Smart Materials

P LYROADS
A DIVISION OF POLYMER PAVEMENTS (PTY) LTD
Smart Material Engineering
COMPANY OVERVIEW
CONTENT
Polymer Pavements, also known as Polyroads, has its head office in Johannesburg, South Africa and is represented in
on four continents. The companys main focus is on the mining and on infrastructure
eighteen
countriesOverview.........................................................................
Company
Page 3 projects in
developing countries. These countries include Australia, Brazil, India, most of Africa, Colombia, Uruguay, Peru,
Health,
Safety
& Environmental
.....................................................
Page
5
Middle
East and
Chile.
Polyroads manufactures
and develops environmentally friendly Smart
Materials
for
road construction, dust control, barrier liners and spray-on geoliners for dams. These Smart Materials includes in material
Polyroads
Product
Offering asphalt
............................................................
Page 6
situ
binders,
soil modifiers,
modifiers and elastomeric mortar admixtures.
Smart
Materials
core
of .conventional
road construction and design, by bringing Page
in unprecedented
SoilTech challenges
Mk. III the
. ...................................................
7
resilient modulus flexibility, which is required for Mechanistic-Empirical (ME) road designs. Smart Materials, reduces
A Brief
of SAaggregate
Polymer Stabilization
...................................
Pagedesigns,
9
the number
of History
supporting
layers for cement
and
modified/stabilized flexible and rigid road
thereby substantially reducing construction costs.
Smart Materials First Commercial Trial........................................

Page 19
During the past 70 years, a number of advanced countries have been researching and developing various polymeric
admixtures
in modified
concrete mortars. Today, the USA, Germany, Japan have StandardPage
Specifications
for
AsphalTech
...................................................................................
27
polymer modified mortars and concretes. However, in general the construction industry has been pedestrian in
*
PolyCem
.....
Page 29
technology.
adopting
Dust-Tech
Page 30 over the
Initially
Polyroads ......................................................................................
developed products exclusively to address dust suppression on mines. However,
years the product range has broadened substantially, with the products being readily adopted in the private and
Po l y Sesectors.
a l ........................................................................................
Page 32
governmental
Smart Materials
Environmental Benefits ...........................................
TECHNOLOGY
LEADER
Page 38
Support Services ............................................................

Page 41
Smart materials, are purposely designed and allows the construction industry to use insitu and waste materials
that in many instances would be discarded as unsuitable.
Smart road materials (SRM) from Polyroads enables the private and mining sector to reduce CO2 emissions,
reduce aggregate and water consumption.
To stay abreast of polymer nano-technology, Polyroads have a number of bi-lateral research and development
agreements in place with an international development partners. Polyroads are focused on soil sciences and
the impact that technology can bring to the construction industry.
www.polyroads.com
www.polyroads.com
COMPANY OVERVIEW
Polymer Pavements, also known as Polyroads, has its head office in Johannesburg, South Africa and is represented in
eighteen countries on four continents. The companys main focus is on the mining and on infrastructure projects in
developing countries. These countries include Australia, Brazil, India, most of Africa, Colombia, Uruguay, Peru,
Middle East and Chile. Polyroads manufactures and develops environmentally friendly Smart Materials for
road construction, dust control, barrier liners and spray-on geoliners for dams. These Smart Materials includes insitu material binders, soil modifiers, asphalt modifiers and elastomeric mortar admixtures.
Smart Materials challenges the core of conventional road construction and design, by bringing in unprecedented
resilient modulus flexibility, which is required for Mechanistic-Empirical (ME) road designs. Smart Materials, reduces
the number of supporting aggregate layers for cement modified/stabilized flexible and rigid road designs, and
thereby substantially reducing construction costs.
During the past 70 years, a number of advanced countries have been researching and developing various polymeric
admixtures in modified concrete mortars. Today, the USA, Germany, Japan have Standard Specifications for
polymer modified mortars and concretes. However, in general the construction industry has been pedestrian in
adopting technology.
Initially Polyroads developed products exclusively to address dust suppression on mines. However, over the
years the product range has broadened substantially, with the products being readily adopted in the private and
governmental sectors.
TECHNOLOGY LEADER
Smart materials, are purposely designed and allows the construction industry to use insitu and waste materials
that in many instances would be discarded as unsuitable.
Smart road materials (SRM) from Polyroads enables the private and mining sector to reduce CO2 emissions,
reduce aggregate and water consumption.
To stay abreast of polymer nano-technology, Polyroads have a number of bi-lateral research and development
agreements in place with an international development partners. Polyroads are focused on soil sciences and
the impact that technology can bring to the construction industry.
www.polyroads.com
33
PARTNERSHIPS
Polyroads fully appreciates the significance of

innovation, research and development. Research
efforts are stimulated by recognition of our
clients future needs. Our extensive synthesis
facilities, work in close liaison with our field
service personnel and environmental specialists in
developing smart solutions. This ensures that
innovative chemistry is developed in alignment with
customer requirements, and that the minimization
of environmental impact of the finished product
can be taken into account from the earliest stage
of development.
Our environmental laboratory not only tests
finished products, but also new materials at
various stages in the development process.
Furthermore, working closely with manufacturing
and supply chain specialists, our molecular
synthesis chemists also design products with an
eye to efficiency of manufacture and costeffectiveness of raw materials. Support for joint
industry projects (JIPs) and an active working
relationship with technology providers, institutions
and mine operators are key factors in meeting
the ever-changing economic, environmental and
production challenges facing the mining and
infrastructure industry.
SMART MATERIALS
Roads - soil stabilization
Roads Wearing course seals
Hard stands
Aircraft runways
Clay stabilization
Dust palliatives
Barrier liners
Spray-on dam liners
Wall coatings for moisture, acid &

alkaline proofing
Factory floors
Waterproofing
HEALTH, SAFETY & ENVIRONMENT
The high level principles governing our operations are cascaded from Polyroads corporate organization through
the regions and countries in which we operate. Managers of all functions and levels integrate health,
safety and the environment into their activities and encourage a responsible safety culture. This forms part
of a regular goal setting process and management evaluation. Polyroads is committed to the development and
promotion of products, processes and services, which reduces waste. We encourage recycling and the
adoption of environmentally responsible policies and practices throughout our individual operations to minimise
any environmental impact.
Polyroads has positioned itself as a company that provides solutions to the road construction and mining industry
that have measurable environmentally benefits.
These measurable are directly targeted at reduction in:
REDUCTION IN CARBON EMISSION
Conventional road construction and maintenance is a major contributor to global warming. SoilTech
polymers releases the equivalent of 2.7% of the amount of Carbon (CO2) into the air, in comparison to the
equivalent concrete stabilized road projects.
AGGREGATE REDUCTION
The consumption of virgin quarry aggregate utilized in road construction layer-works is simply not
sustainable. Unsightly quarry craters, pock-mark the landscape and cannot be rehabilitated effectively.
Smart Materials from Polyroads allows the use of in-situ discarded materials to be used in supporting layer
works of roads.

WATER REDUCTION - ROAD CONSTRUCTION & MAINTENANCE REDUCTION IN WATER USEAGE
Conventional road construction and maintenance is a major user of water. The amount of water utilized for
compaction of layered works in roads, maintenance of gravel roads and dust suppression in the mining
environment is phenomenal and unsustainable

TAILINGS REDUCTION
REDUCTION IN
IN DUST
DUST &
& ACID
ACID LEACHING
LEACHING
TAILINGS
Waste from gold mines constitutes the largest
largest single
single source
source of
of waste
waste and
and pollution
pollution in
in South
SouthAfrica
Africa and
andthere
thereis
is wide
acceptance
Mine
Drainage
(AMD)
is responsible
the costly
most costly
environmental
wide
acceptance
thatthat
AcidAcid
Mine
Drainage
(AMD)
is responsible
for theformost
environmental
and and
socio-economic impacts.

