was able to be manu-
factured in advance of the works whilst the hot mix plant was
cold thereby freeing the plant to manufacture standard hot
mix during the installation.

2.1.1. A90 site trials e site testing

Fig. 6 e A90 trunk road site paved cold mix asphalt prior to
compaction.
paver at a nominal width of 3.5 m and compacted using a 10 t
steel drum Bomag 161 and a pneumatic tyred roller. The first
layer of 150 mm was compacted with the Bomag 161 which
involved passes without vibration followed by vibration until
substantially compacted and finishing off once more
without vibration. The second CMA layer was installed
immediately after completing the first layer and no major
tracking or marking of the first layer was visible from site
vehicles. Compaction of the second layer was identical to
the first but was finished with a pneumatic tyred roller. The
HMA surfacing was overlaid 6 h after completion of the CMA
base course layer.
The site work was undertaken in November 2008 and, as is
typical for Scotland at that time of year, the weather was
During the site construction, the surface modulus of each
layer was determined immediately after completion of
compaction by a light weight deflectometer using an applied
stress of 100 MPa. Typical results are detailed below in Table 1
with a typical deflectometer response pulse during testing of
the CMA shown in Fig. 7.
A90 trunk road site paved cold mix asphalt after compac-
tion is shown in Fig. 8. The surface modulus of each layer of
the construction is consistent with the one below suggesting
that the CMA does not improve on the substrate surface
modulus. However, it is expected that the values for the
CMA will evolve over time as the asphalt stiffness develops
as had been demonstrated during earlier work although this
was not measured as part of this trial.
A total of 1600 t of CMA was laid on the site and a CO2
saving of 43 t calculated using the Asphalt Pavement
Embodied Carbon Toll (asPECT, 2009), which had been jointly
developed by the UK Highways Agency, Mineral Products
Association, Refined Bitumen Association and the UK
Transport Research Laboratory.
2.1.2. A90 site trials e laboratory testing
Plant mixed material was stored in sealed plastic containers
and used to produce specimens for subsequent laboratory

Table 1 e Site light weight deflectometer results.

Chainage Testing location nearside Surface modulus (MPa)
(N/S) or offside (O/S)
Formation layer Sub-base layer Lower base Upper base
(sandy clay soil) (Blend of Type 1 & 1R) layer (CMA) layer (CMA)
280 N/S 97 89 130 121
280 O/S 80 97 108 120
330 N/S 60 84 105 108
330 O/S 66 102 115 110
380 N/S 50 801 95 140
380 O/S 55 851 110 135
430 N/S 78 92 90 165
430 O/S 50 82 90 110
480 N/S 501 801 80 125
480 O/S 55 82 93 135
530 N/S 130 60 108 130
530 O/S 80 96 81 104
580 N/S 78 88 90 115
580 O/S 67 96 87 121
630 N/S 76 92 120 105
630 O/S 70 80 81 145
680 N/S 50 2002 1073 1753
680 O/S 57 801 112 120
730 N/S 97 80 106 125
730 O/S 60 80 80 138
780 N/S 120 85 100 112
780 O/S 106 82 114 125

Note: 1. Re-test; 2. Type 1 replacement; 3. Effect of improved sub-base.

 J. Traffic Transp. Eng. (Engl. Ed.) 2019; 6 (4): 359e365 363

to ensure that stiffness results could be obtained during the

early curing period whilst the asphalt was relatively weak. As
can be seen the initial stiffness build-up was more rapid in the
unsealed specimens due to the higher rate of moisture loss.
However, the moduli of the two sets of specimens began to
stabilize after approximately 100 days, reached 5 GPa within 6
months and finally converged and stabilized to around 6 GPa.
This is consistent with previous studies assessing in-situ CMA
curing rates (Leech, 1994; Santucci, 1977).
Fig. 7 e Typical light weight deflectometer output.

