HEADLINE PERFORMANCE EXAMPLE
Up to 97% less CO₂ compared to throw-and-go pothole repairs.
One permanent, hot-applied Elastomac repair can replace multiple repeat visits with conventional methods over the same period, reducing both carbon and disruption to road users.
Elastomac is a hot-applied, polymer-modified, fully waterproof reinstatement system designed to deliver
permanent, long-life repairs for potholes, cracks, utility trenches and other pavement defects.
This section provides a deep technical overview of its engineering background, performance properties,
whole-life carbon benefits and real-world application results.
Hot-applied reinstatement systems have existed for over 30 years, originally developed for use in
high-movement, high-stress environments such as airfields, bridge decks and industrial pavements.
These early materials demonstrated that a repair which could be heated, flow into voids, bond with the
surrounding asphalt and cool as a seamless monolithic structure was dramatically more durable than
cold-lay alternatives.
Elastomac represents the next generation of these systems, combining polymer-modified binders with
recycled rubber and selected aggregates to create a flexible, waterproof, load-bearing material that
behaves more like engineered asphalt than a traditional patch.
Elastomac is designed to mimic the behaviour of asphalt while adding superior flexibility, waterproofing
and bonding capability. Its composition typically includes:
The result is a hot-poured repair which self-levels, fills voids, expels moisture and forms a dense,
void-free reinstatement.
Elastomac achieves durability through four key mechanisms:
When heated to operating temperature (typically 180–200°C), Elastomac forms a true hot bond with the
existing asphalt. Unlike cold patch materials, which sit on top of the road surface, Elastomac fuses
into the surrounding matrix – eliminating cold joints.
The repair cures as a sealed, impermeable membrane. Water cannot infiltrate the repair edges or base
layer, breaking the freeze–thaw cycle permanently.
The addition of polymers and rubber crumb allows Elastomac to flex under loading and thermal movement.
This reduces cracking and allows the material to absorb shock and deformation without structural damage.
Once cured, the material becomes a dense, cohesive, void-free mass with excellent load distribution.
It effectively reinstates the structural layers of the pavement, not just the surface.
Traditional reactive maintenance relies heavily on cold-lay or cut-and-patch systems, each with inherent
weaknesses:
Elastomac outperforms cold-lay and many hot asphalt reinstatements in several key mechanical properties:
Elastomac demonstrates elastic recovery values significantly higher than conventional materials, allowing
it to resist cracking under thermal stress or sub-base movement.
On high-shear sites such as roundabouts, HGV loading zones and bus stop approaches, Elastomac maintains
structural coherence and resists horizontal forces more effectively.
Unlike asphalt, Elastomac does not rely entirely on compaction. It self-levels into voids and bonds
chemically, allowing consistent density even in hard-to-compact locations.
The polymer-modified binder retains stability under extreme summer temperatures, preventing bleeding or
softening.
The rubber content allows movement in winter without cracking, making it ideal for the UK freeze–thaw
climate.
Elastomac offers one of the highest carbon savings of any pothole repair method currently in use by UK
local authorities:
This represents a carbon reduction of up to 97% per defect, multiplied across hundreds or
thousands of sites annually.
Additional sustainability benefits include:
Elastomac repairs follow a structured, engineering-led procedure:
This rapid procedure reduces disruption for road users while creating a repair that typically lasts as
long as the surrounding pavement.
UK authorities using Elastomac consistently report:
Elastomac provides a long-life, waterproof, flexible reinstatement option designed for real-world
highway pressures. By eliminating cold joints, locking out water and restoring structural capacity,
it represents a transformative step forward in permanent pothole and defect repair.
Elastomac – Permanent Hot-Applied Repair System
1. Origins & Development of Hot-Applied Permanent Repair Systems
2. Material Composition & Engineering Properties
3. How Elastomac Works – Engineering Breakdown
3.1. Hot Bonding
3.2. Waterproof Sealing
3.3. Flexibility & Elastic Response
3.4. Monolithic Structure
4. Comparison Against Traditional Repair Methods
Method
Strengths
Weaknesses
Cold-lay asphalt
Fast, simple, low-cost
No bonding, poor compaction, rapid failure
Cut-and-patch
Better structural replacement
Cold joints, water ingress, slower process, waste
Elastomac
Hot bond, waterproof, flexible, long-life
Requires heating equipment
5. Mechanical Performance Characteristics
5.1. Tensile Strength & Elastic Recovery
5.2. Shear Resistance
5.3. Compaction Independence
5.4. High-Temperature Stability
5.5. Low-Temperature Flexibility
6. Carbon & Sustainability Benefits
7. Application Process
8. Real-World Performance
9. Typical Use Cases
10. Summary
Key advantages:
- Permanently waterproof
- No cold joints
- High flexibility and crack resistance
- Instant open to traffic
- Up to 97% lower CO₂ over whole-life compared to throw-and-go
Potholes & Pavement Defects
Potholes remain one of the most persistent and costly defects on the UK highway network.
