RSTA ADEPT Code of Practice For High Friction Surfacing 2011

RSTA Code of Practice for High Friction Surfacing
CODE OF PRACTICE FOR HIGH FRICTION SURFACING
Hand Applied Systems
June 2011
Machine Applied Systems
Foreword
This first edition of the Code of Practice has been produced by the Road Surface
Treatments Association (RSTA) High Friction Surfacing Committee to embrace industry
best practice and to reference current specification guidance contained within the BBA
HAPAS Scheme.
This document has been peer reviewed by ADEPT Soils, Materials, Design and
Specifications Committee.
The information contained herein is intended to represent industry best practice. No
liability is accepted by RSTA or ADEPT for any damages caused to property or personal
injury resulting from using the guidance contained within this document.
RSTA is the Road Surface Treatments Association www.rsta-uk.org

ADEPT is the Association of Directors of Environment, Economy, Planning and Transport
www.adeptnet.org.UK
June 2011
June 2011
Contents
Page
Introduction
Suitable Sites for HFS
Types of High Friction Surfacing
Specification for High Friction Surfacing
Information to be Provided by the Client
Planning and Coordination
Health, Safety and Environment
Planning the Execution of The Work
Traffic Management
10
Surface Preparation
12
Constituents
14
Detailed Requirements For Each System
16
Performance Criteria
24
Quality Assurance
24
Training
25
Road Surface Treatments Association
26
Appendix A - Checklists
27
Appendix B - Glossary
29
Introduction
This Code of Practice has been written by the Road Surface Treatments Association (HFS
Sector) and ADEPT to assist procurers and installers to obtain a high quality durable
surface treatment.
It represents best practice for the selection and application of High Friction Surfacing
Systems to maximise their performance and durability.
High Friction Surfacing is essential in many locations on the network to keep the road
surface adequately safe for road users.
To obtain the best results it is necessary to give careful consideration to a wide range of
details and to plan and design the work carefully and to use only BBA HAPAS Approved
installers. BBA HAPAS categorises systems as Type-1, 2 and 3 systems, where Type-1
has attained the highest performance level. All comply with Clause 924 of the
Specification for Highways Works, part of the Manual of Contract Documents for Highway
Works.
The type of application in which the materials are applied and the prevailing ambient
conditions at the time of installation are also important to ensure long term durability of the
product.
The purpose of this Code is to identify the important aspects of the process, and to refer to
other documents relating to good applications of high friction surfacing and so give
practical guidance on achieving high quality.
This document is to be reviewed annually jointly by RSTA and ADEPT.
The Road Safety Marking Association (RSMA) endorses this document and encourages
their members to support the use of the guidance contained herein.
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Suitable sites for HFS
Each Local Authority should have its own Skid Resistance Policy that defines the way that
the Investigatory Level is determined for a site.
To the highway engineer, high friction surfacing offers a surface application that provides a
high level of skid resistance and so enhances safety and reduces accidents for high risk
sites. High risk sites are generally defined as those requiring an Investigatory Level (IL)
for friction (measured by SCRIM). These include:
approaches to major junctions
approaches to pedestrian crossings when pedestrians or other vulnerable road users

may misjudge the speed of the traffic, for example near schools or where children
cross, near public houses or where the approach speed is high
sites with gradients steeper than 10% if other hazards are present
bends with a radius of tighter than 500m on single carriageways, if there are risk
factors present or a particular potential for loss of control such as an adverse camber
or the geometry of the band is potentially hazardous for the traffic speed
Guidance on the selection of sites requiring HFS is also provided in ADEPT (CSS)
Guidance - Use of High Friction Surfaces available on the CSS website
http://www.adeptnet.org.uk/research/publications .
The site categories described in general above, together with the traffic levels at which
HFS becomes necessary are detailed in the Design Manual for Roads & Bridges (DMRB):
Volume 7 HD 36/06 available from www.dft.gov.uk/ha/standards/dmrb/.
A useful way of comparing the effectiveness of a High Friction Surfacing is through
correlation between accidents black spots prior to high friction surfacing systems being
applied and the results after the application of the systems.
Between 1991 and 2001 MOLASSES (MOnitoring Local Authority Safety SchemES)
monitored a total of 2,309 Road Safety Schemes in the UK and calculated the Average
Annual Accident Saved per year, by deducting the average number of accidents per year,
after implementing each scheme from the average number of accidents prior
implementation.
High Friction Surfacing achieved an accident reduction rate of 35.1% based on a site
balance of 10% rural and 90% urban roads.
Types of High Friction Surfacing
There are two main categories of HFS Cold Applied and Hot Applied.
Cold Applied
These systems comprise a resin binder which also acts as an adhesive for the aggregate,
typically graded 1-3mm. The aggregate is very hard with a low Aggregate Abrasion Value
(AAV) and with a high Polished Stone Value (PSV) that provides the necessary friction
with the tyre.
Cold applied resins include epoxy, polyurethane and Methyl Methacrylate [MMA].
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Cold applied resins are installed as continuous film of adhesive. They are either:
Blended and sprayed by machine onto which the aggregate is broadcast.
Blended mechanically and then manually applied by squeegee onto which the aggregate
is broadcast.
In both cases, after the resin has cured, excess aggregate is removed by sweeping.
Further details are provided in Section 12 below.
Hot Applied
In hot applied materials the pre mixed resin and aggregate is heated in a truck mounted
boiler at high temperature ensuring the material is mixed and workable. The hot
thermoplastic material is screeded out in strips to cover the whole surface.
Further details are provided in Section 12 below.
Specification for High Friction Surfacing
High Friction Surfacing must comply with Specification for Highway Works (SHW) Clause
924 which requires such systems to be BBA HAPAS certificated. Successful certification
under the BBA HAPAS scheme involves meeting demanding performance criteria which
are given in each systems certificate and meeting stringent Quality Assurance and Quality
Control requirements on an ongoing basis.
The three key paragraphs are repeated as follows:
1 High friction surfacing systems shall have current British Board of Agrment HAPAS
Roads and Bridges Certificates.
2 A high friction surfacing system with a current British Board of Agrment HAPAS Roads
and Bridges Certificate shall only be installed by a Contractor approved by the BBA and
the Certificate Holder as an Approved Installer for that system.
3 The installation and quality control procedures shall be in accordance with the British
Board of Agrment Roads and Bridges Certificate for each system and the current
method statement agreed by the BBA. The results of all quality control checks carried
out on site by the Contractor and quality assurance information compiled in accordance
with the requirements of the Certificate, including results from BBA surveillance visits,
shall be made available to the Overseeing Organisation on request.
Clause 924 is an End Performance Specification. This transfers the responsibility for the
design of the high friction system to the selected installer who is responsible for the
execution of the surface treatment and generally guarantees the treatment for a specified
period of time. Clause 924 provides a limited guarantee of a minimum of 2 years, subject
to the following rider:
This guarantee shall exclude defects arising from damage caused by settlement,
subsidence or failure of the carriageway on which the surfacing has been applied, but shall
cover failure to meet the minimum requirements set out in Table 4 of the BBA HAPAS
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Guidelines Document for the Assessment and Certification of High Friction Surfaces for
Highways.
If the client specifies that the high friction surfacing is installed in full compliance with this
Code of Practice then the installer should be able to provide a 5 year guarantee for the
appropriate class of system.
Please refer to Section13 below that highlights the Performance Criteria that is expected
as part of the 5 year guarantee.
There are three classes of HFS; Type 1, Type 2 and Type 3 depending upon the volume
of commercial vehicles using the lane and the degree of braking and turning the site is
subjected to. Details are contained in the Guidelines Document for the Assessment and
Certification of High Friction Surfacing obtainable from www.bbacerts.co.uk .
Designers have discretion within the site category with guidance being given in the Local
Authority Skid Resistance Policy Document and for Highways Agency IAN 98/07. Refer to
the BBA Guidelines document for the assessment and Certification of High Friction
Surfacing for Highways Table 2 Area of application by type classification.
This guidance and the guarantee of durability that it provides, only applies to systems
manufactured and installed in accordance with Clause 924. The BBA website provides a
full list of approved systems and installers for each product should the client wish to verify
any information.
Further information on the requirement of the BBA HAPAS Scheme is given in the Section
13 Performance Criteria.
Information to be provided by the Client
The contract documents should state