2.2. Riverside avenue site trials

It was not possible to obtain site cores from the A90 trial.
However, in March 2009 a slip road onto the A90 at a nearby
site, Riverside Avenue, Dundee, was also constructed from
which permission to remove cores was obtained. This site
used the developed CMA as a lower layer, overlaid with
150e200 mm total thickness of dense asphaltic concrete and
30/14 Hot Rolled Asphalt surfacing paved in two layers.
150 mm diameter cores were extracted in November 2012,
with an example core shown in Fig. 10.
Each core was trimmed using a diamond tipped slab saw to
remove the hot mix asphalt and produce an even surface top
and bottom of the core. The trimmed core specimens were
maintained at 20  C and periodically their ITSM determined,
also at 20  C as the usual laboratory test temperature in the
Fig. 8 e A90 trunk road site paved cold mix asphalt after UK, as shown in Fig. 11 below.
compaction. Initially the ITSM results were relatively low which 3 years
after paving and with no signs of distress on site was
testing. Specimens were prepared to assess the CMA curing
rate in the laboratory. Each 150 mm diameter specimen used
2800 g of CMA and was compacted at ambient temperature by
gyratory compaction to 120 gyrations.
Pairs of specimens were produced from each container of
stored uncompacted asphalt. From each pair one specimen
was partially wrapped in cling film, leaving the bottom surface
exposed, to simulate the asphalt in situ where the bottom of
the layer would be in contact with the subbase, whilst the
other was left unwrapped. These specimens were then
allowed to cure at 5  C e 10  C. The specimens’ indirect tensile
stiffness modulus (ITSM) was determined at 10  C after 1, 4, 7,
17, 28, 56, 100, 112, 146, 230, 341 and 508 days to assess stiff-
ness development as shown in Fig. 9. This required the
wrapped specimens to be unwrapped during testing but
immediately re-sealed to prevent excessive moisture loss.
Fig. 10 e 150 mm diameter riverside drive site core.
The low temperature for curing and testing was chosen to
simulate the likely conditions of the material on site and also

Fig. 9 e A90 CMA stiffness development of specimens Fig. 11 e Stiffness development of riverside drive site cores
stored at low temperature. at 20  C.
364 J. Traffic Transp. Eng. (Engl. Ed.) 2019; 6 (4): 359e365
unexpected, and may have been a consequence of the coring
or the laboratory specimen trimming processes. However,
over the course of approximately one month the specimens
regained their expected modulus values albeit with a rather
large degree of scatter in the results.
Once stable ITSM values were obtained two of the speci-
mens were selected with moduli close to the average of the
full set. The wheel tracking performance of these cores was
then determined using the small device and procedure B from
the British Standard Institute (BS EN 12697-22) (2003) under
the standard UK test conditions temperature of 60  C and
10,000 cycles with the results shown in Table 2 below.
As can be seen very low levels of rut depth and rate were
obtained from both cores. This indicates a good aggregate
skeleton but may also have been due to excessive hardening
of the binder. To assess this the binder from the core 3A was
recovered and analyzed as shown below in Table 3.
The results are in line with those expected from a blend of
50 dmm bitumen from the emulsion and a harder binder,
typically 10e20 dmm, from the RA, therefore indicating that
the wheel tracking results are a valid site performance indi-
cator and that CMA can provide a high level of deformation
resistance.
3. Cold mix asphalt standards development