This expanded guide explains exactly how potholes form, why certain locations fail repeatedly,
and how permanent hot-applied solutions break the repair cycle.
Potholes do not appear randomly. They follow a predictable engineering sequence:
Once a defect reaches this stage, deterioration accelerates exponentially — especially under braking, turning
or heavy wheel-path loading.
The behaviour of potholes depends heavily on the condition of each pavement layer: Many roads experience recurring defects due to deeper structural issues: Cold-lay temporary patching is fast but not durable because:
This is why councils often revisit the same defect several times per year, increasing cost and carbon output.
Modern hot-applied materials such as Elastomac break the failure cycle through: A complete engineering classification of common pavement failures:
Each return visit increases carbon emissions through crew mobilisation, traffic management, plant operation,
and repeated material use. Permanent repairs significantly reduce:
Potholes form through a predictable chain of water ingress, cracking, freeze–thaw expansion, and structural weakening.
Traditional cold-lay repairs cannot break this cycle because they do not waterproof, structurally bond, or resist
traffic loading.
Permanent, hot-applied material reinstatements offer a sealed, flexible, durable repair with significantly
lower whole-life carbon and cost.
Potholes & Pavement Defects
1. Understanding How Potholes Form
2. Pavement Layer Structure & Why It Matters
Surface Course
Binder Course
Base Course
Sub-base
Subgrade
3. Why Some Locations Fail Repeatedly
4. Why Traditional “Throw-and-Go” Repairs Fail
5. Why Permanent Hot-Applied Repairs Work
6. Types of Defects
7. Whole-Life Cost & Carbon Impact
8. Summary
Main causes:
- Water ingress
- Freeze–thaw expansion
- Surface oxidation
- Ravelling and binder ageing
- Sub-base failure
Traditional cold-lay repairs often fail due to poor bonding, insufficient compaction and cold joints. Hot-applied systems such as Elastomac create a monolithic, waterproof repair that prevents reoccurrence.
Asphalt & Surfacing
Modern asphalt mixtures are designed for strength, durability, flexibility and skid resistance. Different surface and binder courses are specified depending on traffic loading, stress levels and local authority requirements.
1. Introduction
Asphalt surfacing provides the final waterproof and skid-resistant layer of a road. Although highly durable, it remains vulnerable to temperature swings, heavy traffic loading, binder oxidation and water infiltration. These factors explain why certain defects form and why long-lasting repairs require more than simple cold-lay patching.
2. Types of Asphalt Used on UK Roads
2.1 Dense Bitumen Macadam (DBM) / Asphalt Concrete (AC)
- Used for binder and base course
- Balanced stiffness and flexibility
- Good load distribution
2.2 Stone Mastic Asphalt (SMA)
- Modern surface course
- Excellent rut resistance
- High durability
- Stone-on-stone skeleton for strength
2.3 Hot Rolled Asphalt (HRA)
- Traditional UK surface course
- High binder content
- Very strong and durable
- Smooth, black finish
2.4 Thin Surface Systems
- Designed for rapid installation
- Good noise reduction
- Thin layers (15–35mm)
2.5 Cold Lay / Cold Mix
- Mainly used for temporary repairs
- Inferior mechanical strength
- High void content → rapid failure
3. Structural Layers of a Road
3.1 Surface Course
Provides waterproofing, skid resistance and texture depth. Thickness typically 30–50mm.
3.2 Binder Course
Distributes loading from surface into lower layers. Thickness 50–70mm.
3.3 Base Course
High-strength layer for HGV routes. Thickness 80–120mm.
3.4 Sub-base
Granular Type 1 material. Must remain dry. Saturation leads to structural weakening and collapse.
3.5 Subgrade
Underlying natural soils. Highly sensitive to seasonal wetting, shrinkage and frost heave.
4. How Asphalt Fails — Full Failure Modes
4.1 Fatigue Cracking
Repeated heavy wheel loads create micro-fractures which propagate through the asphalt, forming interconnected “crocodile cracking”. Common on stressed HGV routes.