BARRIER LINERS
BARRIER LINERS
Polyroads offers
offers an
an unprecedented
unprecedented range
rangeofofcost
costeffective
effectivebarrier
barrierliners.
liners.Polyroads
Polyroadsengineers
engineers
are
touch
Polyroads
are
in in
touch
with the
Department
of Environmental
Affairs in S.A.,
regarding
theregarding
latest legislation
pertaining
to thepertaining
National to the
with the Department
of Environmental
Affairs
in S.A.,
the latest
legislation
Environmental Management Act, 2005. (Act No 59 of 2008)
National Environmental Management Act, 2005. (Act No 59 of 2008)
www.polyroads.com
www.polyroads.com
5
5
POLYROADS PRODUCT OFFERING

Product Description
SoilTech Mk. III

Soil Stabilizer
ClearTech Seal

Dust-Tech
PolySeal Geoliners
AsphalTech
Slurry Seal
Polycem
PolyGel
Uses
Stabilizing base and sub-base layers of roads, mine
haul roads, hard stands, parking lots and airstrips
Sealing of gravel roads
Dust Palliative sealing of tailings

Barrier Liners
Lining of tailing dams and reservoirs. General water-proofing.
Capping waste dumps. Water tank liners
Polymer Asphalt - cold application. Use any non-plastic
material for a wearing course.
Special polymer wearing course seal using non-plastic insitu materials. Cost effective
Polymer based concrete - ZERO cement. Acid resistant
Stabilize clay soils for road construction
www.polyroads.com
66

SOILTECH Mk. III STABILIZER

Smart Technology for Road Construction
Cost Effective
Reduced Aggregate
Minimal Maintenance
Reduced Construction Time
Environmentally Friendly
www.polyroads.com
77

SoilTech
Mk. III Stabilizer

SoilTech Mk. III , a third generation polymer binder and is the flagship product of the company. It is
a road stabilization agent specifically designed for mine haul-road stabilization, where excessive
loading occurs and where all-weather roads are required. This technology is now used in commercial
road design. SoilTech Mk. III has been extensively utilized in base and sub-base stabilization using insitu materials, throughout the developing world,
SoilTech stabilizing polymers are elastomers, which gain strength from mechanical compaction and do
not become brittle when cured. The elastomer is able to flex under load and unlike cement
stabilization, will not crack under excessive loading one aspect in reducing layer work in design
phases
SoilTech MK III stabilizers have been purposely designed to penetrate through the roads base layer,
into the sub-base layer, via capillary action. This sub-base strengthening process is of significant
importance as we are not only stabilizing the roads base layer, but also creating a semi-bound subbase. From a road design perspective, a strengthened sub-base may negate the need for further
layer-works. SoilTech, in many instances, transforms insitu materials that would normally be classified
as unusable or waste materials, into suitably modified aggregates, for use in base and sub-base
layer construction.
With SoilTech Smart Road Materials (SRM), one can;
Reduce the consumption of quarry aggregate in conventional construction

in-situ materials can be used
Speed up construction time
Reduce construction costs
Dramatically reduce CO2 emissions
Reduced maintenance as long as the asphalt wearing course layer is maintained, the
structural integrity of the road will be preserved, with the road pavement remaining rut-free
and eliminating the need for base or sub-base maintenance.
Smart Road Materials are technological advancements in polymer technology that drives
our innovation in new construction methodologies.
Multi-layer stabilization with SoilTech technology

Reduce road construction costs by 20-30%
Reduce construction time by 30%
ISO 9001 & ISO 14001
www.polyroads.com
8

A BRIEF HISTORY OF SOUTH AFRICAN POLYMER ROAD STABILIZATION

1.
Since 1930 numerous companies and universities have been experimenting with various
alternatives for road stabilization products, as a substitute or replacement to conventional
cement road stabilization.
2.
In South Africa in 1983 the Transvaal Provincial Administration (Zadzick, 1983) first carried out
a practical road trial using polymers. The unsealed road displayed zero potholes after four
months, whereas the untreated road showed numerous potholes.
3.
In 1989 a polymer stabilized road was constructed in Sodwana Bay, KwazuluNatal, South
Africa. After four months various tests were performed and CBR and UCS results showed a
strength increase of approximately 300% over the untreated roads.
4.
South Africa 1996, a parking lot was stabilized in Marian ridge, Kwazulu Natal using polymers.
After 18 months of use the parking lot had a surface which was free of distortions, despite the
trafficking and the more than 1 500 mm of rainfall to which it had been subjected.
5.
Mozambique, 1997 various sections of a road was built in Mozambique, using polymers. All of
the treated 3 X 200 m copolymer containing sections were in good condition after 12 months.
The 200 m section without an extra wearing surface showed the familiar distortion free
surface of previous copolymer roads and was in contrast to the badly rutted and rock-strewn
condition of the adjacent control sections after only four months of trafficking
6.
South Africa 1997, the CSIR (Jones 1997) completed a battery of tests on 12 different
Gauteng gravel roads, using polymers.
The four roads that had hard, compacted surfaces at the time of spraying the copolymer
emulsion six months previously, had excellent surfaces despite having been subjected to
trafficking and over 100 mm of rain. In addition to maintaining an acceptable riding quality and
reducing gravel loss in dry conditions, the copolymer treatment was also observed to reduce
slipperiness in wet conditions (Jones, 1997). On the sections of those roads where the grader
had deposited thick layers (more than 10 mm) of loose material, prior to spraying, the binding
performance was significantly reduced.
REFERENCES

1.

2.
Stabilization of Earth Roads with water-based Polymer Emulsion

RT Bishop, BA Mcalpin and D. Jones
The Development of a Research Protocol and Fit-for-purpose certification for road additives. 21 st
ARRB Conference,
May 2003 D. Jones and S. Emery
www.polyroads.com
9

SMART MATERIAL TECHNOLOGY FOR ROAD CONSTRUCTION

SMART MATERIAL TECHNOLOGY FOR ROAD CONSTRUCTION

POLYMERS ROAD DESIGN
POLYMERS ROAD DESIGN

When completing pavement rehabilitation design, an engineer is typically faced with a wide array
of test parameters and condition indicators. These parameters can be quantitative or qualitative,
subjectively or objectively determined, and the sample sizes for different indicator types may
vary significantly. For example, for a specific pavement layer within a uniform design section, an
engineer may be faced with various parameters such as:
Dynamic Cone Penetrometer (DCP) tests

Falling Weight Deflectometer (FWD) deflections
Material descriptions and samples from test pits, together with standard materials
test results, including Plasticity Index (PI), grading, California Bearing Ratio (CBR),
moisture content and density
A subjective visual assessment with a description of observed distresses
Semi-subjectively determined back calculated stiffnesses from FWD tests
A general description of the material type from historical records, and
A general description of the history and past performance of the pavement.

Based on this data, the engineer has to derive the key assumptions needed to drive the
rehabilitation design. The synthesis of the information to arrive at design assumptions is one of
the most important and difficult parts of the design process. Apart from basic analytical skill, it
also requires considerable experience and knowledge of the main drivers of material behaviour
(especially Smart Material stabilization). It is thus not surprising that engineers often fail to
reach a consistent conclusion regarding pavement designs. This applies even more so to an illdefined numerical parameter, like resilient modulus, which is needed for Mechanistic-Empirical
(ME) design calculations.
Engineers are expected to think out of the box and to research, engineer and create solutions to
the diverse materials and challenges they come across in the developing world.
These polymer advantages, addresses the pivotal factors influencing road construction costs. SoilTech
stabilized roads, should be at least 30% more cost effective than conventional road designs. Smart
Materials from Polyroads, have been used to build roads in the most diverse conditions imaginable.
These include roads constructed in;
o
o
o
o
o
o
o
Democratic Republic of Congo using insitu soils

India using insitu materials
Egypt desert sand
Dubai insitu materials
Mozambique insitu materials
Colombia insitu materials
Zanzibar using island material (coral)
www.polyroads.com
10

MATERIALS
Materials play a fundamental role in pavement engineering. Most of the materials used are bulk materials
i.e. produced or available in large quantities. The vast majority of materials that are used for road
construction can be categorised into 3 fundamental types:
Granular or unbound materials (whether natural gravels or crushed rock),