a) The product and its installation shall comply with SHW Clause 924 i.e. be
manufactured and installed by companies with a BBA HAPAS Installers Certificate
for the relevant system
b) The Type of system ( see Para 4)
c) A clear site drawing indicating the area to be treated
d) The length and average width of each section, possibly by means of a schedule
e) The existing surface type on which the system is to be installed and whether it is
new
f) The period over which the HFS may be applied
g) The material specification to be applied (if necessary)
h)
The colour requirement for the site
i)
Specific traffic management required. e.g. access period
j)
Other site specific requirements e.g. noise
k) Treatment of Road Markings (e.g. mask existing / cover / remove and cover / new)
l)
Treatment of Manholes (e.g. masking or covering)
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The documents shall be in sufficient detail for the scope of the works to be clearly
identified and all the necessary Health and Safety issues identified.
Prior to commencement the client must give the chosen installer the opportunity to inspect
all old surfaces included in the program and then it is the installers responsibility to report
details of any repairs needed to make the surface suitable for the application of the system
they intend to install. If the client decides not to carry out those repairs then the installer
may choose to remove that site from the program (See Section 4 above) or both parties
may agree a reduced guarantee to be stated in writing. The exclusion in Clause 924
relating to unforeseen defects still applies.
It may be that where there is a framework contract in place the installer can assist the
client in the preparation of the detailed information to ensure the installed system will meet
client expectations.
Planning and Co-ordination
Careful and detailed planning before work commences is an essential element of