4.2 Thermal Cracking
Temperature swings cause expansion and contraction. Low temperatures lead to transverse cracks, especially in older or oxidised asphalt.
4.3 Edge Breaks
Occurs where road edges lack support from kerbs or verges. Heavy vehicle over-run and saturated shoulders accelerate deterioration.
4.4 Rutting
Permanent depressions in wheel tracks caused by under-compacted asphalt, soft binder grades or extreme summer temperatures.
4.5 Surface Wear (Ravelling)
Loss of aggregate from the surface due to binder oxidation or insufficient adhesion between binder and aggregate.
4.6 Patching Failure (Cold Lay Breakdown)
Cold-lay materials do not bond to existing asphalt. Water penetrates edges immediately, leading to rapid ejection of the patch under traffic.
4.7 Joint Failure
Construction joints fail when not compacted properly. Water infiltrates and freeze–thaw cycles widen the joint.
5. Typical Defects Seen in UK Asphalt
- Fretting – surface stone loss due to binder ageing
- Crocodile cracking – interconnected fatigue cracking
- Longitudinal cracking – often in wheel paths
- Transverse cracking – caused by cold weather shrinkage
- Slippage – shear cracks due to lack of bond coat
- Depressions – weak sub-base, settlement or poor compaction
6. Why Traditional “Throw-and-Go” Repairs Fail
6.1 No Heat Bond — No Waterproof Seal
Cold materials cannot fuse with the existing asphalt, leaving weak edges where water enters immediately.
6.2 Shallow Repairs
Only the top is treated while deeper structural cracks remain untouched.
6.3 Voids & Poor Compaction
Cold patches have high air voids, allowing rapid water infiltration and early failure.
6.4 Short Life Expectancy
Cold-lay repairs often fail within weeks on busy routes and typically last 3–6 months even in low-traffic areas.
7. Why Hot-Applied Repairs Perform Better
7.1 Seamless Heat Bond
Hot materials weld into the surrounding asphalt, eliminating cold joints.
7.2 Waterproof Seal
Prevents water ingress — the root cause of nearly all asphalt failures.
7.3 Structural Integrity
Hot-applied repairs fill voids and reinstate layer strength.
7.4 Longevity
Proper hot repairs typically last the full design life of the pavement layer.
7.5 Carbon & Cost Benefits
Hot reinstatements require fewer repeat visits, produce zero waste, and reduce CO₂ by up to 97% compared to cold-lay repairs.
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Drainage & Road Markings
Effective drainage prevents water accumulation, reduces surface breakdown and extends pavement life. Road markings provide essential visibility, lane discipline and safety guidance for all road users. Both drainage and markings play a critical role in network performance, safety and maintenance cost control.
1. Importance of Highway Drainage
Drainage is one of the most important yet overlooked components of road longevity. Most structural failures originate from water penetrating the pavement layers. Proper drainage ensures water is quickly removed from the surface and prevented from saturating the sub-base or subgrade.
- Prevents sub-base and subgrade saturation
- Reduces freeze–thaw damage
- Improves skid resistance and driver safety
- Prevents premature rutting and cracking
- Extends pavement lifespan significantly
2. Key Drainage Systems Used on UK Roads
2.1 Surface Drainage
Designed to remove water from the carriageway as quickly as possible. Includes camber, crossfall and surface texture. Standing water increases skid risk and accelerates surface wear.
2.2 Linear Drainage Systems
Channels water along defined routes such as kerb drains, slot drains and combined kerb-drain units. Helps manage runoff from high-traffic areas.
2.3 Gullies & Gratings
Collect water from the carriageway and direct it into drainage networks. Blocked gullies are a primary cause of localised flooding and edge deterioration.
2.4 French Drains & Filter Drains
Subsurface gravel-filled systems used to drain water from the pavement structure, especially on rural roads and embankments.
2.5 Carrier Drains & Pipe Networks
Transport collected water away from the road into watercourses, soakaways or surface discharge points.
3. Common Drainage-Related Failures
3.1 Edge Softening
Occurs when water saturates the shoulder, causing the pavement edge to break under traffic loading.
3.2 Pumping
Water pressure forces fines upward through cracks or joints, leaving voids that weaken the base layers.
3.3 Freeze–Thaw Damage
Water trapped beneath the surface freezes, expands and fractures the pavement, leading to rapid deterioration.
3.4 Localised Flooding
Caused by blocked gullies or inadequate crossfall. Standing water increases skid risk and causes ravelling.
3.5 Sub-base Saturation
One of the most serious defects. A saturated sub-base loses strength, leading to depressions, rutting and structural collapse.
