Confidential: REFLEX Final Report T8:02 Economical and Environmental Aspects

REFLEX Final Report T8:02 Confidential
Economical and environmental

aspects
Loris Bianco (FENO)

Carlo Ceschia (FENO)
Marco Russiani (AUVE)
PROJECT ACRONYM: REFLEX
Contract No.: BRPR-CT98-0816
REPORT N°: T8:02
TITLE: Economic and

Environmental aspects
AUTHORS:
Loris Bianco, FENO, Italy,
Carlo Ceschia, FENO, Italy,
Marco Russiani, AUTOVIE, Italy.
Approvals:
Task Leader LB(FENO) date of approval 10/06/2002
Project Coordinator KG(VTI) date of approval 16/06/2002
Date of release 10/06/2002
Version 2 –58c
Classification Confidential
Distribution All Partners
3
Preface
Task 8 “ Economical and Environmental Aspects” was carried out and managed by a
working group consisting of the following partners:
FENO (Task Leader) Loris Bianco, Carlo Ceschia, Roberta Mallardo
AUVE Marco Russiani, Paolo Grandesso
SNRA.RE, SE Jesper Elsander
FNRA.PC, FI Seppo Salmenkaita
IFSB, DE Dieter Russwurm
TUMUC.PBL, DE Bernhard Lechner
Some other people has contributed to the task research with advices, test planning and
execution, proofreading and data supporting: Svante Johansson (Travecon HB), Mr. Acco
(ACCO), Flavio Cioffi (Contento Trade), Jan Sandberg (FUNBY, SE), Safwat Said VTI,
SE.
4
Contents
1. Introduction 5
2. Evaluation of European data 5
2.1 Italian roads 5
2.2 Finnish roads 8
2.3 Evaluation of the maintenance costs 12
3. Economic evaluation of the advantage of Reflex Technology in practice 19
4. Some practical examples 24
4.1 Examples in motorways 24
4.1.1 Option 1- Reconstruction of the conventional pavement 26
4.1.2 Option 2- Transformation from conventional road to REFLEX
road with complete reconstruction of the road base layer 27
4.1.3 Option 3- Transformation from conventional road to REFLEX
road with partial reconstruction of the road base layer 29
4.2 Other examples 30
4.2.1 Class I roads 30
4.2.1.1 Bearing capacity 31
4.2.1.2 Rutting 31
4.2.2. Class II roads 32
4.2.2.2 Rutting 33
4.2.3. Bus lanes or Bus stops (urban roads) 33
4.2.3.2 Rutting 34
4.2.4 Conclusions 35
5. Removal and restoration of reflex Road superstructure 35
5.1 Materials and techniques 36
5.2 Results 42
5.3 Conclusions 43
6. Environmental aspects 44
6.1 Introduction 44
6.2 Materials and methods 44
6.2.1 Study limitations 44
6.2.2 Functional units and duration of the life cycle 46
6.2.3 Origin and quality of the data 46
6.2.4 Characteristics of the structures being examined 47
6.3 Study results 51
6.4 Environmental study conclusions 59
7. Conclusions 60
8. Reference bibliography 60
5
1. Introduction
The objectives of task 8 of the REFLEX research involve drawing up a cost–benefit

analysis of maintenance measures with reinforced road structures and describing the
consequences from an ecological perspective. The second objective was accomplished by
conducting a Life Cycle Analysis. This technique considers the environmental impact
created by a product or service throughout its entire life cycle, beginning with the
purchase of raw materials (various authors, 1998; various authors, 1999). The first
objective was reached by analyzing two different but closely linked aspects. Originally,
an appraisal was conducted of the impact of Reflex technology on routine maintenance
costs of the road networks in two European countries with very different characteristics,
namely Italy (South Europe) and Finland (Scandinavian countries). Thanks to the
evaluations and considerations made in this first phase, instruments were created for an
initial evaluation of the advantages deriving from application of Reflex technology over
traditional technology. After a generalized differential approach, specific cases of
application relating to situations in Italy and Germany were considered.. The second
aspect analyzed entailed evaluation of the feasibility of removing the network from the
road structure and what economic implications might result. Based on the indications
reported for the countries studied (Italy, Germany and Finland) the considerations made
can be extended directly or indirectly to other European countries. In many cases, unit
costs and specific criticalities are comparable. For example, the steel price in Denmark is
the same as in Italy (3.50 EUR euro/m2 if you have 6mm/pitch100 mm and 2.75 EUR
euro at 5mm/100mm, figures from the first half 2002) (data from Fundia).
2. Evaluation of European data
2.1 Italian roads
The objectives of the task are to draw up a cost–benefit analysis of maintenance measures
for reinforced road structures and to describe the consequences from an ecological
perspective. In order to achieve these objectives, various quantitative and qualitative data
were collected and supplied by SITEB (Società Italiana Bitume Asfalto Strade – Italian
Bitumen Asphalt Road Association) during the first active period of Task 8 in relation to
the Italian context. The data is shown graphically in a table (Table 1) that has been
“forced” to fit since by its very nature, it is impossible to use a single typology capable of
characterizing roads that are subject to completely different stress in such broad
geographic contexts while also representing the current status in Italy as a whole.
6
average
road width estimated average total
layer excluding cost for road average reconstruction
MOTORWAYS thickness shoulder construction maintenance cost frequency
notes on the type of
2
constituents (modified, €/m of road -1 -1
€*km *year tim e s / 3 0 y e a r s
% reclaimed asphalt development
mm m m ix, etc.)
sound-absorbant
drainage course with 12,90 85.000,00 € every
60* 3
Estimated modified asphalt (W C + b i n d e r ) lane
network required. No reclaimed
3.75* asphalt mix is used (*)
development wear course layer
for 2001
15.000,00 € every
200* no reclaimed asphalt 10,87 2
lane
road base layer m ix is used (*)
u n b o u n d r o a d b a s e l a y e1r5 0 * 0
km
6400*
Tab. 1 Approximate and estimated development of the Italian national road network
(motorways)
Here (tab. 1, tab. 2, tab. 3, tab. 4) we have an approximate and estimated development of
the Italian national road network, subdivided into the motorway network, high- and
medium-traffic roads and local roads. Also listed are several notes estimating the
characteristics encountered most frequently in road surface construction in Italy. Data are
furnished by SITEB (Tab. 2-4) and by Autovie Venete (Tab. 1). In particular, the costs
shown in Table 1 refer to average maintenance costs of the road network of Autovie
Venete S.p.A. (On total 400 km every year there is a maintenance of about 50 km for a
total paved surface of 500,000 m2). In this framework, the estimated expense for
maintaining the road network came to about Euro 5,000,000.00 distributed for 85% on
the wear course layer and the remaining 15% on the binder and the bound road base
layer. Repaving the wear surface course layer is done every 8 to 10 years on average,
depending on the techniques and materials used. Recently, the burgeoning use of draining
course layers, which are subject to premature wear compared with other types of
pavement, has caused the average life to decrease; presently, its life averages at about 8
years. The binder and the underlying bound road base are partly reconstructed every 12 to
15 years while work on the unbound road base is almost never necessary. However,
pouring concrete in situ is generally preferred over removal operations .
7
estimated average total

ROADS WITH HIGH TRAFFIC layer average cost for road average reconstruction
INTENSITY (State roads) thickness road width construction maintenance cost frequency
notes on the type of €/m of road
constituents (modified, development for 1
% reclaimed asphalt lane with a width
-1 -1
mm m mix, etc.) of 3.75 m €*km *year times/30 years
used little reclaimed 16,80
50* 2 3*
wear course layer asphalt mix (4,48 €/m ) about 5200,00* .
However, the
used up to 30-40% of 45,40 figure varies
180* 2 2
reclaimed asphalt mix (12,11 €/m ) according to funds
road base layer
Estimated granted to single
network departments for
3.75*
development intervention and is
for 2001 not necessarily
98,10 closely linked to
150* 0
(8,10 €/m2) absolute
maintenance
unbound road needs.
base layer
km
45000*
Tab. 2 Approximate and estimated development of the Italian national road network (high-
traffic roads)
ROADS WITH MEDIUM layer road average cost maintenance reconstruction

INTENSITY OF TRAFFIC thickness width for road cost frequency
constituents
€/m of road
(modified, %
development
reclaimed asphalt
for 1 lane with
mix, etc.) -1 -1
mm m a width of 3.50 €*km *year times/30 years
15,5 about 2600,00
50* 3*
wear course layer (4,43 €/m2) €* However, the
used up to 30-40% figure varies
28,40 according to
road base layer 120* of reclaimed asphalt 2
(8,11 €/m2) funds granted
mix
Estimated to single
network departments for
3.50*
developme intervention
nt for 2001 and is not
unbound road 122,90 necessarily
200* 0
base layer (35,11 €/m2) closely linked
to absolute
maintenance
needs.
km
115000
Tab. 3 Approximate and estimated development of the Italian national road network
(medium-traffic roads)
8
LOCAL ROADS (non- layer road average cost maintenance reconstruction