successful High Friction Surfacing. It is in the interests of both installers and clients that
the site/programme of works flows smoothly.
Due to the nature of the majority of the sites there must be close co-ordination between
installers and their clients at every stage, commencing with a pre-works meeting, the
purpose of which is to ensure total understanding of the way that the site works
/programme will proceed.
Working under a road closure offers significant advantages in terms of speed of installation
and safety, and technically by potentially reducing the number of construction joints in the
installation. Road closures need a significant notice period to organize.
The client must be aware that a significant reduction in the size of the indicated
site/programme will increase the installers overhead costs per square metre of work
undertaken. Significant changes can lead to a compensation event and contracts should
make provision for compensating installers under these circumstances.
Health, Safety and Environment
All those involved in preparing and executing high friction surfacing operations have a
legal duty of care for the health and safety of both the operatives carrying out the works,
and those who come into contact with the operation including the public, whilst works are
in progress and during aftercare.
The planning and organising for health, safety and environmental issues commences as
soon as a high friction site / programme is envisaged.
The Construction Design and Management (CDM) Regulations 2007 generally do not
apply to the application of the process on single sites, however on larger schemes and on
larger programmes clients are urged to follow closely the advice in the relevant Approved
Code of Practice as they have the responsibility under the new version of the Regulations
for initiating the framework for safe working practices.
This will enable the CDM Co-ordinator and Principal Contractor to plan and prepare the
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information and documentation necessary to ensure the specific hazards are identified on
the various sites and the level of risk that is envisaged.
This must take into account the nature of the site, the materials to be used, the traffic
management requirements and any special health, safety and environment issues that
have become evident during the pre-tender stage. At tender stage the client must detail
any traffic management requirements such as diversions, no parking notices and any other
requirements which are addition to the scope of Chapter 8 so that these costs can be
accounted for.
On the appointment of the Principal Contractor to carry out the high friction operations, it is
his duty to prepare a detailed Health and Safety Plan for that particular contract or works
from the pre-construction information supplied by the Client, Designers and CDMCoordinator. This must itemise the methods to be employed to overcome the specifically
identified hazards and risk reduction measures that will be in force on this contract. They
must also ensure adequate welfare is provided from the start of the contract.
The noise levels of all plant should be ascertained from manufacturers or suppliers so that
due provisions can be made. If they are not available, the user must take measurements
themselves and, ensure that all operators are provided with the correct hearing protection,
where necessary.
Once the works commence the Principal Contractor has the control of health, safety and
environment matters but liaison with the client, police and the general public on issues of
congestion, diversions or closures must be ongoing throughout the contract.
The Principal Contractor has additional duties under other legislation to look after the
health and safety not only of his own employees but of other persons who work alongside
them and also of the passing public.
Written full specific risk assessments must be prepared which can be used to identify
control measures for both physical and chemical hazards. The measures must form the
Contractors safe systems of work which enhance the safe behaviour of the workforce as
well as protect the general public during the various stages of the works.
This Risk Assessment and the measures contained within it must be communicated to all
involved in the project during the Induction procedure.
Account must also be taken of environmental factors with pollution from fumes, noise and
dust being the main concern during the work phase. Disposal of waste and protection
from spillage and contamination are other considerations when looking at the overall high
friction activity.
Planning the Execution of the Work
On narrow roads, to ensure that a uniform application is applied across the entire site it is
best practice to undertake these works within a road closure. This allows an improved
quality of application and provides safety for the operatives and passing traffic.
Where wider roads are being treated, there are also distinct advantages, in respect of the
speed of application and overall finish of the application, lane or complete road closures
will be necessary until the treatment is ready for trafficking. This should be applied to
cause minimum inconvenience to road users but separate traffic from the high friction
operations.
Poor planning can result in low daily output, increased costs and public criticism. The risk
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assessments undertaken in advance of the works enable supervisory staff to give proper
consideration to the layout of the application process. This is particularly critical on
complex junctions, lane closures and busy urban areas to ensure that maximum output is
achieved with minimal disruption.
In addition to compiling the site information, the High Friction Installer responsible for the
application must decide on the methodology of how the application of the material is
applied to the site in accordance with the relevant method statement.
Many considerations need to be taken in account when planning the operations in relation
to: the area to be surfaced, existing site conditions, traffic flows, application period and
time of year the works are planned to take place.
The overall completed site should have minimal joints and an acceptable finish. The latter
is particularly important if hot applied systems are being applied which may have variations
in thickness and surface texture.
The information detailed in Section 12 for Machine Applied (Cold), Hand Applied (Cold)
and Hand Applied (Hot) provides the relevant details on the relevant application method.
Traffic Management
When undertaking all types of high friction surfacing the needs of both the operatives and
the road users whether on foot or in motor vehicles must be considered at all stages; their
safety is paramount.
All traffic management erected on sites must be in accordance with Chapter 8 and the
design of the traffic management system per site must be completed during the design
stage.
A full site risk assessment must be undertaken during the design and preparation of the
works and this must include what traffic management system is required to be installed.
This risk assessment must identify all areas of application and aftercare measures that are
required within the required application.
Due to the locations of the majority of high friction sites; approaches to roundabouts,
pedestrian crossings and other stress areas, the nature of the traffic management required
would be either road closures, lane closures or multiple phased temporary traffic control.
When designing the required traffic management, clients and installers must take account
of necessary safety zones that need to be achieved and the application process being
specified. This consideration is important especially when applying hand applied systems
due to the nature of the application.
All Traffic Management installations must be undertaken by an accredited Sector Scheme
Contractor for the relevant location of the site. Each Section of Sector Scheme 12 defines
the necessary training for the required site location that a contractor must comply with,
together with the quality assurance procedures.
Sector Scheme 12:
Section A For Installing, Maintaining Traffic Management on Motorways and High
Speed Dual Carriageways for schemes incorporating contraflow operations and/or
temporary roadmarkings.
Section B For Static Temporary Traffic Management on Motorways and High Speed
Dual Carriageways for schemes not incorporating contraflow operations and/or
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temporary roadmarkings.
Section C For Mobile Lane Closure Traffic Management on Motorways and other
Dual Carriageways.
Section D For Installing, Maintaining and Removing Temporary Traffic Management
on Rural and Urban Roads.
The correct selection of traffic management to be adopted is important not only to provide
the safe working environment but also consider that the public should not be unduly
inconvenienced by detours or long delays.
When considering traffic management arrangements, the following factors need to be
taken into account:
(a) Traffic flow data
This will include such factors as high peak-hour flows, high percentage of HGV's etc.
(b) Road layout and junctions
This will identify the type of road under consideration e g whether it is a 7.3 metre
wide single carriageway principal road with no major junctions, or a narrow country
lane.
(c) Type of control
The information from (a) and (b) above will give the input necessary to decide the
general type of traffic control required.
(d) Specification
Both the specification for the work and the job sheet for the site should state any
exceptional requirements for dealing with traffic.
(e) Traffic regulation orders
Legal processes, such as allowing the closure of a road or imposing mandatory speed
limits, need to be arranged by the highway authority well in advance of the works.
(f) Publicity
Road users do not like being delayed and will take alternative routes if they are given
adequate information. As high friction works are normally of a short duration and
dependent upon favourable weather forecasts, it is difficult to predict accurately when
traffic flow at any particular site is likely to be affected.
Emergency services, bus operators and any other organisation likely to be affected by
work at a particular site should be notified in advance.
(g) Traffic control and signing
All high friction sites must be signed in accordance with Chapter 8 and the Traffic
Signs and General Regulations Guidelines. The required traffic management must be
retained in place until all works on are completed for the safety of drivers, pedestrians
and operatives, and traffic passing over newly treated roads. When carriageway
markings are covered by high friction surfacing, they must be replaced as soon as
possible or provide some temporary signs during the period between the covering of
the markings and their permanent replacement. This is particularly important at
junctions with high-speed roads.
Where road junctions are treated, which result in the obliteration of "stop" and "give
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way" markings on the carriageway, the appropriate warning signs should be provided
(sign 7012 - the Traffic Signs Regulations and General Directions 2002).
Not only is it important that signs are placed in accordance with the principles outlined
in Chapter 8 of the Traffic Signs Manual, it is also important that a safe system of work
is operated, to ensure the safety of the operators when placing signs.
(h) Signs
Unless the Highways Agency has given approval in writing to the use of a sign not
included in the Traffic Sign Regulations and General Directions and subsequent
amendments, only signs approved by Statutory Instrument should be used. Where
such signs are used, they should be provided in addition to rather than instead of
approved signs. Section 12 provides further details on the aftercare with regard to
each system and the erection of approved temporary signs.
Should a member of the travelling public make a claim against the contractor and/or
the highway authority, the use of the correct signs located in the correct positions is
likely to be taken into account by the courts
10
Surface Preparation
Prior to any high friction surfacing application being planned a detailed joint inspection
should be undertaken between the Client and Installer to identify any imperfections within
the road surface.
From a High Friction Surfacing viewpoint, cracks are particularly undesirable as the HFS
will crack in sympathy and the thermal and traffic stresses will increase crack width letting
in water and may lead to potholing.
Where this defect is present, at least the surface course needs to be replaced in total or
locally, prior to the installation of the HFS. Hot joint treatments that seal the existing joint
are also suitable; flexible inlay systems may provide inadequate support for the HFS.
A rutted surface suggests that the movement is taking place in the surface course or
binder course below. HFS is often applied where traffic is channelised and slowing,
activities that easily rut the surface. In this instance the rutted areas should be replaced
prior to the installation of the HFS. Hot applied systems can repair ruts and some defects
at the time of application depending on the condition of the surface.
On fatted road surfaces it is not advisable to apply any form of High Friction Surfacing
treatment. In these areas it is advised that the existing surfacing is removed by milling
and a new surface course is applied prior to the application of a High Friction surfacing.
Prior to works commencing, it is a condition of the contract review stage within the Quality
Assurance process that the installer informs the customer in writing whether or not the
surface is acceptable for HFS installation, in accordance with this document.
Where the installer believes a good quality HFS installation cannot be achieved in
accordance with this document, so that a guarantee can be provided, the client may agree
to a derogation in writing, thus accepting a lesser life, or carry out remedial measures
prior to works commencing.
If the existing guarantee on the systems is extended to 5 years then ensuring a sound
substrate is critical to the delivery of the guarantee.
If the system is to be applied to a new asphalt surface then a period of time must be
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agreed between the client and installer prior to the new asphalt surfacing being laid and
the high friction surfacing being applied. The different high friction systems that are
available can determine the length of time that is acceptable between applications. This
information is given against the individual systems and it can vary from 0 to 28 days. The
time delay between laying new asphalt and installing the high friction surfacing is
influenced by the porosity of the surface course as this influences the rate of volatile loss
from the asphalt layer. It may be possible to lay some systems onto new asphalt without
delay if recommended by the manufacturer. Table 1 below provides guidance on the
recommended time interval between installing High Friction Surfacing onto freshly laid
asphalt.
Table 1: Time interval between installing HFS systems onto freshly laid Asphalt
System
HRA
Between 7
Machine
and 28
Applied - Cold
days
Between 7
Hand Applied and 28
Cold
days
Hand Applied - Within 24
Hot
hours
Thin
Surfacing
Micro
Surfacing
Surface
Dressing
Between 14 Between 14
and 28 days and 28 days
Between 14
and 28 days
After 6
months
Between 14
and 28 days
Within 24
hours
Between 14
and 28 days
After 14 days
Traffic
After 6
months
After 14
days Traffic
SMA
Between 14
and 28 days
Within 24
hours
The customer and the installer shall agree any appropriate measures necessary to
maintain adequate traffic safety during this time interval.
The cleanliness of the existing road surface is critical to the adhesion of the HFS. The
installer must ensure that the road surface is clean and dry, free from ice, frost, loose
aggregate, embedded topsoil, vegetation, oil, grease, road salt and any other loose
material likely to impair the adhesion of the system to the whole area of the road surface to
be treated.
Preparation shall be carried out by hand work and by machine vacuum sweeping with
drying if necessary. Surface contamination including any salt film, shall be removed by
lancing with hot compressed air. If necessary for the new system, any old HFS shall be
removed by fine cold milling, high pressure water jetting or otherwise. The method must
be agreed with the client, including a demonstration if necessary, as the risk of damage to
the existing surface can be high.
The ambient and road surface temperatures should be measured. The installation of the
systems should not be carried out if the road surface temperature is outside of the range
given in the method statement for the system. Care should be taken with cold applied
systems at the lower temperatures that allowances are made for extended curing times if
the binder does not allow for on-site variation in the cure rate.
On new surfaces the binder in all systems can run down into the voids, this possibly may
leave insufficient material to ensure even adhesion of the Calcined Bauxite aggregate. It
also uses considerably more resin than is necessary for adhesion as it effectively grouts
up the surface. This is undesirable technically and very expensive.
Any mitigation
measures have to be permitted within the BBA HAPAS certificate for the system. New
surfaces that are known to be subsequently treated should be gritted in accordance with
local guidance. (Note there is currently no national guidance on the application of grit onto
freshly laid asphalt).
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11
Constituents
11.1
Binder
The current binders that have been assessed and approved for the application of high
friction surfacing are:
1)
Cold
Epoxy Resin
2)
Cold
Bitumen Extended Epoxy Resin
3)
Cold
Polyurethane
4)
Cold
Methyl Methacrylate
5)
Hot
Rosin Ester (Thermoplastic)
6)
Hot
Hydrocarbon Resin (Thermoplastic)
These approved systems must be applied in accordance with the BBA/HAPAS Approved
Manufacturers guidelines.
11.2
Aggregate
The aggregate to be used in Type 1 applications shall be Calcined Bauxite as this is the
only type of aggregate with a proven track record in high friction surfacing.
Certificated suppliers must ensure that these products meet the RSTA UK Specification
for grading, hardness and cleanliness, in order to provide the performance expected by
the customer. Refer to Table 2 below.
For cold applied systems where the aggregate dressing is applied on site, the installer is
responsible for ensuring that the aggregate used comes with a valid certificate
demonstrating compliance with the requirements.
For hot applied systems the product manufacturer guarantees the complete product.
It is recommended that suppliers of Calcined Bauxite undertake annual testing for
physical properties, mineralogy and chemical properties contained within Table 2.
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Table 2: The Recommended UK Specification for the properties of Calcined Bauxite