Cemented materials (whether concrete or light cemented gravels), and
Bituminous (whether hot mix asphalt or surface seals).
An understanding of fundamental material behaviour is necessary before performance models can be

developed for pavement materials. There are three fundamental types of material behaviour that are
relevant to the understanding of road building materials, namely:
Elasticity,
Plasticity, and
Viscosity
There are very few road building materials that follow one discrete mode of material behaviour. The
behavioural types often need to be combined to model material behaviour more accurately, as shown in
the examples below:
Elastic material behaviour (cement/concrete)

Elasto-plastic material behaviour (granular materials)
Visco-elastic material behaviour (bituminous materials), and
Visco-elasto-plastic material behaviour (asphalt)
STRESSES AND STRAINS

By definition, linear elastic behaviour implies that the relationship between stress and strain is
linear. The point at which this relationship deviates from the linear form for a specific material, is
called the elastic limit. If loading is removed before the elastic limit is reached, the strain is
recoverable or elastic i.e. the relationship returns to the origin. If loading continues beyond the
elastic limit, some materials experience a reduction in stiffness up to the yield limit. The
maximum stress that a material can withstand is also known as a yield stress. This is a measure
of the materials strength (either compressive or tensile, depending on the nature of the stress).
Up to this point, strain has only been considered in one direction. The real-life situation in a road
pavement is more complex, however, with stress distributed in three dimensions. In order to
understand how three dimensional strain occurs in a material as a result of three dimensional
stresses, we need to know the Poissons Ratio () of that material. The ratio of resultant strain
perpendicular to an applied stress relative to the strain in the direction of the stress, is the
Poissons Ratio of that material.
www.polyroads.com
11

RESILIENT AND ELASTIC MODULUS
SOILTECH MK. III ELASTOMERIC BINDER

The Resilient Modulus (MR) is a measure of subgrade material stiffness. A materials resilient
modulus is actually an estimate of its modulus of elasticity (E). While the modulus of elasticity is stress
divided by strain for a slowly applied load, resilient modulus is stress divided by strain for rapidly
applied loads like those experienced by typical roads.
This critical relationship of structural strength and high yield strain (elastic modulus), sets SoilTech
MK. III polymer stabilization technology apart from conventional geotechnical design methodologies
based on empirical cement stabilization of road layers.
Resilient modulus is determined using the triaxial test. The test applies a repeated axial cyclic stress of
fixed magnitude, load duration and cycle duration to a cylindrical test specimen. While the specimen is
subjected to this dynamic cyclic stress, it is also subjected to a static confining stress provided by a
triaxial pressure chamber. It is essentially a cyclic version of a triaxial compression test; the cyclic
load application is thought to more accurately simulate actual traffic loading.
In December 2015 Polyroads in conjunction with geotechnical expert, Alan Parrock from ARQ
Consulting Engineers completed a set of Triaxial tests on SoilTech Mk. III polymer stabilizers. These
tests were conducted by SANAS certified, GEOSTRADA laboratories.
SoilTech MKIII is a water based polymer used for the stabilisation of road construction base and
subbase layers. As such, ARQ submitted the required quantities of a G5 type material, classified
according to COLTO standards, and SoilTech soil stabilisation product to Geostrada, a SANAS
accredited soils laboratory, for testing. Foundation Indicator, moisture-density and California Bearing
Ratio (CBR) tests were conducted on the soil to determine grading, compactibility and strength
characteristics. Saturated Consolidated Undrained (SCU) triaxial tests were then conducted on the
soil alone, as well as a mixture of the soil and stabiliser. This would allow for evaluation of change in
shear strength and stress-strain behaviour of the soil due to addition of soil stabiliser.
From Figure 4, a considerable increase in friction angle can be seen at corresponding strains for the
soil and stabiliser mixture. CBR reading after 30 days on the G5 material stabilized with SoilTech Mk.
III polymer was 142 at 100% MOD AASHTO.
12

Consider a 300mm pavement layer which has undergone 1.5mm settlement, correlating to a 0.5% strain.
At this strain the friction angle of the stabilised
material is 28, compared to the soil alone, which
possesses a friction angle of 17. Sample failure for
the soil only sample occurred at strains of some 0.5%,
while failure of the soil and stabiliser mixture occurred
at strains of some 2%. Furthermore, the plot of deviator
stress versus axial strain (provided below) indicates that
at 0.2% strain and confining pressure of 400kPa, the
soil/stabiliser mixture exhibits a stiffness of some 85MPa
(gradient of the stress-strain line), which is considerably
higher than the soil alone, for which a stiffness of 56MPa
was calculated.
Triaxial Testing
Aside to this, the failure stress for the soil stabiliser are more or less double those for the soil alone.
Results of the tests conducted on the soil and soil/stabiliser mixture indicate that addition of the
stabiliser results in considerable improvement of the strength and stress-strain behaviour of the
material. The soil/stabiliser mixture withstood 4 times (some 2% versus 0.5%) more strain before
failure than the soil alone after 30 days curing.
Resilient modulus is determined using the triaxial test. The test applies a repeated axial cyclic stress of
fixed magnitude, load duration and cycle duration to a cylindrical test specimen. While the specimen is
subjected to this dynamic cyclic stress, it is also subjected to a static confining stress provided by a
triaxial pressure chamber. It is essentially a cyclic version of a triaxial compression test; the cyclic
load application is thought to more accurately simulate actual traffic loading.
www.polyroads.com
13

SoilTech MK III stabilizing polymer has been purposely designed to

penetrate through the roads base layer, into the sub-base layer, via
capillary action.
This sub-base strengthening process is of
significant importance as we are not only stabilizing the roads base
layer, but also creating a semi-bound sub-base. From a road
design perspective, a strengthened sub-base may negate the need
for further layer-works.
SoilTech, in many instances, transforms insitu materials that would
normally be classified as unusable or waste materials, into suitably
modified aggregates, for use in base and sub-base layer construction.
Structural strengths achieved with SoilTech polymer stabilization, exceed international single axle
loading (80kN) standards by several hundred percent. A further major design benefit of SoilTech
polymer, is the fact that although very impressive load bearing strengths are achieved, the elastomeric
properties of SoilTech also provides unsurpassed tensile performance, for road stabilizing products.
Engineers are now able to reduce the number of supporting layers, traditionally used to support
conventional
rigid or flexible pavement designs. SoilTech is normally mixed into the base layer,
assuming that the sub-grade offers reasonable support. In some instances, the sub-base may also be
stabilized with a lower dosage of SoilTech in order to provide further strength to in-situ materials.
Reduced Aggregate
SoilTech polymers are elastomeric by nature and therefore do not become brittle and cannot crack.
In most instances one can use existing insitu soils and reduce the amount of layered work normally
associated with cement stabilized roads.
These polymer advantages, addresses the pivotal factors influencing road construction costs. SoilTech
stabilized roads, should be at least 30% more cost effective than conventional road designs.
Smart Road Materials are technological advancements in nano-polymer technology that drive innovation in
new construction methodologies.
www.polyroads.com
14

SoilTech Mk. III , a third generation polymer binder, is a stabilization agent specifically designed
2
for base and sub-base stabilization. SoilTech has been extensively tested with in-situ materials in
various parts of the world.