urban roads) thickness width for road cost frequency
constituents
€/m of road
(modified, %
development
reclaimed asphalt
for 1 lane with a
mix, etc.) -1 -1
mm m width of 3.00 m €*km *year times/30 years
10,80
no available 3*
(4,04 €/m2)
wear course layer 40*
Estimated
network used up to 30-40%
3.00* 36,70
developme of reclaimed asphalt no available 2
(12,23 €/m2)
nt for 2001 road base layer 180* mix
79,00
no available 0
unbound road base 150*
layer (26,33 €/m2)
km
145000
Tab. 4 Approximate and estimated development of the Italian national road network (local
roads)
2.2 Finnish roads
The data relating to road development in Finland for 2001 are reported below. The
figures are based on appraisals by industry experts or official values published by the
Finnish Road Administration.
Motorists generally use studded tires in Finland during wintertime (5 – 7 months). This
has caused (and still cause) quite a lot of wear in pavements which can be seen as rutting.
The commonly used maintenance measure due to these ruts is wheel path patching. This
type of maintenance measure has been not included into the matrix reported in Tab. 5-9,
because
- steel mesh reinforcement has no effect to this type of rutting,
- the patching is very local measure and thus the frequencies, quantities and prices are
almost impossible to define, and
- during the last decade the rutting is decreasing clearly due to the development of
studs and the studding techniques.
The tables from 5 to 9 show main parameters characterizing the Finnish road system in
increasing order, starting with the road surface and ending with the natural foundation.
For the sake of making comparisons with the Italian network and in order to create an
acceptable synthesis, the categories and data were simplified and combined.
There are many variations of on-site recycling (remixing). The tables from 5 to 9 name
only the most typical ones, because the unit prices of variations do not vary markedly.
The unbound road base in the matrix includes both unbound base and unbound sub-base
layers. Theoretically, those two layers are separated in the design, but in practice, and
especially on the roads of lower classes, they are handled as one layer. The thickness of
an unbound base layer should be 200 or 250 mm, and the thickness of an unbound sub-
base is from 200 mm to 300 mm of good quality aggregate. In the event that an
electrowelded steel mesh is used so as to use Reflex technology and increase the average
life of the road, it should be proposed to adopt the additional or alternative measure of
reducing the sub-base layer thickness . The figures relating to the thickness of the road
layers is shown in each of the tables from 5 to 9 in column 3. The prices of materials used
9
in the base and sub-base are fairly similar. The cost (in FIM) is calculated per square
meter of the structure, so it varies according to the layer thickness. The corresponding
value in euro is shown in parenthesis, assuming the fixed exchange rate of € 0.168 / 1
FIM.
Column 6 shows the unit cost of the layer construction (new road or major rehabilitation)
while column 9 reports the unit prices of maintenance measures.
The estimate of total existing kilometers is the total length of roads in the category. The
length of lane-kilometers should be calculated separately.
Motorways have two lanes in both directions, so there are actually 2200 lane-kilometers.
Yet, it is clear that maintenance of the Asphalt Concrete (AC) on the fast lane is less
frequent but we don't know what the difference is compared with the slow lane. One
guess could be about 50%. The frequencies in the matrix are for the slow lane.
Roads in other categories (road classes) are normal two lane roads (one lane to each
direction).
In the column “to be done after n years” the numbers are calculated from the construction
(or reconstruction or major rehabilitation) of a road.
Unit costs do vary, of course, depending on the location and quantities. The costs in the
matrix have been chosen to present the level considered to be typical in Finland.
As regards the maintenance reported in columns 7 to 11, essential parameters are shown,
in particular:
Column 7: total length of road type in question in Finnish road network (every year
only part of the this length has maintenance measures)
Column 8: this column reports the usual maintenance measures named in the order in
which they are done after the construction (or major rehabilitation)
- 1. SMA/REM means that a hot remixer measure (type SMA) will be done after 5
years from construction (or new overlay), and this type of measure will be done twice
during the 30 years (in the years 5 and 18) (Number 1 means that this is the first
maintenance measure to be done)
- 2. SURFACE MILLING (to reduce the rut depths) will be done five years after the
SMA/REM in the year 10 and 23 (number 2 means that this is the second maintenance
measure, and will be done 10-5=5 years after the first)
- 3. BOX MILLING + SMA means that material is milled for recycling and new SMA
overlay will be done 3 years after surface milling in the years 13 and 26.
Column 10: indicates how many times in the period of 30 years each measure will be
done. Usually after about 30 years a major rehabilitation or reconstruction will be done,
and this includes also a reconstruction of the unbound road base, or some kind
stabilisation or equal treatment of the unbound base course.
Column 11: indicates after how many years from the construction the measure in
question will be done.
10
layer layer material cost estimate Type of costs of frequency of to be done

thicknes width type and [FIM/m2] of total maintenance maintenance maintenance after n
s [m] per qty kg/m2 existing measure measure measure in 30 years (n)
[mm] lane [km] [FIM/m2] years
1 wear
22.00
course 1. SMA/REM1 2 5
(3.70 €/m2)
45.00
SMA 2. SURFACE 6.00
50 3.75 (7.56 550 2 10
16/120 MILLING (1.01 €/m2)
€/m2)
3. BOX
45.00
MILLING + 2 13
(7.56 €/m2)
SMA
2 50,00
ACB
road base 60 3.75 (8.40 550 NONE - - -
32/1702
€/m2)
3 unbound 35.00
CRUSHED
road base 500 4.5 (5.88 550 NONE - - -
ROCK
€/m2)
Tab. 5 Finnish Road Network, paved roads. Motorways (dual carriageway 2x10 m) total
length 550 km. (1: SMA/REM= hot milling & mixing adding new SMA-type material; 2: ACB
32/150 = asphalt concrete as the base course, max # 32 mm, 170 kg per square meter)

thickness width type and [FIM/m2] of total maintenance maintenance maintenance after n
[mm] [m] per qty kg/m2 existing measure measure measure in 30 years (n)
lane [km] [FIM/m2] years
1 20.00 8…9
1. AC/REM 2
(3.36 €/m2)
38.00 2. SURFACE 6.00
wear 1 14
50 3.5 AC 16/120 (6.38 8100 MILLING (1.01 €/m2)
course
€/m2) 3. HOT
25.00
MILLING + 1 18
(4.20 €/m2)
AC
2 40.00
road
50 3.5 ACB 25/120 (6.72 8100 NONE - - -
base
€/m2)
3 unboun 32.00
CRUSHED
d road 400 4.5 (5.38 8100 NONE - - -
ROCK
base €/m2)
Tab. 6 Finnish Road Network, paved roads. Main roads, class I total length 8100 km

thicknes width type and [FIM/m2] of total maintenance maintenance maintenance after n
s [m] per qty kg/m2 existing measure measure measure in 30 years (n)
[mm] lane [km] [FIM/m2] years
1
1. AC/REM or 19.00 9…11
2
30.00 equivalent (3.19 €/m2)
wear
40 3.5 AC 16/100 (5.04 4700
course 2. HOT
€/m2) 25.00 20…22
MILLING + 1
(4.20 €/m2)
AC
2 40.00
road
50 3.5 ACB 25/120 (6.72 4700 NONE - - -
base
€/m2)
3 unboun 28.00
CRUSHED
d road 350 4.0 (4.70 4700 NONE - - -
ROCK
base €/m2)
Tab. 7 Finnish Road Network, paved roads. Main roads, class II total length 4700 km.
11
layer layer material cost estimate Type of costs of frequency of to be

thickness width type and [FIM/m2] of total maintenance maintenance maintenance done
[mm] [m] qty kg/m2 existing measure measure measure in after n
per [km] [FIM/m2] 30 years years
lane (n)
1 1. AC/REM+40
23,00 10…15
kg/m2 (or 1
38,00 (3,86 €/m2)
wear AC equivalent)
50 3,25 (6,38 4500
course 16/120 2. HOT
€/m2) 25,00 20…25
MILLING + 1
(4,20 €/m2)
AC
2 23,00
road HYD.
150 3,25 (3,86 4500 NONE - - -
base STAB.3
€/m2)
3 unbound 21,00
CRUSHED
road 250 4,0 (3,53 4500 NONE - - -
ROCK
base €/m2)
Tab. 8 Finnish Road Network, paved roads. Regional roads, hot mix pavement, total length
4500 km (3: stabilization with hydraulic binder (usually granulated BF-slag with some
Portland cement))
layer layer material cost estimate Type of costs of frequency of to be

thickness width type and [FIM/m2] of total maintenance maintenance maintenance done
[mm] [m] qty kg/m2 existing measure measure measure in 30 after n
per [km] [FIM/m2] years years
lane (n)
1
1. REMO6 + 20.00 10…15
1
30kg m2 (3.36 €/m2)
25.00
wear PAB
40 3.00 (4.20 32500 2. DEEP
course 16/1004
€/m2) RECYCLING7 28.00 20…25
1
+ PAB_100kg (4.70 €/m2)
m2
2
road base - - - - - - - - -
3 30.00
unbound
350 3.5 UGM5 (5.04 32500 - - - -
road base
€/m2)
Tab. 9 Finnish Road Network, paved roads. Regional and connecting roads, light (cold mix)
pavement, total length 32500 km. (4: PAB = soft asphalt concrete; 5: UGM = unbound
granular material, like crushed rock or gravel;6: REMO = warm milling of old PAB, adding
new material, mixing, and paving (all on site); 7: DEEP RECYCLING = mixing old wear
course with unbound road base to the depth of about 200 mm). Deep Recycling with new
wearing course will be done about 10 years after the first maintenance measure (REMO).
12
2.3 Evaluation of the maintenance costs
Post-construction roadwork costs can be divided again into maintenance costs and
costs to the users. Both aspects can be considered as periodic functions over time, with
the period distinguished after the relaying work on the roadway structure involved. For
the sake of simplicity, we are considering only maintenance costs here. The tendency in
the individual period is not linear but rather can be represented as C = f (t 2 ) where C
represents the costs and t stands for time (see fig. 1). Concurrently with this period, but
with a decreasing progress, we see a decline in measurable performance, for instance by
measuring the structural capacity, resistance to slipping, and driving comfort. In fact, the
effective intervention time is signaled when a level of decay that exceeds the users'
sensitivity threshold has been reached (see fig. 2, source: AAVV, 1988).
Structural Road
capacity maintenance
(measure) costs
Minimum
acceptabl
e level
Age (years) Age (years)
A) Performance (measure) b) Cost variation for road

administrators
Driving
Users’ costs
comfort
Minimum
acceptabl
e level
Age (years) Age (years)