Physical Property
Limits
Test Method
PSV 10/6
70+
BS EN 1097-8:2000
Abrasion Value 10/14
BS EN 1097-8:1999, annex A
Relative Density (SSD)
2.8
EN 1097-3
Moisture Content
0.5%
EN 1097-6:2000
Particle Angularity
Blocked shape (not flakes)
Visual Assessment
Grading % passing
EN933-1:1997
4.00 mm
100%
3.35 mm
95%
0.60 mm
0.5%
Mineralogy
Diasporic or Gibbsitic
Corundum
XRD
60-85%
Chemical Composition
EN 932-3
Al2O3
82.0%
Fe2O3
4.5%
SiO2
12.5%
K2O+Na2O
0.5%
TiO2
4.5%
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12
Detailed Requirements for Each System
12.1
General
It is the responsibility of the manufacturer and installer of the system to ensure that the
application of the materials is in accordance with the method statement and BBA
Certificate.
A copy of the method statement shall be available on every site for use by operatives, the
BBA and customers.
A full Risk Assessment of the site must be completed in advance of the works and a copy
of this must be retained on site at all times. The supervisor overseeing the works must
ensure that he has undertaken an induction of the works on site with the operatives prior to
work commencing.
All Health and Safety Data Sheets and the Control of Substances Hazardous to Health
Regulations 2002 (COSHH) risk assessments for the works shall be maintained on site.
The special requirements for each application are given as follows:
12.2
COLD LAY - MACHINE APPLICATION
12.2.1 Pre-works calibrations

In addition to annual calibration by a UKAS test house, prior to any application of high
friction surfacing, the spray machine shall be checked by the installer to ensure the
proportions of each resin component, the volume sprayed and the uniformity of spray
across the spray bar is in accordance with the calibration procedure.
12.2.2 Preparation
To ensure that a quality product is achieved the existing surface preparation is critical to
the success of a good High Friction Surfacing as detailed in Section 10.
The method statement shall include detailed arrangements for site preparation and the
checks carried out to ensure the site is satisfactory. The surface shall be clean and dry.
It is critical on machine applied sites that the existing surface onto which the resin is to be
applied is uniform and free from voids within the surface. An ideal surface for example
would be a 55/10 HRA, 3 or 4 weeks old.
Cold applied systems, machine laid, cannot be laid on existing HFS if there is a
delaminating problem as they do not adhere. In addition, as the existing layer has
thickness an uneven road surface profile will be produced. All the existing HFS must be
removed from the surface.
The minimum air and surface temperature for a successful durable HFS using machine
applied epoxy systems is given in the method statement, typically 10C. This should be
checked prior to work commencing. The binder manufacturers chart should be available
giving the curing time/ temperature relationship so that the traffic management can be
planned.
It is the responsibility of both the Installer and the client to agree areas of rectification
works in advance of any works being undertaken on site.
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12.2.3 Application of Resin