in the UK
Cold mix asphalt standards in the UK have mainly covered
their use in reinstatements and for structural layers using
mainly foam bitumen. Numerous trials have been undertaken
to demonstrate the potential of CMA (Day et al., 2010). In 2008
the Carbon Trust funded a project called “Market
Development of Low Carbon Asphalt” to encourage the use
low carbon technologies to reduce CO2 from asphalt
production in the UK. This culminated in a full scale
demonstration trial to confirm the potential for CMA to be
used as a standard material in pavement construction. The
UK government funded site trial in 2011 (The Carbon Trust,
2014) compared and verified the performance of HMA, WMA
and CMA.
Fundamental research into CMA continues to refine the
design procedure (Arimilli et al., 2015; Cheng and Bahia, 2018;
Lee et al., 2016; Nassar et al., 2016; Tabakovic  et al., 2016;
Table 2 e Small device wheel tracking results for cured
Riverside Drive CMA cores.
Core 1B
Rut depth (mm) 0.9
Rut rate (mm/1000 cycles) 0.010
Table 3 e Core 3A riverside drive recovered binder
properties.
Test method
Needle penetration (25  C, 5 s, 100 g)
Softening point
Thanaya et al., 2009) whilst to enable industrial implementa-
tion there has been considerable progress on specification
development, with the experiences from the Tayset site trials
providing a significant contribution. For instance, the UK
Specification for Highways Works now includes clauses 947
and 948 for in-situ and ex-situ cold recycled bound material.
These clauses include the option for bitumen emulsion based
materials and give guidance on mix designs, testing fre-
quencies and expected pavement stiffness modulus values.
European standard EN 13108 part 8 enabling the classifi-
cation of RA was published in 2005, and new EN standards are
currently under development to cover WMA and CMA. As an
interim measure in the UK a guidance document PPR666 was
published in 2013 by Nicholls et al. (2013) as a culmination
from the carbon trust sponsored project mentioned
previously to further encourage the adoption of these
technologies.
4. Conclusions
The A90 site trials of CMA have a theoretical traffic count of
over 10 million equivalent standard (80 kN) axel loads since
construction and show no signs of distress after nearly 10
years service. They have clearly demonstrated that the ma-
terial can be successfully utilized as part of a heavily trafficked
highway pavement design. The long term stiffness develop-
ment was assessed in the laboratory at typical site tempera-
tures (Worldweatheronline, 2018) and found to stabilize at
6 GPa at 10  C. Site CMA cores were also shown to exhibit
excellent deformation resistance by wheel tracking tests at
60  C. The stiffness results obtained from laboratory cores
cured at 10  C demonstrate good correlation to site cores
tested at 20  C.
The success of these and similar site trials along with
continued specification development has laid the foundations
for more widespread adoption of CMA as part standard
pavement design procedures in the UK.
Conflict of interest
The authors do not have any conflict of interest with other
entities or researchers.
Acknowledgments
Core 3B The design work carried out by the University of Dundee as
part of the Knowledge Transfer Partnership is acknowledged.
0.9
0.018
references
Asphalt Institute, 1989. Asphalt Cold Mix Manual MS-14. Asphalt
Result Institute, Lexington.
Association Francaise De Normalisation, 2014. Assises de
29 dmm
chausse es - Grave-e mulsion. NF P98-121. Association
58.2  C
Francaise De Normalisation, Saint-Denis.
 J. Traffic Transp. Eng. (Engl. Ed.) 2019; 6 (4): 359e365 365