C) Road performance felt by D) Cost variation for users
users (measure)
Fig. 1 Cost and performance curves
state
optimum level
indicator (Q) level after relaying work
alarm threshold
(S) optimum intervention time
(C) user’s sensitivity threshold
actual intervention time
safety threshold
time
Fig. 2 Performance vs time curve. The possible levels of decay are shown in the decay
curve given above. The curve may take on different shapes depending on the object, the
unit of measure, and the scales used. Due to a variety of conveniences or peculiarities,
the thresholds may not be shown in the order given. (Source AA. VV., 1988 page 60
modified)
13
Fig. 3 Italian road life length curves. The life time of the roadway pavement shown is
expressed according to the thickness of the bound layers (shown in abscissa) and some
values of the average DAT (1000, 2000, 3000, 4000 and 5000). This parameter
corresponds to the Daily Average Traffic (DAT) in the period of time considered for the
life of the pavement. The maximum lifetime is when superficial cracks appear over 10 %
of the surface (Source AA. VV., 1988 page 72)
There are three principal intervention levels or thresholds (fig. 3) that dictate when to
perform maintenance work and consequently, the life of the road (AA. VV., 1988):
Optimal intervention level or threshold: links various decision-making parameters of the
planning process; while implying work, it minimizes the social costs of long-term
maintenance, depending on the techniques available and their application at an optimal
level.
Effective level or threshold: the state of repair indicator of the road demonstrates a need
for work on the pavement. Here, the bureaucratic process becomes apparent, since this
level depends on established maintenance policies related to the type of road, the funding
available, and other constraints.
Safety threshold: the state of repair indicator reaches a value where further worsening
could lead to motorist accidents above the average values for that specific road, leading to
a probable impairment of the safety standards . Ideally, since the level of effective work
must correspond to the optimal intervention, it should always be higher than the level of
sensitivity of the user, hence safety.
In relation to the useful life of flexible pavements, the table 3 was used (taken from
Various Authors 1988) where the useful life of flexible pavements is measured according
to the thickness of the layers by various values of DAT in the period of time considered
as the life of the pavement and considering a preset value of road surface cracking (10%).
14
Some simulations of the convenience over time have been made based on these
premises and based on the average statistics received for a country with an Nordic
climate (Finland) and Mediterranean climate (Italy).
In the simulations, the type of road and the amount of traffic were reported on
extensively for each of the two countries. In each simulation, roads constructed with
conventional and Reflex technology were compared. The costs of construction of the
wear course layer and road base layer were set as parameters. The construction costs of
the two road surfaces otherwise being equal, Reflex technology requires an additional
cost representing the cost of the steel mesh installed. The amount of steel used and the
relative cost was kept the same for Finland and Italy, amounting to 4 kg/m2, for a total
cost of € 3.50/m2. The cost is slightly variable depending on location. For example, the
steel price in Denmark is the same as in Italy (€3.50 euro/m2 if you have 6mm/pitch100
mm and 2.75 EUR euro at 5mm/100mm, figures from the first half 2002) (data from
Fundia). A cost of €3.50/m2 was also assumed in the examples reported in Chapter 4 for
Italy and Germany. The types of scheduled maintenance were differentiated for the two
countries, based on the average type of roadway layers in the national road networks. For
Italy, the simulation envisaged a structure similar to the one reported in Figure 4 and 5,
respectively, for construction using traditional and Reflex technology, applying the unit
costs derived from the average situations in Table 2. In this case and in accordance with
the matters in Figure 3 for a DAT of 1000, the average life of the road superstructure
composed of road base and wear course was calculated as 12 years . In this case, the
principal parameter of deterioration was considered the load-bearing capacity and only
after, reflective cracking. The longer average life of the construction attained by using
Reflex technology has been prudently measured at 40%, in accordance with the results
emerging from Task 4 of the Reflex research (Final Report T4:02: Full scale accelerated
tests) that reports load-bearing capacity values improving by 50% or 60% after insertion
of the steel mesh in the bituminous base course. This is also compatible with the
improved values emerging up until this point for reflective cracking. Clearly, the figure
refers to better residual situations in the sub-bases, reinforced or not, and subjected to the
same conditions for an equal period of time. However, it is possible to extend this value
to the increased value of the average life when for simplicity's sake a linear
approximation of the increase is made in the deterioration over time. The simulation
hypothesised that the quadratic increase of the maintenance costs, immediately prior to
complete repaving of the road surfaces involved, came to a maximum of 15% of the cost
of total repaving. This data has been estimated by industry experts. The total repavement
maintenance work done to reach the optimal work threshold was hypothesized as
entailing complete removal of the wear course and the road base and their subsequent
reconstruction, without touching the steel mesh. Figure 6 graphically illustrates the
annual costs incurred for construction, maintenance and reconstruction of roadway layers.
For the initial construction, only the differential costs of materials and installation of the
Reflex technology steel mesh are indicated. The difference between the values
represented by the two periodic curves, point-by-point and cumulative, represent
respectively the temporary benefit and the overall benefit deriving from the use of Reflex
technology and can have negative values when such use is not advantageous. All the
initial values are shown in Figure 10.
15
Layer descr. Layer Layer dim.

Wearing course 5 cm
Wearing course 5 cm
Base layer 18 cm
Base layer 18 cm Steel Reinforcement 100 x 100 x 6
Granular unbound variable Granular unbound variable
Fig. 4 Italian roadway layers (without Fig. 5 Italian roadway layers (with
reinforcement) referring to the average reinforcement) referring to the average
conditions in Table 2. conditions in Table 2.
Kind of road State roads Reflex Technology

Traffic TGM=1000 cost of wear course layer 4,48 €/m2
Country Italy cost of road base layer 12,11 €/m2
Standard Technology steel amount 4 kg/m2
cost of wear course layer 4,48 €/m2 cost of mesh (on site) 0,88 €/kg
cost of road base layer 12,11 €/m2 cost of mesh (on site) 3,50 €/m2
handmade life (WC+RB) 12 years handmade life benefit (RB) 40 %
(RB is permanent structure)
max annual mauntenance
0,15 times
cost referred to remaking
2,4885 €/m2 max annual mauntenance cost 0,15 times
WC+RB
referred to remaking WC 2,4885 €/m2
Tab. 10 Data of Italian state roads with TGM=1000 (see fig. 4 and fig. 5)
16
Cost/time diagram (Italy, statal road

simulation)
20 annual cost for road
costruction-
15 recostruction-
manutention
€/m2
(standard
10 technology) €/m2
5
annual cost for road
costruction-
0 recostruction-
0 10 20 30 40 50 60 manutention (reflex
technology) €/m2
year
Fig. 6 Cost/time diagram referred to table 11
Benefit cumulative diagram (Italy,

statal road simulation)
50
30 Reflex benefit
(annual)
10
€/m2
Reflex benefit
(cumulative)
-10 0 10 20 30 40 50 60 Lineare (Reflex
-30 benefit (cumulative))
y = 0,3567x - 3,5
-50
year
Fig. 7 Benefit annual and cumulative diagram referred to fig. 6 curves
From figure 7 we can see that against the periodic progress of the maintenance cost
curves over time shown in figure 6, the benefit (in blue in figure 7), in other words, the
difference between the filled-in areas of the curves referring to conventional and Reflex
technology in figure 6, is irregular, at times occupying the field of the positive values of
the variable in ordinate and at times in the field of negative values, varying location
mostly when total repaving work is done. The cumulative curve of the differential values
of annual costs reported in purple in figure 7, identifies the global benefit obtained up
until year X. The irregular progress of this curve passes through the field of the positive
as well as the negative values of Y. It shows how the maximum value of time for which
the cumulative function shows negative values, where there is no global benefit to
17
applying Reflex technology is the 34th and 35th year, i.e., the two years after the second
total repaving for the road constructed with Reflex technology. In the case in point,
excluding the possibility of having to discard the road immediately after having
completely repaved it, Reflex technology would be considered advantageous if the road
section has a life of at least 24 years. The positive trend is confirmed by the positive co-
efficient of the curve of linear regression on the values of the first 60 years. In this case,
the intercept was set at Y=-3.5, equal to the cost per square meter of installation of the
mesh.
Layer descr. Layer Layer dim. Layer descr. Layer Layer dim.
Wearing course 5 cm Wearing course 5 cm
Base layer 6 cm Base layer 6 cm

Steel Reinforcement 100 x 100 x 6
Granular unbound variable

Granular unbound variable
Fig. 8 Finnish motorway layers Fig. 9 Finnish motorway layers (with

(without reinforcement) referring to the reinforcement) referring to the average
average conditions in Table 5. conditions in Table 5.
Kind of road Motorways

Country Finland
Standard Technology
max cost
to be done at
cost of WC layer mauntenance/year
year #
referred to remaking
2
WC layer SMA/REM 5 3,70 €/m 0,10 times
2
remaking Surface milling 10 1,01 €/m 0,10 times
method Box millling+SMA 2
13 7,56 €/m 0,10 times
Reflex Technology
steel amount 4 kg/m2

cost of mesh (on site) 0,88 €/kg
cost of mesh (on site) 3,50 €/m2
handmade life benefit (RB) 40 %
to be done at max cost

cost of WC layer
year # mauntenance/year
2
WC layer SMA/REM 7 3,70 €/m 0,10 times
2
remaking Surface milling 14 1,01 €/m 0,10 times
method Box millling+SMA 2
18 7,56 €/m 0,10 times
Tab. 11 Data of Finnish motorways with medium traffic (see fig. 8 and fig. 9)
18
Cost/time diagram (Finland,
€/m2 motorway simulation)
8 annual cost for road

costruction-
6 recostruction-
manutention
(standard
4 technology) €/m2
2
annual cost for road
costruction-
0 recostruction-
0 10 20 30 40 50 60 manutention (reflex
technology) €/m2
year
Fig. 10 Cost/time diagram referred to table 11
Benefit cumulative diagram (Finland,
€/m2 statal road simulation)
20
10 Reflex benefit
(annual)
Reflex benefit
0
(cumulative)
0 10 20 30 40 50 60 Lineare (Reflex
-10 benefit (cumulative))
y = 0,2376x - 3,5
-20
year
Fig. 11 Benefit annual and cumulative diagram referred to fig. 10 curves
Similar to the findings reported above for Italy, an example of the experiments conducted
on the Finnish situation is reported below. For Finland, the experiment hypothesized a
structure similar to the one reported in Figure 8 and 9 for construction using conventional
and Reflex technology, respectively, and applying the unit costs derived from the average
situations in table 5. Unlike the assumptions made in the previous case, here, the steel
mesh is inserted in an unbound base.
In this case, the average life of the road superstructure made using conventional
technology is about 13 years, during which time two intermediate works are done, as
shown in table 11. The first intervention (SMA/REM) is made 5 years after the structure
19
is finished or completely repaved, whereas the second is made after 10 years. In the years
intervening between these intermediate works, maintenance costs with a quadratric
frequency are considered, up to a maximum of 10% of the intermediate or final works.
The parameter was valued at a lower amount than in the previous case (15%) by virtue of
the intermediate interventions scheduled for pre-set intervals.
The two principal deterioration parameters considered were the load-bearing capacity and
reflective cracking. The longer average life of the construction attained by using Reflex
technology has been prudently measured at 40%, in accordance with the results emerging
from Task 4 of the Reflex research (Final Report T4:02: Full scale accelerated tests) that
reports load-bearing capacity values improving by 50% to 100% after insertion of the
steel mesh in the unbound base. This is also compatible with the improved values
emerging up until this point for reflective cracking.
Figure 10 graphically illustrates the annual costs incurred for construction, maintenance
and reconstruction of road layers. Comparable considerations can be made with the
previous case.
3. Economic evaluation of the advantage of Reflex