The process detail for machine applied systems is contained within the method statement
and a copy will be available on site at all times.
The mixed resin is sprayed to the prepared surface at a minimum coverage rate, which will
vary according to the texture and porosity of the surface but shall not be less than 1.35
kg/m.
The installer shall inform the client and the spray machine operator of the designated rate
of spread of resin prior to the installation.
Most modern high friction machine applicators are fitted with adjustable spray bars
enabling the width of the spray bar to be varied. This enables the spray bar to be operated
from 0.3m up to its maximum width, normally 3.6m.
The spray bar shall be equipped with automatic ground speed control with the operator
pre-setting the required rate of spread and the controller then electronically controls the
forward speed of the machine.
Alternatively some machines are fitted with equipment that automatically adjusts the output
from the spray bar to compensate for variations in the forward speed of the spray bar.
It is essential that the correct amount of selected resin is applied onto the road surface. It
is also necessary to check that the spray bar is working correctly and the application of the
A and B components mixed within the mixing head of the machine is in the correct
proportions. The installer must ensure that regular checks are carried out on the machine
prior to application to satisfy the installer the materials have been mixed correctly in
accordance with the method statement.
Although a successful calibration test result will show that any particular bar is capable of
operating within the limits specified, checks are made at the start of each day and during
the day as appropriate, for example if there has been a long break in the continuity of the
work, to ensure that the jets are continuing to operate satisfactorily.
Spray bars are fitted with slot jets. The output from any jet is affected by both the
temperature of the binder and the spray bar pressure. The rate of spread of resin on the
road surface is additionally affected by the speed at which the high friction spray tanker
moves, but this should be corrected by the computer control systems.
The operating height of spray bars fitted with slotted jets is important if the correct resin
distribution is to be achieved. The operating height of any particular spray bar should be
indicated on the chart carried in the drivers cab. A typical operating height is about 450
mm.
The height of the bar should be checked regularly and adjustments made if necessary. If
the jets are at the wrong height this may be visible in the sprayed resin film. With slot jets,
it is also important to ensure that the jets are fitted and locked at the right angle. This is
normally achieved when the jets are correctly fitted into the bar but a visual check will
quickly indicate if any particular jet is out of alignment.
Filters are fitted in the pipe work feeding resin from the tanker to the spray bar to prevent
any solid material reaching the spray bar, where it could cause the total or partial blockage
of a jet. It is essential that these filters are checked at the start of each day as well as
during the work, particularly if a drop in pressure is observed during spraying.
June 2011
17

On-site testing of transverse distribution and rate of spread is carried out using carpet tiles.
In this test, absorbent tiles are taped together forming a continuous strip the full width of
the spray bar are laid in the path of the spray bar. For a spray bar operating correctly
across its full width, there should be no difference in the weight of the individual tiles after
spraying with resin. Any difference should fall within an acceptable tolerance.
Once it has been established that a spray bar is operating correctly in a transverse
direction, longitudinal distribution is controlled by the vehicles computer system, however
in case of doubt further carpet tile testing may be required.
To carry out the carpet tile test, absorbent carpet tile or other suitable material, measuring
not less than 200 mm square, is pre-weighed. The weight is then marked on the back of
the tile. Tiles can be placed in position on the road ahead of the tanker as described
above and subsequently sprayed. They are then re-weighed and the rate of spread of
binder is calculated as follows:
Rate of spread of binder = Increase in weight of tiles (g) x Number of tiles required to cover 1.0m
Density of resin (Mg/m) x 1000
To be reliable, this type of carpet tile test must be taken with great care and accuracy. For
this reason, it is recommended that both the carpet tile and a sealable plastic bag are
weighed together before the test and compared with the weight of the tile, bag and
sample, which should be placed in the bag as quickly as possible after the test and sealed.
The carpet tile test is an important method of ensuring that spray bars are working
correctly at the actual time of spraying. It is now also a standard test as described in EN
12271 to which detailed reference should be made.
The rate of spread of resin over any section of road can also be calculated by comparing
the area of the section treated with the amount of resin used as indicated by the computer
read out supplied from the machine. This exercise is completed after the completion of
each site. Within this check, the computer supplied information will also be able to provide
the ratio of A and B materials applied within the mixed ratio.
12.2.4 Application of Calcined Bauxite
Once the resin has been applied to the surface, Calcined Bauxite aggregate is broadcast
over the resin in as even a distribution as possible but to an excess. This application can
be applied mechanically or by hand, depending on the site conditions. If the application is
be mechanical means then the rate of spread of Bauxite is applied excessively to ensure
that the aggregate applicator does not damage the underlying resin. If the Bauxite is
applied by hand, then a broom should be used to squeegee out the aggregate to get an
even distribution.
Once the resin has sufficiently cured, the excess aggregate is removed by a vacuum
sweeper, or by hand depending on site conditions. Rolling of the aggregate is not
permitted.
Due to the cost of the Calcined Bauxite it is recommended that the excessive aggregate
swept up is re-screened and re-used wherever possible.
June 2011
18

12.2.5 Aftercare
On completion and prior to opening to un-restricted traffic the following checks shall be
undertaken by the installer:
i)
A check that the binder film has fully cured and is hard
ii)
A full visual check on the site to ensure that a uniform surface texture has
been achieved
iii)
Any identified surface blemishes and any discernible faults are actioned and
remedied where practicable
iv)
All excessive aggregate has been removed from the surface by sweeping
v)
Advisory Loose Chipping signs with supplementary plates stating 20mph and
Skid Risk to be erected in locations in advance of the site to advise motorists
of the potential hazard over the next 48 hours
vi)
A second sweep of the surface is undertaken within 24/72 hours of the

application including adjacent footways as determined by the installer
vii)
All advisory signs can be removed once this final sweep is completed
viii)
The need for ongoing safety visits to check for further aggregate shedding and
sweeping if necessary must be agreed with the customer
12.2.6 Maintenance & Repair

Should the system be damaged or become de-bonded from the substrate it may be
repaired by cutting the damaged area back to firmly bonded material. This can be
undertaken by fine milling, hydro blasting or other similar forms of removal.
The area is then to be fully prepared using compressed air, masking the perimeter and
reinstating to the original specification. For small areas this may be carried out using hand
applied material. For larger areas machine applied material may be used.
Cold systems machine laid do not adhere to themselves.
NB: Patching HFS introduces joints in the system that can lead to cracking of the layer and
the surface below. This can lead to potholing if the joints are near the wheel path so
repairs in this area are most undesirable.
12.2.7 Durability
The results of the performance tests and evidence from the performance of the system in
use demonstrates that when used in an appropriate location, as defined within this Code
of Practice, the system should have a service life of between 5 and 10 years. If the
systems are exposed to higher traffic levels, the expected life will decrease in relation to
the severity of the site.
The product installer should provide a 5 year guarantee when following all of the
guidelines within this document.
If the system is applied outside of the parameters identified within this document then the 5
year guarantee will not be provided.
June 2011
19
12.3
COLD LAY - HAND APPLICATION