4. Road Markings – Role & Importance
Road markings provide guidance, lane separation, hazard warnings and legal compliance. Clear, well-maintained markings enhance driver behaviour, traffic flow and road safety.
- Improve lane discipline
- Define pedestrian crossings
- Highlight hazards and speed changes
- Guide traffic in low-visibility conditions
- Improve safety on rural and high-speed roads
5. Types of Road Markings
5.1 Thermoplastic Markings
The most common marking material in the UK. Provides excellent durability and retroreflectivity.
- Long service life
- Fast to apply
- High visibility in wet and dry conditions
5.2 MMA (Methyl Methacrylate)
A durable cold-applied resin system used for high-wear areas such as cycle lanes and junction approaches.
- Very high skid resistance
- Excellent colour retention
- Ideal for high-traffic zones
5.3 Water-Based Paint
Typically used for temporary markings or low-traffic areas.
- Low cost
- Quick drying
- Environmentally friendly
- Short lifespan
5.4 Preformed Markings
Pre-cut thermoplastic shapes used for symbols, arrows and safety icons.
- Consistent finish
- Highly precise
- Long-lasting
6. Common Causes of Marking Failure
6.1 Poor Surface Preparation
Dirt, moisture or oil contamination reduces adhesion and causes early peeling.
6.2 Incorrect Application Temperature
Thermoplastic must be applied hot. Low temperatures cause weak bonds and premature wear.
6.3 Surface Moisture
Applying materials to a damp surface causes bubbling, delamination and rapid breakdown.
6.4 Traffic Loading
Heavy turning movements at junctions quickly wear away markings if unsuitable materials are used.
6.5 Age & UV Exposure
Fading occurs as the binder oxidises and retroreflective glass beads wear down.
7. Summary
Drainage and road markings are critical to highway performance. Poor drainage accelerates structural failure, while worn or unclear markings compromise safety. Regular maintenance of gullies, drains and markings dramatically reduces long-term costs and improves network efficiency and road user safety.
Drainage types:
- Gullies
- Slot drains
- French drains
- Kerb drains
- Filter drains
Marking systems:
- Thermoplastic
- MMA (cold plastic)
- Water-based paint
- Preformed markings
Carbon & Whole-Life Cost
Highway maintenance decisions increasingly prioritise carbon reduction, lifecycle cost savings and whole-network sustainability. This section explains the carbon impact of traditional repair methods, how repeat visits inflate emissions, and why permanent reinstatements dramatically reduce lifetime environmental and financial costs.
1. Why Carbon Matters in Highway Maintenance
The UK’s highways sector is under pressure to reduce emissions while maintaining safety and performance. Traditional reactive repairs generate unnecessary carbon because they involve repeat visits, traffic management, waste materials and plant movements. Permanent repairs significantly reduce these emissions by removing the need for repeated interventions.
- Lower emissions from fewer site visits
- Reduced disruption for road users
- Less waste material produced
- Better long-term value for highway authorities
- Supports net-zero commitments
2. Carbon Impact of Traditional “Throw-and-Go” Repairs
Cold-lay repairs and short-life patching create some of the highest carbon outputs in routine maintenance. The material itself is not the carbon problem — the issue is the number of times the repair must be repeated.
2.1 Short service life
Traditional patches typically last weeks to months, requiring constant repeat visits.
2.2 High operational emissions
Each return visit produces carbon through crew travel, plant movements and traffic management.
2.3 Waste material generation
Failed patches often need to be dug out and disposed of, generating unnecessary waste and cost.
2.4 Increased traffic disruption
Repeated works cause congestion, which significantly increases vehicle emissions around the site.
3. Carbon Comparison: Traditional vs. Permanent Repairs
The carbon savings are substantial when comparing repeat reactive visits to a single permanent repair.
- Throw-and-go repairs: 31.2 kg CO₂e per m² annually (assumes two repeat visits per year)
- Permanent hot-applied repair (e.g., Elastomac): 0.825 kg CO₂e per m² (one visit every four years)
This represents a carbon reduction of up to 97%.
4. Whole-Life Cost Savings
While short-life repairs appear cheaper per visit, they cost significantly more over a road’s lifecycle. Permanent reinstatements reduce long-term expenditure by eliminating repeat interventions.
4.1 Fewer repeat visits
A single permanent repair replaces multiple reactive interventions.
4.2 Lower traffic management costs
Traffic management is often the biggest cost driver in reactive maintenance. Reducing site visits cuts this dramatically.