Technology in practice
Establishing, in absolute form, the costs related to the changes that are to be made to the
extant road structure and/or to making a totally new roadway must necessarily ensue from
a budget estimate of the relevant items involved.
In any case and as a first assessment of the various possible solutions, it is indispensable
to conduct a research on the actual advantages and/or benefits deriving there from.
Thus we have the requirement of a formula that can show, in a simplified manner – ergo
approximately, the benefits of using the REFLEX technology as opposed to conventional
methods.
The purpose herein is that of providing an instrument that can be immediately used to
make the various and varied, subsequent in-depth assessments.
The index to summarized, shown as E (expedience), derives from the comparison
between the theoretical cost of the work to be made exploiting the REFLEX technology
as opposed to conventional methods, to wit:
C conventional
E= [1]
C Re flex
Creflex= Cost of the work using Reflex technology

Cconventional = Cost of the work with conventional methods
Considering maintenance work involving an equal thickness of the road layer, the E
index as expressed in [ 1 ] usually assumes values between 0 and 1, given that the cost of
Reflex technology involves the added cost of the electrowelded fabric. From a practical
standpoint, a comparison of the solutions theorized in the event of reconversion of the
20
road items that have already been completed can envisage – when Reflex technology is
applied – the removal of thinner road layers, yielding E values greater than 1. The larger
the values assumed by index E, the greater the potential economic advantages achievable
with the application of Reflex technology.
Index E, as shown above [ 1 ], on the other hand solely considers the initial expenditure
without taking into account the decrease in performance over a given period as well as
the ensuing greater potential and costs spread over subsequent periods due to road
maintenance work on roads built using conventional road-making methods.
It is therefore necessary to supply a corrective factor (shown as PLT or Prolongation of

Life Time) that is to be applied to Creflex that identifies this benefit in a differential
manner as opposed to Conventional.
C convenzionale  PLT 
E= ⋅ 1 +  [2]
C Re flex  100 
PLT= Prolongation of Life Time
The PLT value corresponds to the extension of the theoretical life of the roadway that can
be achieved through the implementation of the REFLEX technology, which is solely due
to the selection of the materials, design criteria and construction methods.
The aforementioned value is expressed as a percentage in comparison to the same type of
structure made using conventional manufacturing methods, and varies from 0 (in case
roadway life expectancy is not extended) to 100 (in case life expectancy were doubled).
Life extension values of the roadway are clearly a function of the diverse and various
stresses to which said road is subjected.
These stresses may depend on the quantity (intense, high, average, low) and quality of the
traffic loads (low – heavy, discontinuous – continuous), on the actual geometry and
nature of the road tract, on the climate, et al.
Therefore it is necessary to introduce a variable datum that can assess the intensity of the
stresses to which said roadway is subjected (regardless on the method used to make it),
ergo:
Cconvenzionale  PLT   SDR 

E= ⋅ 1 +  ⋅ 1 +  [3]
CRe flex  100   100 
SDR variable datum (Stress of Different Roads) is represented by a percentage value

ranging from 0 (no significant stress loads, straight road, constant traffic loads, etc.) to
100 (high stress loads), and must be assessed by the roadway designer according to the
analysis of the actual, local conditions. As with the PLT parameter, the introduction of
positive SDR values leads to increased cost-effectiveness. The increase in different types
of stress encountered in the local situation with respect to the product specifications will
in fact yield an increase in PLT.
21
Each of the two parameters, PLT and SDR, depends on a set of factors that is so broad
and has such widely variable values, that they are difficult to structure simply and
schematically in advance. As a general indication, four separate application areas can be
identified for which Reflex Technology can offer improved performance:
- reflective cracking;
- frost cracks;
- plastic deformation;
- bearing capacity.
Quantification of the values of the two parameters should thus refer to the main one of
the four problems (limiting factor) and should be the result of an evaluation during the
pre-planning stage of the local situation, the general design solution and the production
specifications obtained from Reflex research.
Under this premise, it is possible to use, with some simplicity, index E adding the
relevant costs ( C ) using the same unit of measure (e.g.: €/m²)
Costs Creflex and Conventional consist of various common fractions (road base construction
cost, roadway laying costs, et al.), as well as of others that distinguish the REFLEX
roadway manufacturing technology as opposed to conventional methods.
We have:

E= ⋅ 1 +  ⋅ 1 +  [4]
Cconvenzionale + CTRe flex  100   100 
CTReflex= Typical REFLEX technology construction costs
The additional costs that can be ascribed to the REFLEX technology are basically due to
its two main components, i.e.:
1) Welded fabric (in €/m²) – freight, laying costs, plus other and eventual technical
requirements, included.
This is, in fact, an additional cost over and beyond the costs pertaining to the
conventional road manufacturing technique.
This cost is shown under the heading CM (Cost of Mesh)
2) Potential saving on the use of materials against the disadvantage of achieving a

lower, differential PLT.
This cost is shown as CB (Cost of Bitumen), albeit other costs, of other materials,
perhaps of lesser importance, must be considered in the budget evaluation
and CT value [ 4 ] can be replaced with the aforementioned figures, i.e.:
Cconvenzionale  PLT(CB )   SDR 

E= ⋅ 1 +  ⋅ 1 +  [5]
Cconvenzionale + CM − CB  100   100 
22
Assuming that CB is an expression that solely reduces the roadway levels and does not
reduce the various materials at lower costs, it is possible to approximate the CB variable
expressing it as a function of the reduction of the thickness achieved using the REFLEX
technology as opposed to conventional construction methods, to wit:
Cconvenzionale  PLT( CB )   SDR 

E= ⋅ 1 +  ⋅ 1 +  [6]
Cconvenzionale + CM − W ⋅ Cconvenzionale  100   100 
W= Ratio between the thickness achieved with the REFLEX method and that with
conventional construction techniques.
Simplifying the aforementioned equation, we have:
Cconvenzionale  PLT( CB )   SDR 

E= ⋅ 1 +  ⋅ 1 +  [7]
Cconvenzionale ⋅ (1 − W ) + CM  100   100 
It is not always possible to reduce the thickness of the binder layer. Its feasibility depends
on the design solution environment in which it is used. The economic improvement that
can be achieved by applying the Reflex system essentially involves a significant increase
in the mean life of the road item and not a decrease in the actual amount of the materials
being used. Nevertheless, formula [ 7 ] has also been proposed in order to consider this
possibility.
Furthermore and assuming that the only advantage that can be achieved is that of
prolonging the expected life of the roadway, we can simplify through:

E= ⋅ 1 +  ⋅ 1 +  [8]
Cconvenzionale + CM  100   100 
In this passage, any increases in the thickness of the binder layer due to the use of metal
fabric are considered secondary and thus negligible, for example as demonstrated in
particular situation in Sweden.
To properly assess not only the benefits but also the opportunity rate of a roadway built
using the REFLEX construction method, it is useful to scale down the values expressed
by E > 1 (advantages of REFLEX technology over conventional road construction
methods) on a scale of 0 to 10.
By making a first translation of the values expressed by equation [ 3 ] that renders the
implementation of the REFLEX technology advantageous for values E > 0, instead of E >
1 we have:
23

E' = ⋅ 1 +  ⋅ 1 +  −1 [9]
Creflex  100   100 
Assuming that the maximum advantage Emax. is achieved in case of maximum SDR (SDR
maximum = 100) and maximum PLT (we shall have, as design data PLTmax. = 100, or
double the life expectancy of the work), and we have:
Cconvenzionale
E 'max = 4 ⋅ −1 [ 10]
Creflex
It is possible to define the rate of advantage (EG) with values comprised between 0
(minimum advantage) and 10 (maximum advantage), i.e.:
E'
EG = 10 ⋅ [ 11 ]
E ' max
Replacing and simplifying, we have:
Cconvenzionale ⋅ (100 + PLT ) ⋅ (100 + SDR) − 10000 ⋅ Creflex

EG = [ 12 ]
1000 ⋅ (4 ⋅ Cconvenzionale − Creflex )
CR/CC
EG=0 EG=1 EG=2
2,0
EG=3
1,8
1,6 EG=4
1,4
1,2
1,0
10.000
11.000
12.000
13.000
14.000
15.000
16.000
17.000
18.000
19.000
20.000
21.000
22.000
23.000
24.000
25.000
(100+PLT)(100+SDR)
Fig. 11b: Values of ratio Creflex/Cconventional in relation to PLT and SDR to obtain EG
index equal to 0 (limit of expedience), 1, 2, 3, 4.
24
4. Some practical examples
Below we have analyzed several examples applying the Reflex system in Italy and
Germany, comparing them with similar solutions using conventional technology.
4.1 Examples in motorways
Road category Extra-urban Motorway