SOILTECH & CEMENT STABILIZATION
Characteristics
SoilTech Mk. III Polymer Stabilizer
Conventional Concrete Stabilization
BASE LAYER
Stabilization
Characteristics
SoilTech polymer gains strength from

mechanical compaction, initially by a heavy
roller and thereafter compaction by vehicle
loads.
The road is opened to traffic 24 hours after
stabilization and sealed with a wearing
course after five days
Concrete stabilization is a chemical reaction

curing process which needs time to cure,
typically 4 weeks to reach 90% of strength
Tensile Strength
and
Loading
Characteristics
High Tensile Strength

Elastomeric
(flexible)
properties
of
SoilTech will ensure that the base layer
does not crack under excess loading.
Supporting layers are not normally required
Low Tensile Strength

Concrete stabilization although strong is
non-flexible and rigid and will crack and
breakup under excess loading. For this
reason strong supporting layers are required
Sub-Base
Strengthening
Although only the base layer is stabilized,

SoilTech has been purposely designed
with different sized polymer particles,
allowing the smaller nano-particles to
migrate into the in-situ sub-base layer via
capillary action.
The sub-base layer
strength will be improved by a minimum of
50% with 90 days of stabilization.
To strengthen the sub-base a lower quantity

of cement, typically 2%, will be mixed into
the sub-base. This is assuming that the
sub-base material is suitable for cement
stabilization.
Alternatively, borrow-pit
material will have to be imported.
Time Delays
Regular DCP
reports will confirm
continuing strength improvements for up to
12 months.
Maturing
Longevity
&
SoilTech being elastomeric by nature

does not crack or become brittle, as it
matures. SoilTechs high tensile strengths
will ensure that the stabilized layers
substantially
outlast
comparatively
designed concrete stabilized roads.
Stabilized roads normally remain closed for

28 days and then sealed with wearing
course
Concrete stabilized roads will marginally,

continue to improve in strength for up to 12
months
Concrete has a very low coefficient of

thermal expansion and shrinks as it matures.
All concrete structures crack to some extent,
due to shrinkage and tension. Concrete that
is subjected to long-duration forces is prone
to creep.
Concrete is a composite material composed of coarse granular material (the aggregate or filler) embedded in a hard matrix of
material (the cement or binder) that fills the space among the aggregate particles and glues them together
Lab testing of all materials prior to road design is highly recommended, especially grading modulus and plasticity
15
index.

COMPACTION INCREASES POLYMER BINDING CAPACITY

SoilTech polymers gain binding strength from compaction. The greater the compaction, the better
the polymer binds. Stabilized roads are opened to traffic 24 hours after construction. The
kneading effect of vehicle traffic, further assists in accelerating the evaporation process of the
surfactants and coalescing solutions surrounding the polymer chains. SoilTech polymers will start
binding when exposed to air and the surfactant, aided by an alcohol mix, starts to evaporate.
Once mixed into the roads base layer /sub-base, mechanical compaction ensures that the chains of
SoilTech polymers are firmly inter-locked with the soil particles. Materials that work best with
SoilTech requires a plasticity range of between five and 15. The finer the materials, the more
polymer will be required to coat the material particles.

Plasticity Index Scale and SoilTech Application

Ratios
Various cross-linking polymers and activators may be

added to poor materials in order to achieve the
desired performance results. However, one needs to
distinguish the economic feasibility between adding
various polymers or activators to poor materials or
whether it is more practical to merely import a better
aggregate before stabilizing.
POLYMER
POLYMERMIGRATION
MIGRATION

SoilTech MK. III polymer stabilizer has been purposely

designed, to allow for the migration of nano-polymers
from the base layer into the sub-base layer through
capillary action.

This
Smart Material phenomena can be very advantageous when designing pavements, as it will act as a

further performance enhancement and change the way of conventional road designing.
www.polyroads.com
16


FACTORS INFLUENCING SOILTECH POLYMER STABILIZATION
COMPACTION INCREASES POLYMER BINDING CAPACITY
Smart Materials are not miracle products and normal engineering diligence needs to be applied. Major
SoilTech
binding results
strength
from compaction. The greater the compaction, the better
factors polymers
influencinggain
stabilization
are:
the polymer binds. Stabilized roads are opened to traffic 24 hours after construction. The
kneading effect of vehicle traffic, further assists in accelerating the evaporation process of the
surfactants and coalescing solutions surrounding the polymer chains. SoilTech polymers will start
Factor
Comments
Itemwhen exposed to air and the surfactant, aided by an alcohol mix, starts to evaporate.
binding
Material or Aggregate
i.
It stands to reason that the better quality of aggregate used, the
Once mixed into the roads base layerbetter
/sub-base,
compaction
that
chains
of
resultsmechanical
will be. Having
said that,ensures
SoilTech
hasthe
been
designed
to
work
with
marginal
materials.
SoilTech polymers are firmly inter-locked with the soil particles. Materials that work best with
SoilTech requires a plasticity range of between five and 15. The finer the materials, the more
Ideal Materials;
polymer will be required to coat the material particles.
i.
ii.
Plasticity index of 10 (will work with P.I of between (0 16)

Decent grading modulus (will also work with mixed grading of
<2mm)
Plasticity Index Scale and SoilTech Application

Ratios
Problem Some Materials;
Various cross-linking polymers and activators may be

i.
material with very poor grading modulus single sized
added to poor materials in order to achieve the
particles that are non-plastic
desired performance results. However, one needs to
distinguish
the economic feasibility
betweenSoilTech
adding would be applied at 0.5% per MOD of the
ii.
Percentage
of Normally
various polymers
or
activators
to
poor
materials
or
SoilTech
polymer material
whether it is
more practical to merely import a better
applied
aggregate before stabilizing.
i.
Where materials are poor, a higher dosage of SoilTech
stabilizer is recommended. Perhaps 0.75% - 1.5% per MDD
Modify SoilTech with higher dosage of cross-linking polymers
ii.
iii.
Compaction
Compaction is critical. SoilTech polymer binders do not form

chemical crystallization bonds such as concrete when curing.
SoilTech needs mechanical compaction.
POLYMER MIGRATION

SoilTech MK. III polymer stabilizer has been purposely
One needs above average heavy compaction at OMC level, using a
designed, to allow for the migration12
oftonne
nano-polymers
vibrating roller or heavier.
from the base layer into the sub-base layer through
capillary action.

Prof. Alex Visser

Professor
University of Pretoria, South Africa

This
Smart Material phenomena can be very advantageous when designing pavements, as it will act as a

Designed
10-15
Million Single
Axle
(ESAL) Road
Design for
further performance enhancement and change
the way
of conventional
road
designing.

India using SoilTech Mk. III polymer from Polyroads
www.polyroads.com
17
INSITU MATERIAL TESTING RESULTS
TYPICAL INSITU MATERIAL STABILIZATION RESULTS

Anadarko Afungi gas project, Northern Mozambique, Africa (Consultants Worley Parson)
The following lab reports are typical of various materials stabilized with SoilTech Mk. III polymer;
The summary of the geotechnical tests completed by labs appointed by Worley Parsons, reflects
CBR results from insitu sandy material from Northern Mozambique, stabilized with SoilTech
polymer. The results show CBR results after 15 days. However, SoilTech polymers will continue to
strengthen, as evaporation of surfactants occurs, for a period of up to 12 months.
1818
SMART MATERIALS - FIRST COMMERCIAL TRIAL

1998, Radiokop, Johannesburg, South Africa, a road
was constructed using polymers. At that stage the road
was used by Maritz Quarries for a period of six years,
carrying 120 trucks in and out of the quarry per day.
Subsequently, 17 years later the quarry has closed and
the road is now purely residential.
Construction
Material available for constructing the road was
classified as G7. The road was stabilized to a depth
of 150mm with 0,5% polymer added to the MOD of the
soil. The road was sealed with a cost effective 9mm
chip & spray seal.
17 Years Later - 2015
The road has stood up remarkably well, considering
that virtually zero maintenance has been performed on
the road in 17 years. The 9mm chip and spray seal,
is showing signs of serious fatigue and brittleness and
weathering due to loss of bitumen from UV and traffic.
Lately, the Johannesburg Road Authorities (JRA) have
been repairing the potholes.
The 150mm polymer stabilized base layer, still shows
no signs of rutting or deformation. CBR readings
have not changed over 16 years and are still in the
region of 100%.
Polyroads invest heavily into research and development
and have substantially increased the structural
performance of their polymers since this Radiokop road
was built 17 years ago.
Polyroads have constructed various mine haul roads
throughout South Africa, with some carrying 300 ton
haul truck loads on their unsealed roads.