12.3.1. Pre-works calibrations
The installer shall have on site all necessary calibrated measuring equipment for correct
batching of the constituents and relevant certificates.
12.3.2 Preparation
the success of a good high friction surfacing as detailed in Section 10.
checks carried out to ensure the site is satisfactory. The surface shall be clean and dry.
It is critical on hand applied sites that the existing surface onto which the resin is to be
applied is uniform and free from voids within the surface. An ideal surface would be a
55/10 HRA 3 or 4 weeks old.
Some cold laid systems cannot be laid on existing HFS as they do not adhere. In addition,
as the existing layer has thickness an uneven road surface profile will be produced. All
the existing HFS must be removed from the surface. The system installer should advise if
the full removal of the HFS is necessary.
The minimum air and surface temperature for a successful durable HFS is given in the
systems method statement. This must be checked prior to work commencing. It is
imperative that the Installer takes this into consideration when applying systems at the
lower end of the ambient temperature range.
12.3.3 Application of Resin
The two or three constituent components are added together within a correct weight ratio
and then mixed prior to application on the surface.
The materials are mixed together for a period of time in accordance with the
manufacturers recommendations and a homogenous product is produced. This is
normally carried out using a high-torque drill fitted with a helical mixing blade in a large
bucket or similar container. The mixed binder is then immediately poured onto the
prepared road surface and spread evenly with a notched squeegee.
The installers operator shall be informed of the area that one batch will cover and this
should be marked on the highway so that at least the minimum coverage rate required is
achieved. This will vary according to the texture and porosity of the surface but shall not
be less than 1.35kg/m2 .
12.3.4 Application of Calcined Bauxite
Once the resin has been applied to the surface, an excess of Calcined Bauxite aggregate
is broadcast over the resin and is spread out evenly using a broom or squeegee. After the
binder is sufficiently cured, the excess aggregate is removed by vacuum sweeper or by
hand depending on site conditions.
June 2011
20

Rolling of the aggregate is not permitted.
Due to the cost of the Calcined Bauxite it is recommended that the excessive aggregate
swept up is re-screened and re-used wherever possible.
12.3.5 After-care
On completion and prior to opening to un-restricted traffic the following checks must be
i)
A check that the binder film has fully cured and is hard
ii)
A full visual check on the site to ensure that a uniform surface texture has been
achieved
iii)
iv)
All loose and excess aggregate has been swept from the surface
v)
Advisory Loose Chipping signs with supplementary plates stating 20mph and Skid
Risk to be erected in locations in advance of the site to advise motorists of the
potential hazard over the next 48 hours
vi)
A second and final sweep of the surface is to be undertaken within 48/72 hours of
the application
vii)
All advisory signs are to be removed once this final sweep is completed
viii) The need for ongoing safety visits to check for further aggregate shedding and
repaired by cutting the damaged area back to firmly bonded material. This can be
undertaken by fine milling, hydro blasting or other similar forms of removal.
The areas is then to be fully prepared using compressed air, masking the perimeter and
reinstating to the original specification. For small areas this may be carried out using hand
applied material. For larger areas machine applied material may be used.
Some cold applied systems do not adhere to themselves and the system installer should
be consulted.
It is the responsibility of both the Installer and the client to agree areas of rectification
works in advance of any works being undertaken on site.
12.3.7 Durability
The results of the performance tests and evidence from the performance of the system in
use, demonstrates that when used in an appropriate location, as defined within this Code
of Practice, the system should have a service life of between 5 and 10 years. If the
systems are exposed to higher traffic levels, the expected life will decrease in relation to
the severity of the site.
June 2011
21

The system installer should provide a 5 year guarantee when following all of the guidelines
within this document.
year guarantee will not be provided.
12.4 HOT APPLIED - HAND APPLICATION

12.4.1. Pre-works calibrations
The installer shall ensure that the thermometer(s) on the mixing pot are working correctly
and calibrated and relevant certificates are available. It is advised that installers monitor
the temperature of the material by taking periodic readings using either a long handled or
digital probe accurate to 2C to control and maintain the application and safe heating
temperature range.
12.4.2. Surface Preparation
the success of a good high friction surfacing as detailed in Section 10.
checks carried out to ensure the site is satisfactory.
The installer will determine whether to overlay the existing system or remove completely
prior to application of the new HFS.
12.4.3 Material Preparation
The material arrives on site in bags, with the resins, aggregate and fillers already mixed
together. It simply requires to be heated and mixed in a suitable boiler, fitted with a vertical
or horizontally mounted agitator.
The materials are to be prepared in accordance with the method statement which should
be available on site.
The material temperature should be periodically checked during the mixing and application
process by the attached thermometers and by a long handled or digital probe accurate to
2C, to ensure the maximum and minimum application temperatures are maintained and
the safe heating temperature is not exceeded..
12.4.4 Application
The mixed Thermoplastic HFS material is discharged from the boiler into buckets and
transferred by hand to the screed box with a typical width of 300mm to give an equivalent
strip width on the road surface.
The HFS is applied to the prepared surface using a screed box with a suitably designed
trailing edge to give a finished thickness of between 4mm and 6mm by combing the
material transversely across the road surface allowing the encapsulated aggregate to be
evenly distributed, providing a well textured finish, free from lumps and similar blemishes.
Some approved systems fall outside this thickness.
June 2011
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The screed box is passed repeatedly across the road surface with a minimum of 10mm
overlap to ensure 100% coverage. The material shall flow out from the box so that the
binder and aggregate is evenly distributed to provide a well textured finish, free from lumps
or similar surface blemishes.
On a road surface with an average texture depth of 1.5mm, the coverage rate of
Thermoplastic HFS should be between 11kgm and 12.5kgm. The coverage rate may
need to be increased on a more highly-textured surface.
The number of bags used should be reconciled with the surface area treated to confirm the
correct rate of spread.
The Installers method statement will determine how segregation and overheating of the
materials is avoided.
Materials that are overheated have the potential for premature failure.
12.4.5 After-care
On completion and prior to opening to un-restricted traffic the following checks must be
i)
A full visual check on the site to ensure that a uniform surface texture has been
achieved
ii)
iii)
Advisory Loose Chipping signs with supplementary plates stating 20mph and Skid
Risk to be erected in locations determined by the installer
iv)
The need for ongoing safety visits to check for further aggregate shedding and

repaired by cutting the damaged area back to firmly bonded material, cleaning the
prepared area using hot compressed air or a propane torch, masking the perimeter and
reinstating to the original specification. A minimum 25mm overlap onto the existing
material shall be made.
12.4.7 Durability
The results of the performance tests and the performance of the system in use, indicate
that when used in and appropriate location, as defined within this Code of Practice, the
system should have a service life of between 5 to 10 years. If the systems are exposed to
higher traffic levels, the expected life will decrease in relation to the severity of the site.
The system installer should provide a 5 year guarantee when following all of the guidelines
within this document.
year guarantee will not be provided
June 2011
23

.
13
Performance Criteria
Listed below in Table 3 is the performance criteria that each system providing a 5 year
guarantee must achieve during serviceable life and at the end of the 5 year period in line
with the site test methods and procedures set out in the Guidelines Document for the
Assessment and Certification of High Friction Surfacing for Highways Appendix C Sections
3, 4 and 6.
Table 3: Required Performance Criteria for a 5 year Guarantee
Parameter
Type 1
Type 2
Type 3
Skid resistance value (SRV)
65
65
65
Estimated overall system loss in the