Class of traffic T3 (according to the catalogue on pavements CNR 178/95), with an
assessed yearly trade vehicle (VC) transit included between 8 000 000 and 22 000 000
units (configuration S2).
The construction technology of the sub-grade is conventional according to the following

scheme (fig. 12):
1) Porous wearing course (draining sound absorbent ). Layer thickness 40 mm
2) Binder layer. Layer thickness 50 mm
3) Normal base road layer with modified bituminous binder B 50-70. Layer
thickness 50 mm.
4) Foundation layer made with normal bituminised mix featuring modified
bituminous binder B 50-70 (sub base) 70 mm
5) Unbound foundation layer.
Wearing course 40 mm
Binder 50 mm
Normal base road layer 50 mm
Bound foundation layer 70 mm
Unbound foundation layer variable
Fig. 12 Road category Extra-urban Motorway. Application in Italy. The

part shown in red is the roadway structure that must be re-laid fully or
partially. The figure also corresponds to Option 1, using conventional
techniques for the relaying process.
25
The supposed deterioration concerns whether the wearing course or the surface part of the
binder base layers because of the particular position of the roadway stretch (turn-offs,
deceleration areas, stretches with sensible curvatures, etc). The part of the sub-grade
which needs maintenance according to the conventional building techniques is formed by
the wearing course, binder layer and road base layer, on the whole 140 mm. The three
restoration alternatives taken into consideration are the reconstruction of the conventional
pavement (Chapter 4.1.1 Option 1), the adjustment to the REFLEX technology with a
complete remaking of the base layer (Chapter 4.1.2 Option 2)or with its preservation
(Chapter 4.1.3 Option 3). While hypothesis 2 provides for the laying of the welded mesh
in the lower level of the base layer, this last hypothesis (option 3) provides for the
scarification only of the surface level of the base layer with the recovery of the bearing
capacity of the road base layer thanks to the improving features brought by the welded
mesh and by a somewhat thicker binder layer. Considering, as reference, the construction
of a conventional pavement (option 1) and assuring the same results as time goes by,
option 3 allows a saving of about 20 %. Option 2 allows an economic advantage in case it
prolongs the life of the artefact or of its single parts of at least 15 %. This hypothesis is
perfectly compatible with the experimental results so far observed.
26
4.1.1 Option 1- Reconstruction of the conventional pavement
Phase 1: Asphalt removal Central South Europe

Europe
1-Asphalt thickness 140 mm 140 mm
2-Asphalt density 2.40 t/m3 2.40 t/m3
3-Milling and disposal 8.5 €/t 13.2 €/t
4-Cost of asphalt removal 2.86 €/m² 4.44 €/m2
(voice1/1000*voice2*voice3)
Phase 2: Asphalting of the road base layer Central South Europe

Europe
1- Tack coat type modified bitumen emulsion 1.0 €/m2 0.82 €/m2
2-Asphalt thickness (high module) 50 mm 50 mm
4-Restocking and paving 41.00 €/t 41.88 €/t
5-Asphalting cost 5.92 €/m2 5.85 €/m2
(voice2/1000*voice3*voice4+voice1)
Phase 3: Asphalting of the binder layer Central South Europe

Europe
1- Acid emulsion 65% 0.19 €/m2 0.23 €/m2
2- Asphalt thickness (high module) 50 mm 50 mm
5-Asphalting cost 5.23 €/m² 5.97 €/m2
Phase 4: Asphalting of the wearing course Central South Europe

Europe
(65%)
Summary of costs Central South Europe

Europe
Phase 1: Asphalt removal 2.86 €/m2 4.42 €/m2
Phase 2: Asphalting of road base layer 5.92 €/m2 5.85 €/m2
Phase 3: Asphalting of binder layer 5.23 €/m2 5.97 €/m2
Phase 4: Asphalting of the wearing course 5.47 €/m2 6.94 €/m2
total 19.70 €/m2 23.16 €/m2
27
Binder 50 mm
base layer with steel net 50 mm
Fig. 13 Road category Extra-urban Motorway. Option 2.

Transformation from conventional road to REFLEX road with complete
reconstruction of the road base layer
4.1.2 Option 2- Transformation from conventional road to REFLEX road with

complete reconstruction of the road base layer

Europe
4-Cost of asphalt removal 2.86 €/m² 4.42 €/m2
Phase 2: Asphalting of the road base layer Central Europe South Europe
1- Tack coat type SAMI (pure modified bitumen) 1.50 €/m2 1.61 €/m2
2-Steel net reinforcement (100*100*6mm) 3.50 €/m2 3.50 €/m2
3-Asphalt thickness (high module) 50 mm 50 mm
(voice3/1000*voice4*voice5+voice1+voice2)
28
Phase 3: Asphalting of the binder layer Central South Europe

Europe
1- Acid emulsion 65% 0.19 €/m2 0.23 €/m2
2- Asphalt thickness (high module) 50 mm 50 mm

Europe
(65%)

Europe
Phase 2: Asphalting of the road base layer 9.92 €/m2 10.14 €/m2
Phase 3: Asphalting of the binder layer 5.23 €/m2 5.97 €/m2
Total 23.48 €/m2 27.47 €/m2
29
Binder with steel net 60 mm

old bound base layer 40 mm
Fig. 14 Road category Extra-urban Motorway. Option 3.

Transformation from conventional road to REFLEX road with partial
reconstruction of the road base layer
4.1.3 Option 3- Transformation from conventional road to REFLEX road with

partial reconstruction of the road base layer

Europe
4-Cost of asphalt removal 2.35 €/m2 3.17 €/m2
Phase 2: Asphalting of the binder layer Central South

Europe Europe
1- Tack coat type SAMI (pure modified bitumen) 1.50 €/m2 1.61 €/m2
2-Steel net reinforcement (100*100*6mm) 3.50 €/m2 3.50 €/m2
3- Asphalt thickness(high module) 60 mm 60 mm
(voice5/1000*voice3*voice4+voice1+voice2)

Europe
(65%)
30

Europe
Phase 2: Asphalting of the binder layer 10.76 €/m2 11.99 €/m2
Total 18.58 €/m2 22.10 €/m2
4.2 Other examples
For the German example a Class I pavement (according to the catalogue on pavements
RStO 2000 - Line 1) has been chosen first. This pavement class is connected to a total
loading of 10 000 000 up to 32 000 000 equivalent 10-ton axle passes during the whole
lifetime - usually 30 years. Total thickness of asphalt layers is 300 mm. For higher traffic
loading (> 30 000 000 equivalent 10-tons axle passes) Class SV pavements are shown in
the catalogue; for line 1 total thickness of asphalt layers is 340mm.
It was assumed that Class I will be representative for existing German network of federal
motorways (2001: 11.800 km) and federal highways (2001: 41.400 km). The authorities
are working out a data base for this network; it will be available in the near future.
Next it was assumed that additional reinforcement is used to increase the bearing capacity
or the resistance against rutting.
To evaluate the different classes according to the total costs (for asphalt layers only)
additional Class SV and Class II pavements are shown.
In respect to rutting problems for bus-stop areas and bus lanes an example using a Class
III pavement is given.
All costs are calculated using net prices assuming to be average.
4.2.1 Class I roads
Total thickness of asphalt is 300 mm divided into:
1) Wearing course. Layer thickness 40 mm

3) Base layer. Layer thickness 180 mm
[4) Unbound foundation layers.]
New construction without reinforcement (Conventional-Class I)
180 mm base layer 10.40 €/m²

tack coat 0.20 €/m²
80 mm asphalt binder 8.00 €/m²
40 mm wearing course 4.75 €/m²
31
Total 23.55 €/m² (100%)
4.2.1.1 Bearing capacity
New construction with additional reinforcement to increase bearing capacity (REFLEX

I.BC) or to reach an "upgrade of Class I " pavements, respectively.
80 mm base layer 1 5.60 €/m²

Reinforcement 3.50 €/m²
100 mm base layer 2 6.25 €/m²
Total 28.70 €/m² (122%)
For comparison: new construction (Conventional-Class SV) without reinforcement

Total 27.05 €/m² (115%)
4.2.1.2 Rutting
New construction (Class I) with additional reinforcement to increase resistance against

rutting (REFLEX I.RR1); Version 1: Reinforcement in the middle of the binder course.

40 mm asphalt binder 1 4.20 €/m²
32

Total 28.09 €/m² (119%)
New construction (Class I) with additional reinforcement to increase resistance against

rutting (REFLEX I.RR2) Version 2: Reinforcement on top of the base layer.

Total 27.05 €/m² (115%)
4.2.2. Class II roads
Total thickness of asphalt is 260 mm divided into:
1) Wearing course. Layer thickness 40 mm

3) Base layer. Layer thickness 140 mm
[4) Unbound foundation layer.]
New construction without reinforcement (Conventional Class II)

Total 21.55 €/m² (100%)

II.BC)

33

Total 25.25 €/m² (117%)
4.2.2.2 Rutting
New construction with additional reinforcement to increase resistance against rutting

(REFLEX II.RR1); Version 1: Reinforcement in the middle of the binder course.

Total 26.09 €/m² (121%)

(REFLEX II.RR2) Version 2: Reinforcement on top of the base layer.

Total 25.05 €/m² (116%)
4.2.3. Bus lanes or Bus stops (urban roads)
According to the pavement catalogue a Class III pavement should be used for bus-lanes
and bus-stops if the loading is up to 150 coaches per day; for higher loading: Class II as
shown above.
New construction without reinforcement (Conventional Class III)
34

Total 17.75 €/m² (100%)

III.BC)

Total 21.45 €/m² (120%)
4.2.3.2 Rutting
Costs for partial renewal (binder and wearing course) of existing unreinforced Class III
pavement:
Milling and disposal (80mm) 3.80 €/m²

Total 13.15 €/m²
alternatively: partial renewal and additional reinforcement:
Milling and disposal (80mm) 3.80 €/m²

35

Total 16.65 €/m²

(REFLEX III.RR)