Honeydew Road, Johannesburg, SA
1998 CBR
2008 CBR
Road
The 10mm chip & spray seal is showing severe
signs of fatigue. No revitalizing of the seal was
under-taken in 17 years. Pavement shows no
signs of rutting.
Road Design & Certification

Polyroads, with the assistance of Professor Alex
Visser from the University of Pretoria, have recompiled
the Indian IRC37 road designs.
Furthermore the
company has very close working relationships with the
Indian Institute of Technology (I.I.T), the Central Road
Research Institute (C.R.R.I) as well as the National
Highway Authorities of India (N.H.A.I)
Polymer Pavements do not provide

asphaltic seals for roads. A third party
company provided the Radiokop chip & spray
seal.
www.polyroads.com
19

INDIA
Customer:
National Highways Authorities of India
Primary Contractor:
SOMA Enterpise
Consulting Engineers: Louis Berger Inc

Project:
Six lane road Panipat-Jhalandhar

Section of NH-1 from Km 69 to
Km 387
Location:
State of Haryana and Punjab
21 October 2010, SOMA ISOLUX NH ONE TOLLWAY (Pty)

Ltd, the concessionary of the Six lane toll road PanipatJhalandhar Section of NH-1 from Km 69.000 to Km
387.100, met with the Hiway Projects of Ministry, National
Highways Authorities of India and the State Governments.
In view of the advancement of technologies in the highway
sector and the adoption of new proven technologies,
permission was granted to the Concessionaire, namely
SOMA Enterprise Ltd, to build a 5 Km section of the
highway using SoilTech Mk. III polymer for stabilizing of the
base layer. The project was completed 17 December 2010.
Design or Road
Due to the poor material available in Haryana, the flexible
pavement was designed as a four layer structure, with only
the baselayer being stabilized. Stresses and strains at
critical locations were computed using the linear elastic
model.
To give proper consideration to performance
aspects, the following three types of pavement distress ,
resulting from repeated (cyclic) application of track loads
were considered;
i.
Vertical compressive strain at the top of the sub-grade

which can cause sub-grade deformation resulting in
permanent deformation at the pavement surface.
ii.
Horizontal tensile strain or stress at the bottom of the

bituminous layer which can cause fracture of the
bituminous layer.
20
INDIA
Customer: National Highways Authorities of India
iii.
Pavement deformation within the bituminous Iayer.

While the permanent deformation within the bituminous
layer can be controlled by meeting the mix design
requirements, thickness of granular and bituminous
layers are selected using the analytical design approach.
iv.
Borrow pit material was sourced. Material type: non-plastic but with good grading.
Initial CBR was 10
After 30 day stabilization with SoilTech Mk. III Average CBR 90
21
www.polyroads.com

DEMOCRATIC REPUBLIC OF CONGO

Primary Contractor:
Office des Routes
Project:
Presidential Road Bita Road (Kingankatti)
Location:
60Km N.W of Kinshasa
BACKGROUND

Polyroads Congo SARL was appointed to construct a section
of the BITA (Kingankati) Road, just off the N1 national road,
leading to the presidential country estate. The project
commenced on September 19, 2014.

The BITA road is a typical rural sandy graded road consisting
of local insitu materials. Material tests were completed,
showing the material to be sandy with very little grading and
a plasticity index of 2. The decision was made by Office des
Routes, not to import any aggregate, but instead to see how
SoilTech Mk. III polymer binder and the cold AsphalTech
wearing course seal would function under the worst
conditions.

mm
The road design, as per Office Des Routes was a single 150
stabilized base layer, using the insitu materials and stabilized
with 1% of SoilTech per MDD of the material. This equated
2
mm
to 3 litres of SoilTech per m at a depth of 150 . The cold
AsphalTech polymer and aggregate wearing course seal was
mm
applied 20 thick before compaction.

CALIFORNIAN BEARING RATIO (CBR) TESTS
CBR tests were carried out at regular intervals to
demonstrate the curing properties of SoilTech Mk. III
polymer binder, as well as the migration of purposedesigned nano-polymers, into the sub-base layer.

Completed road with 20mm AsphalTech polymer seal

www.polyroads.com
22

DEMOCRATIC REPUBLIC OF CONGO

Customer:
Office des Routes
The Bita road is used daily by Chinese construction haul vehicles to move material to their
various civil project sites. After 18 months and two rainy seasons, the road show no side-affects
from overloaded truck traffic.
Field Dynamic Cone Penetrometer Tests On Insitu Materials Used on Bita Road
Description
30 Days
90 Days
Californian Bearing Ratio
61
485
207
66
596
241
Unconfined Compressive Strength

Elastic Modulus
B Bita Road in February 2016 18 Months after construction & two rainy seasons. The road has continued to strengthen
n
nine months after the above field tests were taken and has gained at least 50 % in structural and tensile strength.
23
23
www.polyroads.com

BOTSWANA
Customer:
De Beers Diamonds
Primary Contractor:
Teraform
Project:
Stabilize Heavy Haul Roads
Location:
Orapa, Botswana
BACKGROUND
In October 2012, Polyroads stabilized the ramp roads at Orapa Diamond Mine, the biggest open
pit diamond mine in the world. The purpose was to reduce dust and water consumption.
The ramp roads were firstly stabilized to a depth of

mm
160
and then treated with Dust-Tech polymer,
which was diluted with water at a ration of 1:50
and then sprayed on the ramp once per week.
Attached structural strength documentation shows
Tholo Ramp road prior to stabilization with
SoilTech Mk. III polymers and then after
2
stabilization 37 000 m was stabilized
STABILIZATION SOILTECH MK. III POLYMER
The existing haul road was ripped to a depth of
150mm.
SoilTech Mk. III polymer stabilizer,
supplied by Polymer Pavements was applied at a
2
ratio 1.5 liters per m .
SoilTech Mk. III was diluted with water and sprayed

over the ripped area. Further water was added to
the soil and once the material was brought to
optimium moisture levels, the road was profiled and
compacted with a heavy 12 tonne roller and
compacted to 98% MOD AASHTO.
The road was opened to traffic 24 hours later. After
three days of curing, a diluted concentrate of
ClearTech polymer was sprayed over the road
surface, using a water bowser. ClearTech assists
mm
in binding the top 10 of road surface.
24


Orapa Diamond Mine DCP Test Results

Diagram 1. Orapa Ramp Road Prior to stabilization

www.polyroads.com
Diagram 2. Orapa Ramp-road 60 days after stabilization
25

ORAPA DIAMOND MINE DCP TEST RESULTS

Tests includes:
i)
ii)
iii)
Californian Bearing Ratio (CBR)

Unconfined Compressive Strength (UCS)
Elastic Modulus
Before Stabilization
After Stabilization
% Increase
CBR
55
408
641%
UCS
510 kPa
2976 kPa
484%
Elastic Modulus
208 mPa
2208 mPa
961%
500%
400%
300%
200%
100%
0%
CBR TEST RESULTS AFTER 60 DAYS
408% 442%
55% 75%
Base-Line
Strength of Haul
Road
(unstabilized)
SoilTech
Stabilized Tholo
Road
CBR Strength Base Layer
CBR Strength Sub-Base layer
ELASTIC MODULUS - MPA

2952
3000
2500
2000
1500
1000
500
0
2208
208 269
Base-Line
Strength of Haul
Road
(unstabilized)
Base Layer
SoilTech
Stabilized Tholo
Road
Sub-Base layer
26
ASPHALTECH
Smart Materials for Wearing Course Road Seals
Kingankati Road Democratic Republic of Congo
www.polyroads.com
27
27
27
ASPHALTECH
Cold Polymer Asphalt

AsphalTech has been purposely designed to bind any non-plastic material into a useful wearing
course seal.
Worldwide, virtually all asphalt binders are now being modified with polymers, to increase
performance.
AsphalTech is a modified polymer, in direct competition to conventional asphalts. It is mixed and
applied as a cold mix, using standard paving equipment. Furthermore, AsphalTech can be applied
manually or by hand, where job creation and employment reduction is important.
AsphalTech, will not bleed in the summer heat. The elastomer properties on AsphalTech, ensures
that the material mix does not become brittle and does not crack. Polymer modification when
compared to conventional asphalt, causes significant changes in the stress-strain behavior, the
creep response and the non-newtonian flow patterns. The ability of AsphalTech polymers to
elastically recover (creep response measured by monitoring the flow of a material under a load,
and its elastic recovery when the load is removed) gives added durability to the AsphalTech seal
and thereby reduces potholing. AsphalTech binder properties can reduce rutting, raveling, thermal
cracking and stripping in the mix, as well as increase the stability and fatigue life.
Benefits
Cost effective
Utilize any non-plastic aggregate
No gas burners or fire required
Seal gravel roads
Reduced potholing
Can be used to repair potholes in conventional blacktop seals
AsphalTech can be used to seal or repair existing tar roads
Ideal for job creation and manual application