4.3 Reduced workforce hours
Fewer site visits reduce labour, plant hire and mobilisation costs.
4.4 Lower defect risk
Permanent repairs prevent the propagation of cracks and water ingress, reducing wider network deterioration.
4.5 Predictable budgeting
Permanent solutions reduce unexpected failures and stabilise long-term maintenance budgets.
5. Additional Environmental & Social Benefits
- Reduced waste disposal from failed patches
- Lower traffic congestion during works
- Fewer delays for road users
- Improved safety for workforce and public
- Supports local authority sustainability goals
6. Recycled Material Benefits (Elastomac)
Elastomac uses recycled rubber from waste tyres, turning an environmental problem into a high-performance road material.
- Up to 9 recycled tyres per tonne of product
- Reduces reliance on virgin polymers
- Diverts tyres from landfill and incineration
- Reduces embodied carbon in the supply chain
7. Network Resilience
Permanent reinstatements improve network resilience by reducing the risk of sudden failures, especially during winter months when freeze–thaw cycles accelerate deterioration.
8. Summary
Carbon and whole-life cost considerations are now central to modern highway maintenance. Traditional short-life repairs create high carbon emissions and ongoing financial burden. Permanent reinstatements dramatically reduce both, offering up to 97% carbon savings and significantly lower lifetime costs. Combining long-life materials with recycled content provides the most sustainable and cost-effective solution for UK highways.
Longer-life repairs reduce traffic management, vehicle trips, wasted material and disruption — lowering carbon and whole-life cost simultaneously.
FAQs & Glossary
This section provides clear answers to common questions about permanent repairs, surfacing materials, carbon reduction and best practice in UK highway maintenance. It also includes a technical glossary of key engineering terms used throughout this resource centre.
1. Frequently Asked Questions
1.1 What causes most potholes and surface defects?
Potholes form due to water ingress, freeze–thaw expansion, traffic loading and structural weakening of pavement layers. Once water penetrates a crack, deterioration accelerates rapidly. Traditional cold-lay patches cannot seal the repair, so defects usually reappear.
1.2 Why do traditional throw-and-go repairs fail so quickly?
Cold-lay materials cannot bond to the edges of the defect, they do not waterproof the surface, and they cannot resist traffic shear forces. This leads to cracking, displacement and rapid failure — often within weeks or months.
1.3 How long does a permanent hot-applied repair last?
Hot-applied reinstatements such as Elastomac create a monolithic, waterproof joint with excellent load distribution. These systems typically last many years with minimal deterioration, significantly outlasting reactive patching.
1.4 Is there really a carbon benefit to permanent repairs?
Yes. Because permanent repairs eliminate repeat interventions, the carbon footprint drops dramatically. A typical reactive defect requires multiple visits per year, whereas a permanent repair may only need attention every few years.
1.5 How many recycled tyres are used in Elastomac?
Each tonne of Elastomac incorporates rubber crumb from approximately nine waste tyres, diverting them from landfill or incineration and reducing reliance on virgin materials.
1.6 Does Elastomac replace the need for full resurfacing?
No — it complements resurfacing. Elastomac is ideal for targeted, permanent defect repairs that extend the service life of the existing pavement and reduce premature resurfacing costs.
1.7 Why is drainage so important?
Poor drainage causes water buildup, freeze–thaw damage and rapid deterioration of the sub-base. Good drainage systems reduce maintenance frequency and prevent structural failures.
1.8 How do whole-life costs compare?
Although permanent repairs may cost slightly more initially, they save substantial money over time. Reduced traffic management, fewer labour hours and fewer repeat visits mean significantly lower lifetime expenditure.
2. Glossary of Key Terms
AC — Asphalt Concrete
A dense, load-bearing asphalt mixture used for both base and binder courses.
SMA — Stone Mastic Asphalt
A durable surface course with a stone-rich skeleton providing excellent rut resistance and long service life.
HRA — Hot Rolled Asphalt
Traditional UK surface course using coated chippings for high durability and skid resistance.
Sub-base
The main granular load-spreading layer beneath the binder course. Must remain dry and structurally stable.
Freeze–thaw cycle
When trapped water freezes, it expands by up to 9%, widening cracks. When it thaws, the cavity collapses, accelerating pothole formation.
Ravelling
The progressive loss of aggregate from the asphalt surface due to binder oxidation and traffic wear.
Impermeable repair
A reinstatement that prevents water ingress, stopping the deterioration cycle and extending service life.
Whole-life carbon
Total carbon emissions from installation, maintenance, materials, transport and repeat interventions over the life of an asset.