25
wheel tracks (%)
25
25
1.0
1.0
Texture Depth (mm)

Mean Value
1.0
In all cases of dispute the protocol for the visual assessment of HFS Sites by a
BBA/HAPAS inspection panel as defined in the Guideline Document for the Assessment
and Certification of High Friction Surfacing for Highways shall be used.
14
Quality Assurance
The Quality Assurance of High Friction surfacing is a UKAS accredited system operated
by the British Board of Agrment under the Highway Authorities Product Approval Scheme
(HAPAS). It comes in two parts, a system for the manufacturers of the products and one
for the installers of these systems, these may or may not be the same organisations.
Installers must use HAPAS approved products.
The systems are based upon a set of performance parameters agreed by an expert
Specialist Group set up by BBA and containing members of client bodies and RSTA.
The specialist group has produced the Guidelines used by BBA assessors to audit the
manufacturers and the installers of the systems against the parameters. The Guidelines
are available on the BBA website www.bbacerts.co.uk and are kept up to date for new
products and respond to feedback on the operation of the system.
In the first instance all the products go through a Type Approval process where the
companies quality assurance documentation is scrutinised and independent laboratory test
are carried out on the installed product, checking for compliance with the Guideline
parameters. In addition the product manufacturer and the installer have their own in-house
procedures within a method statement showing how they monitor quality on an ongoing
June 2011
24

basis to control and deliver a quality system.
BBA carry out surveillance visits to installation sites on a regular basis including the taking
of samples of the system, laid on to specially prepared slabs, for testing in the laboratory.
A Certificate is valid for 5 years, unless withdrawn for any reason.
In order to demonstrate best practice client organisations, including Local Authorities and
Highways Agency, directly or through their maintenance contractor, are committed to only
use BBA Accredited High Friction Surfacing Installers.
The use of BBA approved installers transfers the responsibility for the performance of an
installation on a site to the installer and reduces the need for site testing and supervision
by the client. This transfers some supervision costs from the client to the installer.
A key part of the systems is the use of trained and competent staff as described below.
No Quality Assurance system gives 100% guarantee that every aspect of the works will be
perfect. A good working relationship between the clients supervisors who are
knowledgeable about the process being installed, and the contractors staff and operatives
is very helpful to a good installation.
15
Training
The design of high friction applications and its execution is dependent on a wide range of
factors and close attention to detail. Many engineers and technicians have been involved
with high friction, however only a limited number have had any formal training in the
design, specification and execution of the work. This lack of understanding of the products
often results in inappropriate selection of materials, unsatisfactory preparation and
installation leading ultimately to premature failure of the application.
The latest BBA Installers Scheme (Issued March 2010) addresses a number of training
requirements for the operatives on site. This generally constitutes NVQ training for all
types of application, i.e. Machine Applied Cold Epoxy Resin, Hand Applied Cold Epoxy
Resin, and Hot Applied Thermoplastic.
Operatives should hold NVQ level 2 and CSCS cards.
Supervisors should hold NVQ level 3 and CSCS cards.
In addition Supervisors should maintain competency by attending an appropriate training
course on High Friction Surfacing every 5 years. The RSTA run a training course on high
friction surfacing and offer a Silver certificate as evidence of maintaining competency.
Course details can be found at www.rsta-uk.org/calendar
It is the Associations view that a full understanding of all processes throughout the
industry and the workforce makes a fundamental contribution to achieving high quality
durable high friction applications.
In addition to the BBA Installers Scheme the RSTA have now developed a training course
that defines the minimum standard required for all personnel involved in the installation of
high friction surfacing. This one day training course is an ADEPT requirement that all
personnel involved within high friction surfacing must attend every 2 years to refresh them
on Health and safety and key technical requirements of the processes so that good
practices are reinforced.
June 2011
25

Details of all courses and content can be obtained from the RSTA website www.rstauk.org/calendar .
16
Road Surface Treatments Association
Membership of the Road Surface Treatments Association is available to manufacturers,

contractors and suppliers of Calcined Bauxite, binders, client bodies and specialist
consultants. The unanimous decision of the Association is to contribute to and adopt this
Code of Practice as an example of its commitment to quality in all its undertakings.
The attainment and maintenance of BBA HAPAS certification represents a substantial
financial commitment to member companies. These costs will inevitably be reflected in the
unit prices tendered for High Friction Surfacing however the client is compensated by
purchasing a high quality system as required by Clause 924 in the Specification for
Highway Works, plus an expected durability of 5 to 10 years.
BBA HAPAS certification is the minimum standard required for the installation of High
Friction Surfacing. All contractors registered to a recognised trade association (i.e. RSTA
or RSMA) will only install systems that have BBA HAPAS certification and comply with this
Code of Practice as it is a mandatory requirement of Association membership.
June 2011
26

APPENDIX A
Pre-Contract Checklist for the Client
1. Has the need for HFS been determined based upon the Local Authoritys Skid
Resistance Policy?
2. Has the Commercial Vehicles traffic figure been obtained?
3. Has the existing road surface been inspected and found to be free from cracks, ruts or
fatted areas? If these are present has resurfacing been organised? Has any old HFS
to be removed?
4. Does the tender document only contain BBA HAPAS approved installers?
5. Has the main contractor only offered BBA HAPAS installers as required by the
contract?
6. Has the Type (1, 2 or 3) of HFS been specified?
7. Has the programme date been fixed, do they exclude cold lay systems as a result of
temperature constraints? Where applicable.
8. Are the traffic management arrangements fixed, including traffic orders if necessary?
9. Has all the information required of Paragraph 5 a) to j) above been supplied?
10. Has the Contract Review meeting been held with the contractor on site?
11. Has a start up meeting addressed all the necessary details as given in this document?
12. Has the training records for the staff and operatives to be employed been inspected?
13. Is the staffing for the supervision in place?
Pre-Contract Checklist for the Contractor
1. Has the contractor got all relevant site information i.e. location of schools, bus route,
market days, events etc?
2. What type of traffic control is to be operated and is there enough labour to carry out the
works in a safe and proper manner?
3. Have all labour received the appropriate training and got the appropriate training
Certificates and CSCS cards?
4. Has the correct and adequate plant been allocated to carry out the works at and in the
time available?
5. Is the Calcined Bauxite available when required?
6. Is the binder specified available when required?
7. Are calibration certificates available for thermometers, balances, measuring wheels or
other measuring equipment?
8. Machine applied cold systems
a. Does the tanker to be used have a current spray bar test certificate?
b. Is there a chart in the tanker that will enable the correct rate of spread
relative to the speed of the vehicle to be achieved?
June 2011
27