asPECT, 2009. Asphalt Pavement Embodied Carbon Tool. Robinson, H., 1996. Butiminous Coated Materials. European
Available at: http://www.sustainabilityofhighways.org.uk/ Patent EP0832161. European Patent, Munich.
(Accessed 17 July 2017). Santucci, L.E., 1977. Thickness design procedure for asphalt
Arimilli, S., Jain, P.K., Nagabhushana, M.N., 2015. Optimization of and emulsified asphalt mixes. In: 4th International
recycled asphalt pavement in cold emulsified mixtures by Conference on Structural Design of Asphalt Pavements,
mechanistic characterization. Journal of Materials in Civil Ann Arbor, 1977.
Engineering 28 (2), 04015132. Services d'Etudes Techniques des Routes et Autoroutes (SETRA),
Bardesi, A., 1994. From stabilization with emulsion to gravel 1974. Directive pour la realisation des assises de chaussee en
emulsion. In: 21st Annual Meeting of the Asphalt Emulsion Grave-Emulsion. Ministere deI 'Equipment. Services d'Etudes
Manufacturers Association, Hollywood, 1994. Techniques des Routes et Autoroutes (SETRA), Bagneux.
British Standard Institute, 2003. Bituminous Mixtures-Test Tabakovic, A., McNally, C., Fallon, E., 2016. Specification
Methods for Hot Mix Asphalt -Part 22: Wheel Tracking. BS development for cold in-situ recycling of asphalt.
EN 12697-22. British Standards Institute, London. Construction and Building Materials 102 (1), 318e328.
Bullen, F., Brennan, M.J., Curtin, B., 1994. The possible use of Thanaya, I.E.A., Zoorob, S.E., Forth, J.P., 2009. A laboratory study
grave-emulsion in Australia. In: 17th Australian Road on cold-mix cold-lay emulsion mixtures. Proceedings of the
Research Board Conference, Gold Coast, 1994. Institution of Civil Engineers Transport 162 (TR1), 47e55.
Cheng, L., Bahia, H., 2018. Development of a volumetric mix The Carbon Trust, 2014. Case Study: Low Temperature Asphalt.
design protocol for dense-graded cold mix asphalt. Journal of Available at: https://www.carbontrust.com/media/506150/
Transportation Engineering Part B: Pavements 144 (4), cts398-low-temperature-asphalt-tarmac-case-study.pdf
04018039. (Accessed 17 July 2017).
Day, D., Robinson, H., 2002. Progress in the development of cold- University of Dundee, 2008. Tayset® - A Greener Shade of Black.
paving in the UK. In: 3rd World Congress on Emulsion, Lyon, 2002. Available at: http://app.dundee.ac.uk/pressreleases/2008/
Day, D., Waddel, I., Robinson, H., et al., 2010. Developing a prjune08/tayset.html (Accessed 17 July 2017).
strategy for sustainable development and carbon Worldweatheronline, 2018. Dundee Weather Averages. Available
management utilizing bitumen emulsions. In: 7th ISSA at: https://www.worldweatheronline.com/football/dundee-
World Congress, Lyon, 2010. weather-averages/gb.aspx (Accessed 29 June 2018).
East Tennessee State University (ETSU), 1997. Alternative
Materials and Techniques for Road Pavement Construction.
ETSU, Johnson City.
Dennis Day is currently UK technical sup-
Highways Agency, 2018. Manual of Contract Documents for
port manager at Nynas UK AB where he has
Highway Works. Volume 1 - Specification for Highway
worked in numerous roles including product
Works Design Manual for Roads and Bridges. Series 900.
development since 1991. He holds a bache-
Highways Agency, London.
lors degree in chemistry and biochemistry
Killeen, J., Flynn, E., Brennan, M.J., 1993. Cold mix macadams
from the University of Wales Cardiff and a
experience in Ireland. In: 5th Eurobitume Conference,
masters degree in chemistry from the Uni-
Stockholm, 1993.
 versity of Salford.
Le Bouteiller, E., 2010. Asphalt emulsions for sustainable
pavements. In: First International Conference on Pavement
Preservation, Newport Beach, 2010.
Lee, K.W., Brayton, T.E., Mueller, M., 2016. Rational mix-design
procedure for cold in-place recycling asphalt mixtures and
performance prediction. Journal of Materials in Civil
Ian Michael Lancaster is senior chemist and
Engineering 28 (6), 0416008.
development laboratory manager at Nynas
Leech, D., 1994. Cold-Mix Bituminous Materials for Use in the
UK AB where he has worked since 2002. He
Structural Layers of Roads. Transport Research Laboratory,
holds a BA in natural sciences (chemistry)
Berkshire.
from the University of Cambridge, and a PhD
Merrill, D., Nunn, M., Carsell, I., 2004. A Guide to the Use and
in engineering from the University of
Specification of Cold Recycled Materials for the Maintenance
Liverpool.
of Road Pavements. Project Report 611. Transport Research
Laboratory, Berkshir.
Nassar, A.I., Thom, N., Parry, T., 2016. Optimizing the mix design
of cold bitumen emulsion mixtures using response surface
methodology. Construction and Building Materials 104,
216e229.
New Roads and Street Works Act, 1991. Specification for the
Dougie McKay is head of Operations with
Reinstatement of Openings in Highways. Appendix A10.
Tayside Contracts where he has worked in
Department for Transport, The Stationery Office, London.
numerous positions since 2003. He has
Nicholls, J.C., Baily, H.K., Ghazireh, N., et al., 2013. Specification
worked in the construction industry for 27
for Low Temperature Asphalt Mixtures. Published Project
years and for the last 14 years delivering
Report PPR666. Transport Research Laboratory, Berkshir.
front line road maintenance services for the
Phillips, P., 1997. Cold mix asphalt comparison between field
constituent councils of Tayside. He studied
results and laboratory simulation. In: The Second European
civil engineering at the University Abertay
Symposium on Performance and Durability of Bituminous
Dundee and is an incorporated engineer
Materials, Leeds, 1997.
with the Institute of Civil Engineers.
Phillips, P., 1998. Evaluation, Prediction and Enhancement of
HAUCphalt-A Cold Mix Asphalt Technology (Master thesis).
University of Ulster, Belfast.