28
28
POLYCEM WEARING COURSE

PolyCem is a cost effective solution for binding materials without requiring any compaction. PolyCem
mixed with 30% insitu material and 70% non-plastic materials, such as crusher dust, stone, river or
plaster sand will provide a long lasting wearing surface with excellent tensile strength properties.
Should it be required, one can add a colourant to PolyCem to enhance aesthetics.
Furthermore, PolyCem can be used for onsite construction of v-drains or U-drains.
Typical uses includes:
Wearing course seals for roads
Factory floors
Driveways
Golf course pathways
Entertainment areas
www.polyroads.com
29
DUST-TECH
Dust Palliatives

Reduced potholing
Seal gravel roads
Cost effective
Benefits
performance.
course seal.
ASPHALTECH

Smart Material
Engineering
www.polyroads.com
30
30
Dust-Tech
Dust Palliative

Dust-Tech, essentially is a liquid plastic. The polymer has been developed with a particle size of 10 m (ten
micron). That is one-hundredth of a millimeter (0.01mm).
The minute size of the particles allows greater penetration into the soil. The very sticky Dust-Tech liquid
polymer is surrounded with stabilizing agents to keep the product from sticking together while in its packaging.
Once the product is mixed with water and applied over the ground an evaporation process of the stabilizing
agents takes place, leaving the Dust-Tech polymer to penetrate and bind with the soil particles.
Application
Typically, when treating tailing dam or fly-ash materials for dust suppression, one would mix Dust-Tech 1:9
parts water and apply the diluted ration at 1 litre per square meter.
The less one dilutes Dust-Tech, the stronger and longer lasting the solution will be. Dust-Tech, being a liquid
plastic will bind the top 5 to 10mm of the tailing material. It is recommended that the product be applied in a
fairly diluted format and then subjected to the environmental challenges. A second or third mix of Dust-Tech
can be applied at any time to strengthen the bond, until the right economical / performance criteria are met.
Benefits
Wind and water resistant

Cost Effective
Reduces water consumption in suppressing dust
Environmental friendly
Grass seeds can grow through the product
Performance warranty can be guaranteed from 3 months to 30 years , subject to the customers
requirements and budgets

Smart Materials are technological advancements in polymer technology that drives innovation in new
construction methodologies
Stabilizing Flyash stockpiles

Mine tailings
Suppress dust on dirt roads
Heli-pads
Solar-panel farms
Vineyards
www.polyroads.com
31
POLYSEAL
Barrier Geoliners
&
Mine Rehabilitation Capping

Reduced potholing
Seal gravel roads
Cost effective
Benefits
performance.
course seal.
ASPHALTECH

Smart Material
Engineering
www.polyroads.com
32
32
PolySeal
Dam & Barrier liners
In simplistic terms, PolySeal is a polymer modification of cement, which increases the tensile and
flexural strength of mortars and concrete and reduces their brittle nature. Since the polymermodified cement is a composite of two entirely different types of materials, the characteristics of the
key components, that is cement and polymer, will be briefly described:
PolySeal is a composite consisting of PolySeal elastomeric cross-linking polymers, which is mixed
as an admixture with cement and non-plastic aggregates.
Cement needs no introduction. Portland cement based concrete and mortar are among the most
widely used construction materials in the world. Advantages include, relatively low cost, high
stiffness, high compressive strength, non-flammability and ease of fabrication. However there are
some serious limitations, such as low tensile strength and brittleness, which could affect the longterm durability.
Polymer modification of cement paste increases its tensile and flexural strength and eliminates its
brittle nature.
PolySeal Geoliner is high-tech, cost effective and easy to apply. PolySeal is a water-soluble
polymer spray-on barrier liner. The application of three coats of PolySeal emulsion will result in a
highly elastic, non-toxic and flexible sealant for concrete or earthen dams or capping of waste
stockpiles.
Benefits
UV Resistant
Wind and weather proof
Does not become brittle and does not crack
Fire-proof (grass fires)
PolySeal conforms to any shape or size
Seamless
Easily repairable
Typical Applications
Lining of fresh water dams

Lining of mine tailing dams
Repairing old concrete reservoirs
Canal lining & repairs
Barrier liners sealing toxic ponds
Capping toxic waste piles
Liners for fish farming
www.polyroads.com
33
BARRIER SYSTEMS / LINERS

OVERVIEW
Barrier systems are designed to prevent regional groundwater contamination by isolating leaching
processes from the wider environment. Liners reduce the permeability at the base of the leach heap and
consists of materials selected for low hydraulic conductivity and leakage control, such as compacted
earth, bentonite clay, high-density polyethylene (HDPE), polyvinylchloride (PVC), or a combination of
these.
State-of-the-art liners systems consists of several layers of liner material and incorporate leak detection
systems and recovery devices.
Capping or covering of solid mining waste is an effective and proven treatment technology. It can be used
as a short- term interim measure or as a longterm or final action. Installation of a cap or cover on solid
mining waste can reduce or eliminate erosion, fugitive dust emissions, and infiltration of water to prevent
the migration of contaminants. Caps or covers eliminate direct exposure to solid mining waste by
creating a physical barrier that prevents direct contact with the contaminants.
SOUTH AFRICA
An analyses of international regulatory standards reported in the Geosynthetics Research Institute Report number 23 of 2007 showed the
Minimum Requirements [in South Africa] to be one of the lowest regulatory containment standards word wide at that time, despite the South
African water scarce conditions and hence limitations to assimilative capacity of the countries water resources.
Polyroads, is a member of various international environmental and water associations and understands
the need to protect our environment.
On 23 August 2013 the Dept. of Environmental Affairs promulgated the National Environmental
Management: Waste Act,
2008 (Act No. 59 of 2008), the National Norms and Standards for Disposal of Waste to Landfill.
The Act covers various Class Landfill recommendations which is subject to the type of waste being
disposed. Furthermore it states , in Chapter 2, Section 2 (a) design reports and drawings that must be
certified by a registered, professional civil engineer prior to submission to the competent authority.
Polyroads have the required personnel to assist applicants in the design of the containment barriers,
using PolySeal in conjunction with the minimum engineering designs specified by the Act.

www.polyroads.com
3434
34
POLYSEAL SPRAY-ON BARRIER GEO-LINER

In simplistic terms, PolySeal is a polymer composite, consisting of PolySeal elastomers and either
cement, for barrier in treating alkaline waste materials or a composite of PolySeal and calcium carbonate
fillers for barriers in treating acidic waste materials.
PolySeal Barrier Liners are high-tech spray-on barrier liners, developed over many years by a team of
international scientist collaborating with Polyroads. The first batch of PolySeal (Proudly South African)
was manufactured in South Africa in 2010 and was an immediate success. Competing against dated
barrier products such as bitumen and HDPE liners, PolySeal proved to be an instant success.
In 2013, Polyroads submitted an application to patent attorneys, namely DM Kisch INC , Patent
2013/03543. After much deliberation, in 2014, Polyroads decided to cancel the patent as it was simply
revealing too much technical and development secrets. It was decided to revoke the patent.
ACCREDITATIONS
PolySeal barrier & capping liners have been certified by ;