Total 21.25 €/m² (119%)
4.2.4 Conclusions
As seen in the previous cases reported for Germany, in which solutions were examined in
order to solve different problems on different types of roads, the application of Reflex
technology entailed a cost increase that was essentially constant, varying from 15% to
22%. By applying formula [ 12 ] and assuming that SDR is equivalent to 0, the cost-
effectiveness and thus the value of EG>0 assumes a PLT value that, on the average,
exceeds 18.88 and varies from 14.86 to 21.87. Without considering SDR, EG value of 1
is obtained with mean PLT equal to 46,99%. The cost-effectiveness threshold, set at
18.88 on the average, is normally guaranteed by the trials performed during other tasks
carried out as part of Reflex research.
5. Removal and restoration of reflex Road superstructure
The purpose of the test is to check the possibility of removing the road superstructure
built according to Reflex standards and if the results are positive, it will be feasible to
estimate its application (Fig. 14a-14g). A question, which instinctively arises in the
interlocutor’s mind, as far as Reflex technology is concerned, takes into consideration the
possibility of removing metal structures, which are so tightly bound to the bituminous
conglomerate. In conclusion it reflects fear of the irreversible or irremediable intervention
in case it does not conform to what was wanted. Actually the problem arises from the
features required in the end item, it is to say a combination of materials and structures
which opposes deterioration, break-ups or subsiding; moreover it should give the road
structure an increase of coherence and uniformity. The execution of operations that
require the removal of the binder course with the welded mesh meets in practice a limited
36
number of actual requirements such as for example the laying of pipelines and cables
along or crosswise to the sub grade, while the widening of the grade, variation on the
increase of the road level, junction of by-roads or much better the remaking of the
wearing course or also of the binder course do not require interventions which involve,
instead, the layer containing the welded mesh (Fig. 14h). The cases in which the need of
remaking the lower layers not-binder is stressed are very rare instead; this is mostly
related to wrong planning estimations about the bearing capacity of the ground to which
however Reflex technology can really bring the greater benefits.
5.1 Materials and techniques
On 4th July 2001 a removal and restoration test concerning Reflex pavement of the A23
(E55) motorway from km 11.800 to 12.000 was performed. The pavement of the slow
traffic lane belonging to this motorway stretch, already described in the context of task 6,
was made in September 1999 with REFLEX technology and therefore it had already
undergone an ageing of about 24 months with an average traffic in the slow traffic lane of
about 14500 vehicles/day (data based on average daily traffic in 1998). The replaced
stretch is the one labeled as A with the mesh positioned in the lower part of the base
layer.
The removal technique adopted is a double subsequent milling. In the second milling
phase we try, it is to say, to work on a compact layer of thickness equal to the nominal
maximum characteristic of the recycling machine (15 cm) which should have the mesh
positioned in the lower part of the thickness supposing that the internal cohesion of the
bituminous conglomerate of the base layer and the adhesion to the interface with the
underlying layer help the rotor wrench the wire fabric by forcing the meshes; this makes
possible to obtain fractions of wire 1 or 2 meshes long (10-20 cm). As far as the
operations are concerned a recycling machine Wirtgen 2000VC has been employed. The
largest milling width is equal to 2100 mm and it can mill a variable depth from 0 to 150
mm. The features of the rotor employed have been: tool spacing 15 mm, number of
cutting tools 180, drum diameter with tools 861 mm and drum tilt max 5°. The initial
milling has removed at the same time along 35 m the first 7 cm of road structure made
up by the wearing course (4 cm) and by a portion (3 cm) of binder (5 cm). Since the
recycling machine has a maximum milling width inferior to the grade, the entire width of
the lane (420 cm) has been covered with two successive brushes 210 cm each.
The second milling phase has removed 20 m, the remaining 2 cm of binder, 10 cm of the
base layer overhanging the mesh, the mesh itself and a portion of the old base layer
situated below the one remade in 1999 (1-2 cm), 14 cm on the whole. Also in this case
two parallel milling performances have been necessary to cover the entire width of the
working area. In both milling phases, the operation has been carried out in an improper
way, it is to say with a lift of the wearing course caused by the rotor in the working
direction.
37
Fig. 14a Schematic plan view of the carriageway of the road network of the Autovie
Venete undergoing trials to remove the electrowelded mesh. The figure shows the four
phases of removal of the road.
Fig. 14b Schematic view of the cross section of the carriageway of the road network of
the Autovie Venete undergoing trials to remove the electrowelded mesh. The figure shows
the circumstances of the road at the end of the third and fourth phases of removal of the
road structure. Note the longitudinal sections of mesh partially removed by the milling
machine at the end of the third phase (see also Fig. 14f)
38
Fig. 14c Schematic view of the longitudinal section of the carriageway of the road
network of the Autovie Venete undergoing trials to remove the electrowelded mesh. The
figure shows the circumstances of the road after removing the road structure and
installing the electrowelded mesh. Note the arrangement of the mesh and the direction of
installation used
Fig. 14d View of the cross- and longitudinal-sections on the rotor of the milling machine
at the end of the third stage of removal. Note how the reinforcing rod is wrapped along
the left side of the rotor (with respect to the direction of advancement of the machine).
39
Fig. 14e View of the cross- and longitudinal-sections on the rotor of the milling machine
at the end of the fourth stage of removal. Note how the reinforcing rod is wrapped
around the central part of the rotor.
40
Fig. 14f Removal of the longitudinal section of the mesh, partially removed by the
milling machine at the end of the third phase (represented in Fig. XX).
0.05 ÷ 0.06
0.08 ÷ 0.10
0.08 ÷ 0.10
0.30
VARIABLE WIDTH
Fig. 14g Schematic description of the removal and reconstruction work performed. The
surrounding structure is easily visible in the cross-section.
41
Fig. 14h One example of intervention entailing removal of the mesh, in order to install or
perform maintenance on pipelines. Usually, the road structure reinforced with mesh is
considered a permanent structure and not subject to removal, with exception taken in
these cases.
42
5.2 Results
The milling of the first surface level has not presented any problems, because whether the
road structure or the type of intervention are different to what is usually made on
conventional roadway stretches. The second milling phase concerning the welded mesh
has immediately underlined a progression speed of the milling-machine equal to 105-110
cm /per minute, strongly inferior to the one necessary on conventional roads. The rotor
inspection at the end of the milling has displayed a rolling up of the wires around the
rotor body yet confirming the initial hypothesis that the internal cohesion of the
bituminous conglomerate of the base layer and the adhesion to the interface with the
underlying layer have held back the welded mesh. In reality the welds of the welded
mesh did not stand the shear, torsion and traction stresses and they shortly released the
wires that reached a force of traction sufficient to cause the wrench only after they were
twisted around the rotor. The contribution to the knot of the transversal wires of the mesh
(parallel to the road line of march) is also witnessed by the length of the longest metallic
pieces found on the rotor equal to 250 cm (25 pieces measuring 10 cm each) above the
milling width (215 cm). During the first milling operation on the hard shoulder the
anchorage added a lateral component that caused the shift of the wire coil towards the
lateral side of the rotor and the engine cylinder, which supported it, since the longitudinal
wires of the mesh, continued towards the overtaking lane. As regards the second
performance the rolling up has in fact occurred in central position thanks to the V-upside
down disposition of the rotor teeth. The removal operations have not damaged the milling
machine or some of its parts, but it is necessary to make an intervention about every 20
metres of milled road.
second
first running
running total
way
way
employed workers n° 3 3 3
manual intervention on the rotor minutes per man 20 40 60
oxygen cutting on the rotor minutes per man 15 5 20
manual intervention on the engine cylinder minutes per man 50 0 50
oxygen cutting on the engine cylinder minutes per man 20 0 20
total minutes per man 105 45 150
Tab. 12 Data referred to milling test
As can be noticed from the above table the necessary effort to start with the removal
operations is remarkable if compared with the milling of the road 20m long, 370 cm wide
and 14 cm deep. The metallic pieces, which have been removed, have turned out to be
non-oxidized in spite of the salt shedding made during the winters in 1999 and 2000 in
order to avoid the formation of surface ice. In many cases, after the removal, the surface
of the wires still shows in the lower half the sprayed slurry while the upper half is smooth
and without incrustations.
43
5.3 Conclusions
Total removal 150 minutes/man

Tab. 13 Results of the milling test and economic
operation time
evaluation
Road length 20 m
Road width 370 cm
Man power 0.87 €/m² +0,26%
According to the test results it has not been
Stop milling 2 €/m² +60%
considered necessary to carry on with the removal
machine
experimentation along the provincial road of
Lower milling 1.6-2.6 €/m² +50-80%
Total 4.47-5.47 €/m² +136-166%
Salmastro. The experimental work to remove the
Milling 3.25 €/m²
REFLEX pavement along the motorway segment
reference cost Udine-Palmanova has confirmed that the removal
(14 cm of the pavement is possible. The technical
thickness) problems emerged have pointed out the inadequacy
of the milling machines now into use to perform
removal operations of great importance; moreover they have stressed the substantial
permanent character of the reinforced road structure. The positioning intervention of
cables and pipelines is however limited to small surfaces and to intervention methods
different from the ones performed. The considerations regarding the typology of restored
road can be extended without further checks to similar interventions in northern Europe
and with other building techniques, which provide for the use of welded mesh.
The use of welded mesh can involve a decrease of the bituminous conglomerate
employed; yet in cases in which the road level is fixed and therefore the quantity of
bituminous conglomerate cannot be varied this means an increase of the average life of
the artefact.
44
6. Environmental aspects
6.1 Introduction
The impact of the application of Reflex technology to roadway structures was evaluated
by applying the Life Cycle Assessment (LCA) method. This technique considers the
environmental impact created by a product or service throughout its entire life cycle,
beginning with the purchase of raw materials (various authors, 1998; various authors,
1999). Starting with the collection of initial data and using certain calculation processes,
it is possible to quantify the flows entering and exiting the system, such as those
attributable to the use of resources and release into the air, water and soil associated with
the system. Subsequently, the data concerning different flows are normalized, permitting
a comparison of the overall impact caused by the structures.
The goal of the LCA presented here was to evaluate if the overall environmental impact
of roadway structures made using Reflex technology presented higher or lower values
than those attributable to conventional technology.
6.2 Materials and methods
6.2.1 Study limitations
The study considers only some of the life-cycle phases of the roadway structures taken
into consideration, which are listed in diagram 1 below. Specifically, the use phase of the
structure and the demolition phase were excluded, as no significant differences were
expected for them between the structures made using the Reflex system and standard
ones.
The study instead included the production phase of the fuel used in the various phases, as
well as the phase for producing fuel used to generate electrical power.
The waste used in these processes as a raw material was considered at a null impact,
whereas all the impacts related to any processes undergone by the waste in order to be
retransformed into raw material were calculated.
Lastly, the study excluded the management of residue from the scarification of the road
surface, given that for the surface part (or, in the case of Reflex, the part over the
electrowelded mesh) this was essentially common to the various types of manufactured
items. Instead, for the deeper part (or, in the case of Reflex, the underlying part including
the electrowelded mesh), it is considered a permanent or semi-permanent item.
45
Aggregate production Transport Unbound layer construction
Binder production
Mixing &
Sub-base layer construction
transport
Aggregate production
Emulsion
Binder production
Mixing &
PHASE 1
Base layer construction
transport
Emulsion
Binder production STRUCTURE
Mixing &
Binder layer construction
transport
Emulsion
CONSTRUCTION
Binder production
Mixing &
Wear layer construction
transport
Use of the structure (escluded from analysis)
Superficiali scarifying Transport Conglomerate recovery