c. Has the tanker metering device for the proportions been calibrated?
Contractor Checklist
1. Is the existing surface acceptable for the treatment and agreed with the client?
2. If the site is unacceptable, has the client agreed that the system shall go ahead without
any guarantee of performance?
3. Has the site induction been carried out covering Health and Safety and technical
issues for the site?
4. Does everybody understand the method of operation for the site?
5. Has the road surface been cleaned and swept to an acceptable standard?
6. Is the road clear of parked vehicles or any other obstructions?
7. Is the correct traffic management in place?
8. Has the extent of the site been marked out?
9. Are the correct signs approaching and at the site and for any diversion routes in place?
10. Has all necessary masking of cat eyes and street furniture been carried out?
11. Are the operatives all present and correct and wearing the relevant Personal Protection
Equipment?
12. Is all the plant present and in safe working order?
13. Are the weather conditions appropriate to commence work i.e. high humidity levels, air
temperatures?
14. Is the method statement and risk assessment available?
15. Is the planned method of operation safe, both to the operatives and the public?
16. Has the method of application been approved?
17. Has all the excess aggregate been swept up?
18. Have all on site tests and checks been carried out and recorded?
Post Contract Checklist
1
Have arrangements been made for post-contract inspections?
Has all the aftercare given in the relevant section above been planned and
implemented?
Are signs being maintained in a satisfactory condition and placement and removed
when required?
Has the required contract information being collected and documented?
Have arrangements been made for line replacement?
Are re-inspection arrangements clear and agreed?
June 2011
28
APPENDIX B
GLOSSARY
ADHESION
The property by means of which a binder sticks to the surface

of a solid body, e.g. the road or aggregate.
BAR:
An abbreviation for spray bar (see Spray bar)
BINDER:
A liquid, comprised of resins mixed together
BOND:
The adhesion between the binder and either the road surface
or the applied Calcined Bauxite
CARPET TILE TEST:
A test used as a means of checking the amount of resin

applied to a road surface. Sections of carpet tile of known
area, normally about 200mm square which have been preweighed, are placed on the road in front of the spray bar.
Once the bar has passed over the tile, the tile is re-weighed.
The quantity of binder delivered to the road surface is
calculated and compared with the rate of spread specified for
that section of road
C E N:
The European Committee for Standardization or Comit

Europen de Normalisation (CEN), is a non-profit
organisation whose mission is to foster the European
economy in global trading, the welfare of European citizens
and the environment by providing an efficient infrastructure
to interested parties for the development, maintenance and
distribution of coherent sets of standards and specifications.
CLOSED-TEXTURED:
A description of the surface condition of an asphalt road
COSHH:
Control of Substances Hazardous to Health
COSHH ASSESSMENT:
An assessment relating to the hazards to health represented

by the use of materials and equipment
COST LIFE INDEX:
The cost of the process expressed as the cost per square

metre per annum of satisfactory life
CURE:
The chemical reaction between liquid constituents that

results in a solid binder
FATTING-UP:
The result of an almost total embedment of chippings in the

binder so a bitumen rich surface is formed
JET:
An orifice through which binder passes from the tanker spray

bar to the road surface
JOINTS:
The point at which the installation from adjacent breeds

meets the overlaps
MASK:
An adhesive tape or other similar material used to cover cats

eyes, road ironwork, etc, in such a way that after removal,
they are free from binder or chippings
June 2011
29

OPEN TEXTURED:
A road surface consisting of aggregate of various sizes and

proportions which, after compaction contains a high
proportion of air voids
POLISHED STONE VALUE: (PSV): A Relative measure of the extent to which aggregate
in the surface course polishes under traffic
PRE-PATCHING:
The remedial measures carried out to make good defective

areas of surfacing in advance of treatment
QA:
An abbreviation for Quality Assurance
QUALITY ASSURANCE:
Quality assurance, or QA for short, is the systematic

monitoring and evaluation of the various aspects of a High
Friction surfacing operation to maximize the probability that
minimum standards of quality are being attained by the
production process.
Registration to BSEN ISO 9001 given to a contractor by a
certification body indicates minimum standards are being
attained
SKIDDING RESISTANCE:
The frictional forces between tyre and road which are

available to oppose skidding
SLOTTED JET:
A jet nozzle fitted to a spray bar and formed in such a way

that binder passing through it onto the road surface is in the
shape of a fan
SPRAYER:
An abbreviation for binder distributor
SPRAY BAR:
The bar, carrying jets, that is fitted to the tanker and through
which the binder is applied to the surface
TEXTURE DEPTH:
A term used to denote the measure of projection of

aggregates in a surface course
THERMOPLASTIC:
The property of material by which their viscosity changes in

relation to temperature change
THERMOSETTING:
A material formed by an irreversible chemical reaction of two

or more components which renders it resistant to
temperature variations
UKAS
National Measurement Accreditation Services.
June 2011
30

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RSTA Code of Practice for High Friction Surfacing

CODE OF PRACTICE FOR HIGH FRICTION SURFACING

Hand Applied Systems

Machine Applied Systems

RSTA Code of Practice for High Friction Surfacing

RSTA is the Road Surface Treatments Association www.rsta-uk.org

RSTA Code of Practice for High Friction Surfacing

Suitable Sites for HFS

Types of High Friction Surfacing

Specification for High Friction Surfacing

Information to be Provided by the Client

Planning and Coordination

Health, Safety and Environment

Planning the Execution of The Work

Detailed Requirements For Each System

Road Surface Treatments Association

RSTA Code of Practice for High Friction Surfacing

RSTA Code of Practice for High Friction Surfacing

Suitable sites for HFS

approaches to major junctions

approaches to pedestrian crossings when pedestrians or other vulnerable road users

Types of High Friction Surfacing

RSTA Code of Practice for High Friction Surfacing

Specification for High Friction Surfacing

RSTA Code of Practice for High Friction Surfacing

Information to be provided by the Client

The contract documents should state

The colour requirement for the site

Specific traffic management required. e.g. access period

Other site specific requirements e.g. noise

Treatment of Manholes (e.g. masking or covering)

RSTA Code of Practice for High Friction Surfacing

Planning and Co-ordination

Careful and detailed planning before work commences is an essential element of

Health, Safety and Environment

RSTA Code of Practice for High Friction Surfacing

Planning the Execution of the Work

RSTA Code of Practice for High Friction Surfacing

RSTA Code of Practice for High Friction Surfacing

RSTA Code of Practice for High Friction Surfacing

RSTA Code of Practice for High Friction Surfacing

RSTA Code of Practice for High Friction Surfacing

Bitumen Extended Epoxy Resin

Rosin Ester (Thermoplastic)

Hydrocarbon Resin (Thermoplastic)

RSTA Code of Practice for High Friction Surfacing

Table 2: The Recommended UK Specification for the properties of Calcined Bauxite

Abrasion Value 10/14

Relative Density (SSD)

Blocked shape (not flakes)

RSTA Code of Practice for High Friction Surfacing

Detailed Requirements for Each System

COLD LAY - MACHINE APPLICATION

12.2.1 Pre-works calibrations

RSTA Code of Practice for High Friction Surfacing

12.2.3 Application of Resin

RSTA Code of Practice for High Friction Surfacing

Density of resin (Mg/m) x 1000