Company

SA Bureau of Standards
AMS Laboratoies

NW University, RS

Standard
Description
SANS 5099
SANS 5266
SANS 5300

AS/NZS 4020 pH Testing
pH Testing
Water resistance Hydrostatic

Head test
Water repelency
Certified for potable water
Acidic & alkaline testing
20
PolySeal Test Results
g/m2
mm
Product Type
Weight
Thickness
PolySeal 150
PolySeal 250
PolySeal 270
PolySeal 300
PolySeal 340
PolySeal 400
PolySeal 500
PolySeal 550
PolySeal 600
PolySeal 800
PolySeal 1000
PolySeal 1200
PolySeal 1500
1092
1540.7
1339.3
1244
1318
1532
1946
2241.3
2081.3
2672.7
2578.7
2503.3
2826.7
1.54
2.44
2.12
1.75
2.34
3.78
4.35
4.51
4.24
5.51
6.73
6.96
8.15
*N
**kN
Tensile MD
2602.7
3239.7
3551.5
4972.5
4715.5
5278.3
6215.2
5640
7105.1
7866.3
9322.6
8392.6
8057.3
13.0
16.2
17.8
24.9
23.6
26.4
31.1
28.2
35.5
39.3
46.6
42.0
40.3
%
Elongation MD
30.8
45.8
41.7
27
40.0
32.3
38.2
53.3
44.6
58
53.6
49.4
78.6
MD - Machine
direction
kN
Tensile CD
2112.9
2464.4
3440.5
4417.7
3642.7
6083.3
4254.4
5992.4
5941.2
8100.3
9507.4
9160
13678.7
CD - Cross
direction
10.6
12.3
17.2
22.1
18.2
30.4
21.3
30.0
29.7
40.5
47.5
45.8
68.4
Elongation CD
CBR
Elongation MD
35.1
61.8
39.4
30.1
50.9
31.8
54.6
42.2
44.9
54.2
64.2
54.2
55.7
1829.7
2048.2
3274.1
3483.2
3356.8
4477
4651.1
3801.4
5692.2
6531
8330.1
7739.4
10725.9
40.7
49.4
47.2
35.6
47.2
38.6
45.9
42.8
45.7
52.4
50.2
47.1
57.1
CBR - Static
PunctureTest
*N = 200mm samples as per the EN-ISO test standard

**kN = N result is multiplied by 5 to represent 1m2 and then divided by 1000 to get the kN strength
www.polyroads.com
35
POLYSEAL TYPICAL USES
Water storage dams

Concrete reservoirs
Tailing dams
Canals
Earth irrigation dams
Effluent dams
Sewerage oxidization ponds
Water proofing
BENEFITS OF POLYSEAL
Tensile strength - geofabric reinforced

Quick Drying - will dry in approximately four hours (subject
to weather)
Water-soluble - applicators can be rinsed in water
immediately after use
Highly flexible - will not crack or become
brittlewhen cured
Adhesion promoted - will adhere firmly to the base
layer of the dam
Easy to apply - no heavy or specialized machinery required
Environmentally friendly - cannot leach into the
environment
Acid & Alkaline resistant (pH 1.95 to 12.50) N. W
University, RSA
Easily repairable
CERTIFICATION
PolySeal Geoliner (Patent No 2013/03534)
SA Bureau of Standards
SANS 5099
SANS 5266
SANS 5300
SANS 1526
NORTH WEST UNIVERSITY
Tested with hydrochloric Acid pH 1.95
Tested with Sodium Hydroxide pH 12.5
AUSTRALIA - POTABLE WATER
AMS Laboratories
AS/NZS 4020: 2005
www.polyroads.com
36
SOUTH AFRICA
Customer:
Petra Diamonds Mine, Koffifontein
Project:
Lining of settlement dam
Location:
100Km from Kimberley, Northern Cape
In June 2013 Petra Diamonds appointed Polyroads to

construct a barrier liner at their Koffiefontein diamond mine
approximately 100 Kms from Kimberley.
Adjacent to the dam are prestine wetlands and it was critical to
prevent leaching from the mines dam. The dam area is
2
approximately 8 000 m . October 2013, saw prolonged major sitin strikes occurring at Koffiefontein mine, preventing contractors
from entering the premises.
In order to save time and disruption by Union strikers, Polyroads
decided to prepare the PolySeal geoliners off-site.
The geoliner rolls were sprayed and treated off-site in rolls of
150m long by 5.2m wide. The rolls were then transported to site,
entering the mine via an alternate entrance. The PolySeal
geoliner rolls were anchored in place with anchor trenches. The
geoliner roles were overlapped, pinned.
The project was
completed in 10 days. Thereafter the dam was filled with water.
www.polyroads.com
37
SOUTH AFRICA
Customer:
Eastern Cape Government, Water Affairs
Project:
Lining of fresh water dam dam 40 000m
Location:
Flagstaff, Eastern Cape

Polyroads were appointed in September 2013 to line the
Mzintlava fresh water dam with a synthetic PolySeal geoliner
2
over 40,000 m . The company used their unique patented
PolySeal geoliner, to line the floor and walls of the clay-clad
dam.
The PolySeal liner consists of an underlying geofabric, which
is pinned to the base layer. PolySeal is then sprayed over the
geofabric in three consecutive layers, with a high-pressure
guniting machine. The elastomeric PolySeal emulsion, is
applied as a liquid and when cured, will form a strong
synthetic geoliner, which is totally UV, acid and alkaline
resistant.
The primary benefits of PolySeal, is the fact that there are no
seems or joints, that can leak, as the entire construction is
totally homogeneous.
PolySeal remains flexible and
expandable and does not become hard or brittle in the sun.
Construction was completed in 90 days.
www.polyroads.com
www.polyroads.com

3838
SMART MATERIALS

Environmental Benefits


Reduced potholing

Seal gravel roads


Cost effective

Benefits

cracking
and stripping in the mix, as well as increase the stability and fatigue life.

and
thereby reduces potholing. AsphalTech binder properties can reduce rutting, raveling, thermal

and
its elastic recovery when the load is removed) gives added durability to the AsphalTech seal

elastically
recover (creep response measured by monitoring the flow of a material under a load,


compared
to conventional asphalt, causes significant changes in the stress-strain behavior, the

that
the material mix does not become brittle and does not crack. Polymer modification when

AsphalTech,
will not bleed in the summer heat. The elastomer properties on AsphalTech, ensures

manually
or by hand, where job creation and employment reduction is important.

applied
as a cold mix, using standard paving equipment. Furthermore, AsphalTech can be applied

AsphalTech
is a modified polymer, in direct competition to conventional asphalts. It is mixed and

performance.

Worldwide, virtually all asphalt bindersEvery
are now
with quarry
polymers,
to increase
yearbeing
India modified
uses enough
material
to build a road around
the world six meters wide by 600mm deep
course seal.

AsphalTech has been purposely designed to bind any non-plastic material into aProf.
useful
wearing
L.R Kadiyali - India

Cold
Polymer Asphalt

ASPHALTECH


www.polyroads.com
39
39
AGREGGATE REDUCTION
Aggregate loss equal to the size of Table Mountain disappears every year in SA !
SOUTH AFRICA AGGREGATE LOSSES
Gravel is a non-renewable resource obtained from borrow pits or quarries. It is estimated that
3
approximately 30 million m of gravel is lost on our roads per annum due to erosion and traffic. This
volume equates to the size of Table Mountain imagine a Table mountain disappearing every year.
Much of this material ends up in our rivers and lakes.

There are over 600 000 km of unsealed roads in South Africa. It is estimated that each 240 tons of
gravel disappear per km on our gravel roads
(Sabita information Series)

The USA consumes the equivalent aggregate of 101 Table Mountains per annum!

Every year India uses enough quarry material to build a road around the world six meters wide
by 600mm deep
Prof. L.R Kadiyali - India

Conventional road designs, which consists of multiple supporting layers of aggregate underneath a cement
stabilized sub-base layer, has not changed for the last 100 years. Construction machinery, in line with all
mechanical equipment, has changed in leaps and bounds. Current consumption of aggregate for road construction
is simply not sustainable. Many authorities are now investigating possible alternatives in reducing costs, material
consumption and not the least costs.
www.polyroads.com
40
SUPPORT SERVICES
26

Reduced potholing
Seal gravel roads
Cost effective
Benefits
performance.
course seal.
ASPHALTECH

41
41

SUPPORT SERVICES

1. ROAD DESIGN

CONSULTING ENGINEERING SERVICES

Smart Materials solutions are quite different to conventional layered
road design using selected quarry materials with cement stabilization.
In conventional road design, the materials used in road construction are specified as per AASHTO or ASTM2487 Soil
Classification Chart and the classification system for design purposes in TG2 (2009). In South Africa the TRH14 classification
is widely used. Road designs using these material specifications are based on Mechanistic-Emperical design data.

Smart Materials are purposely engineered to make use of insitu or materials that would normally be discarded as
unsuitable for use in the upper layers of the road design. Insitu materials will vary from site to site and material properties
can therefore not be characterized in a Mechanistic-Emperical manner.