Emulsion
Binder production
Mixing & PHASE 2
Wear layer construction
transport
Aggregate production ORDINARY MANUTENTION
Use of the structure (escluded from analysis)
Deep scarifying Transport Conglomerate recovery

Emulsion
Binder production
Mixing &
Binder layer construction
transport
Emulsion
Binder production
PHASE 3
Mixing & Wear layer construction
transport EXTRAORDINARY MANUTENTION
Structure demolition (escluded from the analysis)
Fig. 15 Phases in the life cycle of the items considered in the study
46
6.2.2 Functional units and duration of the life cycle
All the impacts referred to the functional unit of “square meter of finished road surface”.
The life of the road item was set at 36 years and the impacts were divided into two
macro-phases: construction and maintenance. The variations in producing the road item
following the use of Reflex Technology and assumed during the simulation were:
reduction of the base course from 150 mm to 130 mm, equivalent to –13% for
motorways, and from 120 mm to 100 mm for provincial and local roads. Likewise, a
mean increase in the life of the road items was assumed in relation to ordinary and
extraordinary maintenance, variable from 20 to 50%.
6.2.3 Origin and quality of the data
Ferriere Nord furnished the data on the consumption of raw material to make the
structures, whereas the data on the environmental impacts were taken from the Simapro
database.
The aggregations of the impacts will be performed using the Ecoindicator 95 method.
This method was developed as part of the NOH programme by the PRé and Duijf
companies, in a research project conducted with Philips Consumer Electronics, NedCar
(Volvo/Mitsubishi), Océ, Schuurink, CML, Leiden, Delft University of Technologies,
IDES (Amsterdam), Center for Energy Conservation. The characterization methods
comply with the CML model, but the toxicity categories were distinguished as heavy
metals, carcinogens, pesticides and winter smog. The normalization method was based on
1990 levels for Europe, excluding the USSR.
Effect Classification Coefficient of aggregation

1. Greenhouse effect NOH LCA manual (IPCC) 2.5
2. Reduction of ozone layer NOH LCA manual (IPCC) 100
3. Acidification NOH LCA manual 10
4. Eutrophication NOH LCA manual 5
5. Summer smog NOH LCA manual 2.5
6. Winter smog WHO Air Quality Guidelines; 5
7. Pesticides Active ingredient 25
WHO Air Quality Guidelines;
8. Heavy metals 5
Quality Guidelines for Drinking Water
9. Carcinogens WHO Air Quality Guidelines; 10
tab. 14 coefficients to be attributed in order to aggregate the impacts

47
6.2.4 Characteristics of the structures being examined
The main materials used in the simulation were:

Material Type
Bitumen Mean data for Dutch production
Modified bitumen SBS 30%
Basaltic aggregates From rock quarry
Limestone aggregate From gravel pit
Electrowelded mesh HD 100*100mm Ferriere Nord
Cement Cement, type II Al 32.5 R (UNI EN 196)
Bituminous emulsions Bitumen 90%
In the simulation, it was theorised that the vehicles used to transport the materials to be
used to produce the bituminous conglomerates covered the following distances:
Material Distance Kind of transport

Limestone aggregates 30 km truck
Basaltic aggregates 100 km truck
Recycled asphalt 30 km truck
Bitumen 100 km truck
Modified bitumen 100 km truck
It was also theorized that the materials expected to be used for the strata of the roadway
structure had the following provenance:
Material Distance Kind of transport

Bituminous conglomerates 50 km Truck
Reinforcing mesh 100 km Truck
Bituminous acid emulsion 50 km Truck
Modified bituminous emulsion 50 km Truck
Cement 100 km Truck
The following characteristics were theorized with regard to the composition of the strata
of the roadway structures:
Standard course layer Density (kg/m3) Material Dosage per m3 of finished product
2420 Bitumen 127.05 kg/m3
Basaltic aggregates 2292.95 kg/m3
Modified course layer Density (kg/m3) Material Dosage per m3 of finished product
2420 Modified bitumen 127.05 kg/m3
Basaltic aggregates 2292.95 kg/m3
48
Standard binder Density (kg/m3) Material Dosage per m3 of finished product

2400 Bitumen 114 kg/m3
Limestone aggregate 2286 kg/m3
Recycled binder Density (kg/m3) Material Dosage per m3 of finished product

2400 Bitumen 114 kg/m3
Recycled asphalt 240 kg/m3
Standard base Density (kg/m3) Material Dosage per m3 of finished product

Limestone aggregate 2252.25 kg/m3
Recycled base Density (kg/m3) Material Dosage per m3 of finished product
Standard sub-base Density (kg/m3) Material Dosage per m3 of finished product

Recycled sub-base Density (kg/m3) Material Dosage per m3 of finished product
Cement bound layer Density (kg/m3) Material Dosage per m3 of finished product
2400 Cement 97.842 kg/m3
Water 144,000 kg/m3
Unbound base Density (kg/m3) Material Dosage per m3 of finished product

2450 Water 116 kg/m3
49
The variables considered in the comparison between the two technologies (standard and
Reflex) were the type of road (motorway, road with medium traffic and importance, road
with low traffic and importance) and climate (Mediterranean and Continental). The
variables and cases can be summarized as follows:
Type of road Climate Materials Construction Notes
With or without
Mediterranean or Recycled asphalt not
Motorway Porous course layer reinforcing mesh for
continental used
the base layer
Provincial road With or without

Mediterranean or Standard bituminous
(medium level of reinforcing mesh for Recycled asphalt used
continental course layer
traffic) the base layer
With or without
Local road (low level Mediterranean or Standard bituminous reinforcing mesh for Recycled asphalt used
of traffic) continental course layer the base layer
The structures to be compared are described in the following tables:
Motorway with Reflex system Mediterranean climate Continental climate

Frequency of the Frequency of the Frequency of the Frequency of the
Thickness
Stratum ordinary extraordinary ordinary extraordinary
(mm)
maintenance maintenance maintenance maintenance
porous course layer 60
Binder 70
Base 130
Reinforcing mesh 4.71 kg/mq 6 years 18 years 5 years 12 years
Sami emulsion 2.5 kg/mq
Sub-base 70
Unbound 150
Standard motorway Mediterranean climate Continental climate

Thickness
(mm)
porous course layer 60
Binder 70
Base 150 5 years 12 years 4 years 8 years
Sub-base 70
Unbound 150
50
Local motor road with Reflex

system Mediterranean climate Continental climate
Thickness
(mm)
Standard course layer 50
Binder 60
Base 100
Sami emulsion 1 kg/mq
Cement bound layer 20
Unbound 150
Standard main road Mediterranean climate Continental climate

Thickness
(mm)
Binder 60
Base 120
12 years 12 years 8 years 8 years
Cement bound
20
layer
Unbound 150
Local motor road with Reflex

Mediterranean climate Continental climate
system
Thickness
(mm)
Binder 50
Base 100
Sami emulsion 1 kg/mq
Unbound 150
Local standard motor road Mediterranean climate Continental climate

Thickness
(mm)
Binder 50
Base 120 12 years 12 years 8 years 8 years
Unbound 150
51
6.3 Study results
Initially, a single case was evaluated analytically. Fig. 9, 10, 11 and 12 show the case
involving the motorway structure exposed to a continental climate. These diagrams show
the normalised impacts of the individual components of the roadway structure, divided
into each of the two technologies and each of the two life phases (construction and
maintenance). In this case, as in the subsequent simulations, climate was not considered a
factor with a significant effect on the construction phase.
During the construction phase conducted using Reflex technology, a decreased impact
was noted with regard to the Base (-13%) and the Modified Bituminous layer,
overcompensated by the impact of the electrowelded steel mesh.
Following evaluation of the individual representative case, the separate life phases of the
roadway structures were analysed. The construction phase for the three types of roads
(motorways, provincial roads with medium traffic and importance, local roads with low
traffic and importance), divided into the two categories of construction technology
(standard and Reflex) is listed in fig. 13 (considered not sensitive to the climatic factor).
When the same road type is considered, the standard technology shows a lower impact
than Reflex during construction, due to the use of steel and to the ensuing specific impact.
The maintenance phase following construction is illustrated in fig. 14, 15 and 16. In this
phase, Reflex technology always shows a lower impact with respect to standard
technology when the same type of road and climate are considered.
For each of the three types of roads, the results have been condensed and summarized in
figures 17 (motorways), 18 (provincial roads with medium traffic and importance) and 19
(local roads with low traffic and importance), obtained from the sum of the impacts of the
construction and maintenance phases.
Fig. 16 Details of the impacts of the construction phase for a Reflex motorway
52
Fig. 17 Details of the impacts of the maintenance phase in a continental climate for a Reflex
motorway
Fig. 18 Details of the impacts of the construction phase for a standard motorway
53
Fig. 19 Details of the impact of the maintenance phase in a continental climate for a
standard motorway
Fig. 20 Comparison of the impacts of the construction phase for the six types of roads tested
54
Fig. 21 Comparison of the impacts of the maintenance phase for the various types of
motorways tested
55
Fig. 22 Comparison of the impacts of the maintenance phase for the various types of
provincial roads tested
Fig. 23 Comparison of the impacts of the maintenance phase for the various types of local
roads tested
56
Fig. 24 Comparison of overall LCA for a motorway made with the Reflex system or with the
standard system
Fig. 25 Comparison of overall LCA for a provincial road made with the Reflex system or with
the standard system
57
Fig. 26 Comparison of overall LCA for a local road made with the Reflex system or with the
standard system
Fig. 27 Comparison of overall LCA for a provincial road made with the Reflex system or with
the standard system (no reduction in thickness)
58
Fig. 28 Comparison of overall LCA for a local road made with the Reflex system or with the
standard system (no reduction in thickness)
Fig. 29 Comparison of overall LCA for a motorway made with the Reflex system or with the
standard system (no reduction in thickness)
59
6.4 Environmental study conclusions
Analysing the details of the impacts of the components (fig. 16, 17), we can see that the
impact of the materials is clearly higher than the impact of workmanship, both in the
construction phase and in maintenance. Specifically, bituminous conglomerates and the
electrowelded mesh had a considerable impact: the conglomerates mainly affected
acidification and the greenhouse effect, whereas the effect of the mesh is split across
smog, heavy metals and acidification.
Based on an analysis of the results that were obtained, it emerges that the use of the
Reflex system has a higher environmental impact (fig. 20) during the construction phase
than the standard system for all road types that were examined. This effect is more
evident with local or provincial roads (+10% of the overall impact) than in motorways
(+6% of the overall impact), and it is due mainly to the impact of heavy metals generated
during the production of electrowelded mesh. Nevertheless, a slight decrease in the
thickness of the base course was assumed. Figures 16 and 18 show that with motorways,
due to the high impact in the use of steel, in order to obtain a positive balance in favor of
Reflex Technology from the construction phase, it would be necessary to reduce the
thickness of each of the base, binder and course layers by more than 15% , or one-third of
the thickness of the base layer only.
As opposed to the construction phase, during the maintenance phase (fig. 21, 22 and 23)
the use of the Reflex system has a lower environmental impact compared to the standard
system in all the road types that were examined. This effect is more visible in motorways
(-20%) than in provincial roads (-14%) and local roads (-10%). It is due mainly to the
lower frequency of ordinary and extraordinary maintenance work permitted by the Reflex
system.
Diagrams of fig. 24, 25 and 26 allow us to compare the overall impacts of the Reflex
construction system with the standard one. Based on this evaluation, it emerges that using
the Reflex system leads to a lower environmental impact than the standard system for all
road types that were considered. This effect is more noticeable with motorways (-
12/14%) than with provincial roads (-6/8%) or local ones (-3/4%). It is due mainly to the
lower frequency of ordinary and extraordinary maintenance work permitted by the Reflex
system. Even without a decrease in the thickness of the base layer, when assuming
strictly an extension in the mean life of the road item, the impact of the Reflex system
proved to be lower (Figures 27, 28, 29) than that of conventional technology, although to
a lesser extent.
In general, it can also be noted that the Reflex system guarantees better environmental
performance in a continental climate than in the Mediterranean one for all types of roads
that were considered, since the continental climate requires more frequent maintenance.
Consequently, the Reflex system can rightly be considered a “cleaner technology”.
60
7. Conclusions
The simulations performed based on the mean data for Italian and Finnish road
meshes, of which two examples are listed in Chapter 2.3, have made it possible to verify
the cost-effectiveness of applying Reflex technology to roadway structures that will not
be put out of use or completely dismantled on the average within about two times the
mean life of the road superstructure (2 x 10-12 years). Undoubtedly the number of
variables in the field and the wide potential range of expansion of their values make it
very difficult to arrive at an accurate forecast of this cost-effectiveness, and these results
must certainly be interpreted as a mean value among those observed during the
simulations performed. The cost-effectiveness of the application of Reflex technology in
practice for individual design situations can be evaluated through formula [ 12 ], where
EG assumes positive values if the applicability of Reflex technology is cost-effective.
The values approximately approach 10 if the mean life of the road item doubles, for roads
that are not subject to additional stress in relation to design and with a decisive
comparability of the costs of Reflex and additional technology. The three parameters
assume the same importance in weighing cost-effectiveness EG. In the example listed in
Chapter 4.1, if PLT=40, SDR=10, considers Cconventional=23.16 and Creflex=27.47, this
index is positive and it equals 1,26. The index indubitably presents the difficulty of the
subjective evaluation of parameters PLT and SDR, but it is intended for an initial
evaluation by the designer, and it must necessarily be followed by a subsequent, more
accurate evaluation. Thus, the level of approximation can be acceptable. Evaluations of
the EG index or, better yet, of E [ 9 ] with market costs of materials and precautionary
PLT values undoubtedly confirm the extent of the cost-effectiveness of the Reflex
solution. Even verification of the emblematic German cases puts the threshold level of
the convenience at an average value of PLT of 19%. The trials of removing the mesh and
the estimate of the relative costs configure the mesh laid as a fixed and permanent
structure, similar to the reinforced structures in buildings. This structure may be removed
but this operation is associated with extraordinary maintenance such as installation of
pipelines or so forth.. From an environmental standpoint, LCA confirms that Reflex
technology has a greater environmental impact than conventional technology during the
construction phase (specific impact of steel), which is fully reabsorbed during the
maintenance phase. On the whole, Reflex technology can therefore be considered a clean
technology.
8. Reference bibliography
AAVV 1988 – Istruzioni sulla pianificazione della manutenzione stradale. Bollettino

ufficiale CNR n° 125, pp 87.
AA.VV. 1992. RIVM, The environment in Europe: A global perspective, Sept. 1992,
ISBN 90-6960-031-5.
AA.VV. 1993. SETAC, Society of Environmental Toxicology and Chemistry, Guidelines
for Life-Cycle Assessment, a 'Code of Practice', Brussels, Belgium, 1993. This is a
general description of the basic principles of LCA
61
AA.VV. 1995. SimaPro, Life Cycle Assessment software and database, includes the Eco-
indicator 95 methodology, PR_ Consultants, Amersfoort, The Netherlands.
AA.VV. 1998- UNI EN ISO 14040. Gestione ambientale. Valutazione del ciclo di vita.
Principi e quadro di riferimento.
AA.VV. 1999. UNI EN ISO 14041. Gestione ambientale. Valutazione del ciclo di vita.
Definizione dell’obiettivo e del campo di applicazione e analisi dell’inventario.
AA.VV. 2000. SNRA: Strengthening of asphalt pavements-Research trial on Rv 42 at
Koberg.
AA.VV. 2000. Life cycle assessment of road construction. Finnra reports 17/2000. 60 pp
AA.VV 2001. Il Life Cycle Assessment dell’asfalto. Asphalt Life Cycle Assessment.
Rassegna del bitume. n° 38, pp 43-49.
AA.VV 2002. Tecniche di riciclaggio delle pavimentazioni stradali. Manuale per l’uso
corretto del conglomerato bituminoso fresato. Monografia edita dal SITEB, Associazione
Italiana Bitume Asfalto Strade.
AHBE S. ET AL. 1990. Methodik für Oekobilanzen [Method for Environmental Life
Cycle Assessments], Buwal, publication 133, October 1990, Bern, Switzerland.
GOEDKOOP M.J. 1995. The Eco-indicator 95, Final report.
GOEDKOOP M.J., CNUBBEN P. 1995. De Eco-indicator 95 bijlage rapport (annex
report); NOH report 9514 A; PR_ Consultants; Amersfoort (NL); juli 1995, ISBN 90-
72130-76-6
GOEDKOOP M.J.; DEMMERS M.; COLLIGNON M.X. 1995. The Eco-indicator
95, Manual for designers; NOH report 9524; PR_ consultants; Amersfoort (NL); juli
1995; ISBN 90-72130-78-2..
HEIJUNGS R. ET AL. 1992. Environmental life cycle assessment of products, Guide
and Backgrounds, NOH report 9266 and 9267; Leiden; 1992; commissioned by the
National Reuse of Waste Research Programme (NOH), in collaboration with CML, TNO
and B&G.
KANGAS H., ONNINEN H. & SAARELAINEN S.- 2000: Testing a pavement on
thawing, frost-susceptible subgrade with the heavy vehicle simulator. Finnra reports
31/2000. 68 pp

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REFLEX Final Report T8:02 Confidential

Economical and environmental

Loris Bianco (FENO)

REPORT N°: T8:02

TITLE: Economic and

The objectives of task 8 of the REFLEX research involve drawing up a cost–benefit

2. Evaluation of European data

2.1 Italian roads

estimated average total

ROADS WITH MEDIUM layer road average cost maintenance reconstruction

LOCAL ROADS (non- layer road average cost maintenance reconstruction

2.2 Finnish roads

layer layer material cost estimate Type of costs of frequency of to be done

layer layer material cost estimate Type of costs of frequency of to be done

layer layer material cost estimate Type of costs of frequency of to be done

layer layer material cost estimate Type of costs of frequency of to be

layer layer material cost estimate Type of costs of frequency of to be

2.3 Evaluation of the maintenance costs

Age (years) Age (years)

A) Performance (measure) b) Cost variation for road

Age (years) Age (years)

Fig. 1 Cost and performance curves

actual intervention time

Layer descr. Layer Layer dim.

Granular unbound variable Granular unbound variable

Kind of road State roads Reflex Technology

Cost/time diagram (Italy, statal road

Fig. 6 Cost/time diagram referred to table 11

Benefit cumulative diagram (Italy,

Fig. 7 Benefit annual and cumulative diagram referred to fig. 6 curves

Wearing course 5 cm Wearing course 5 cm

Base layer 6 cm Base layer 6 cm

Granular unbound variable

Fig. 8 Finnish motorway layers Fig. 9 Finnish motorway layers (with

Kind of road Motorways

steel amount 4 kg/m2

to be done at max cost

Cost/time diagram (Finland,

€/m2 motorway simulation)

8 annual cost for road

Fig. 10 Cost/time diagram referred to table 11

Benefit cumulative diagram (Finland,

€/m2 statal road simulation)

Fig. 11 Benefit annual and cumulative diagram referred to fig. 10 curves

3. Economic evaluation of the advantage of Reflex

Creflex= Cost of the work using Reflex technology

It is therefore necessary to supply a corrective factor (shown as PLT or Prolongation of

PLT= Prolongation of Life Time

Cconvenzionale  PLT   SDR 

SDR variable datum (Stress of Different Roads) is represented by a percentage value

Cconvenzionale  PLT   SDR 

CTReflex= Typical REFLEX technology construction costs

2) Potential saving on the use of materials against the disadvantage of achieving a

and CT value [ 4 ] can be replaced with the aforementioned figures, i.e.:

Cconvenzionale  PLT(CB )   SDR 

Cconvenzionale  PLT( CB )   SDR 

Simplifying the aforementioned equation, we have:

Cconvenzionale  PLT( CB )   SDR 

Cconvenzionale  PLT   SDR 

Cconvenzionale  PLT   SDR 

Replacing and simplifying, we have:

Cconvenzionale ⋅ (100 + PLT ) ⋅ (100 + SDR) − 10000 ⋅ Creflex