It is therefore important to complete material testing and to establish performance characteristics, prior to completing the
road design.

Polyroads have several professional consulting engineering specialists, including geotechnical experts that will assist
partners, engineers, authorities or donors with the necessary material testing and internationally accredited road designs,
using Smart Materials.

Road design tools includes pavement design using axi-symmetric finite element analysis. The designs includes designing the
pavement model with various strains and stresses in order to achive optimal road design and simultaneously reducing
construction costs.

Polyroads engineering team can assist with;
Geotechnical analysis
Innovative road design
Bridge design
Dam design and lining
Barrier lining designs
Capping of toxic stockpiles
Dust suppression solutions
www.polyroads.com
PROJECTS
www.polyroads.com
42

2. PROJECT MANAGEMENT & SKILL TRANSFERS
Polyroads engineers and Smart Materials application specialists are available international to assist partners and
customers in maximising the efficacy of Smart Materials. This includes managing of construction teams to ensure that
Smart Material application dead-lines are met.
The project teams are available in pre-sales and post-sales roles.
Projects completed includes;
Supervision of SoilTech stabilizers application on 6 x lane highway in Indian
Supervision of Presidential Road in the Democratic republic of Congo
Project management and supervision and construction of Tierra Alto road in Colombia
Supervision of SoilTech application at forestry roads in Chile
Supervision of SoilTech stabilization of roads in Swaziland, Mozambique, Zimabwe, Zanzibar and South Africa
Supervision of SoilTech stabilizers application in Newcastle, Australia
Supervision of SoilTech stabilizers application in Dubai

Typical Projects
Professionally manage projects using Primavera P6 Enterprise Project Portfolio Management from Oracle
Manage road construction teams
Manage and implement dam lining projects
Survey and costing of projects
Smart Material application and supervision
Onsite international skill transfer and certification
Project Management

Polyroads project managers are fully trained on Oracles Primavera enterprise project portfolio management solutions
Primavera P6 Enterprise is the recognized standard for high-performance project management which is designed to
handle large-scale, sophisticated and multifaceted projects.

www.polyroads.com
40
43

SOILTECH POLYMER ENVIRONMENTALLY FRIENDLY TESTING

The U.S. Environmental Protection Agency (EPA or sometimes USEPA) is an agency of the federal
government of the United States charged with protecting human health and the environment, by writing
and enforcing regulations based on laws passed by Congress. The EPA employs 17,000 people in
headquarters program offices, 10 regional offices, and 27 laboratories across the USA. More than half of its
staff is engineers, scientists, and environmental protection specialists; other groups include legal, public
affairs, financial, and computer specialists.

Maximum Concentration of Contaminants for the Toxicity Characteristic of SoilTech Mk III Polymer as per EPA
specifications;

c
42
South African Bureau of Standards

Toxicity Test (SANS 812-2-1997
Product
Product
SoilTech Mk. III Stabilizer
SoilTech Mk. III Stabilizer Binder
Dust-Tech
Dust-Tech
Test Passed
Test Passed
Binder
FWC-W-140325-0127632532
FWC-W-140325-0127632532
FWC-W-140325-0126632531
www.polyroads.com
FWC-W-140325-0126632531
44 44

43
www.polyroads.com
45
46 46
Notes:
www.polyroads.com
47
POLYMER PAVEMENTS OFFICES

South Africa:
Gabon:
Nick Muller
nmuller@polyroads.com
Tel: +27 11 868-1181
Mobile: +27 82 557 3937
India:
Robert Carzo
Australia:
Ideal for jobRobert@tyg.com.au
creation and manual application
Tel: + 61 2 6226 6512
AsphalTechMobile:
can be
used
seal
tar roads

+ 61
0425to296
893or repair existing
Iran:

Angola:
Alex Casimiro
Reduced potholing
alexcasimiro@roadtechlda.com

+244923 583 456
Seal gravel Tel:
roads
Jordan:

Lebanon:
Brazil:
Mauroor
Costa
No gas burners
fire required
mcosta@polyroads.com.br
Utilize any non-plastic
aggregate
Tel: + 21 8176-3235

Cost effective
Kenya:
Cameroon:
Dr. Philip du Toit

Benefits
drphilipdutoit@yahoo.com
Tel: +23 77 927 4922

Peru:
Ghassan Izzi
La-luna-tile@hotmail.com
Tel: +241 0550 5050
Mobile: +961 352 5366
Archit Jhunjhunwala
archit@kaveri.in
Tel: +91 9886 02 8888
Mohammad Lotfioff
lotfioffm@gmail.com
Tel: +98 21 6640 4082
Ibrahim Abu Alwafa
Abraham@polyroads.com
Tel: +27 61 371 3003
+9626 56 56 616
Kulu Rana
krana@polyroads.com
Tel:+254 721 125 222
Ernesto Gordillo
cracking and stripping

in the mix, as well as increase the stability and
fatigue life.
egordillo@polytechandinasac.com
Dayro Gonzalez
Colombia:
Tel: + 51 rutting,
997 281 420
dh@b3bondcolombia.com
and thereby reduces
potholing. AsphalTech binder properties can reduce
raveling, thermal

Tel: +57 311 633 6965
and
its
elastic
recovery
when
the
load
is
removed)
gives
added
durability
to
the
AsphalTech
seal

Peru:
James Fletcher
elastically
recover
(creep
of a material under a load,
jf@fletcherasociados.com
Eduard
Lengo response
Lusungamu measured by monitoring the flow
Congo
DRC:
Tel:
+
9940 05916 polymers to
polyroadscd@gmail.com
creep response and the non-newtonian flow patterns. The ability of 51AsphalTech

Tel: +243 813 497 118

Sierre Leone:
Dr. Philp du Toit
that the material
mix
does not become brittle and does not crack.
Polymer modification when
drphilipdutoit@yahoo.com
Jorge
Vasquez
Chile:
+232 76 86
42
jvasquezk@gmail.com
AsphalTech, will
not bleed in the summer heat. The elastomer properties
on56AsphalTech,
ensures

Swaziland:
Tel: +56 998 102956
Allen Williams
manually or by Gonzala
hand, where
job creation and employment reduction allen@roadbuilders.co.za
is important.
Astorquiza
Astorquiza@yahoo.com
Tel: +AsphalTech
27 84239 9701can be applied
applied as a cold
mix, using standard paving equipment. Furthermore,
Tel: +56 99 2256410

AsphalTech is a modified polymer, in direct competition
asphalts. It is mixed and
Uruguay: to conventional
Martin Santurtun
Enrique Faundez Llanos
Efaundez1@gmail.com
msanturtun@innovaterra.com.uy
Hassan_minhaj@hotmail.com
Tel: 02 55 11 419
Mobile: +971 50565 9168
williek@polyroads.com
Tel: + 260 960 950 3851
Tel: + 598 9485 1916

performance.

Worldwide, virtually
asphalt binders are now being
modified with Willie
polymers,
to increase
Hassanall
Minhaj
Dubai:
Zambia:
Kamboyi
course seal.
Zimbabwe:
Nyathi Mkululi
mkhululimk@gmail.com
Tel: +263 772884195
ASPHALTECH

www.polyroads.com
48

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P LYROADS

A DIVISION OF POLYMER PAVEMENTS (PTY) LTD

Smart Material Engineering

Smart Materials First Commercial Trial........................................

Support Services ............................................................

Smart Material Engineering

Smart Material Engineering

Polyroads fully appreciates the significance of

Roads - soil stabilization

Roads Wearing course seals

Spray-on dam liners

Wall coatings for moisture, acid &

Smart Material Engineering

HEALTH, SAFETY & ENVIRONMENT

Smart Material Engineering

POLYROADS PRODUCT OFFERING

SoilTech Mk. III

Dust Palliative sealing of tailings

Smart Material Engineering

SOILTECH Mk. III STABILIZER

Smart Technology for Road Construction

Reduced Construction Time

Smart Material Engineering

Mk. III Stabilizer

Reduce the consumption of quarry aggregate in conventional construction

Multi-layer stabilization with SoilTech technology

Smart Material Engineering

A BRIEF HISTORY OF SOUTH AFRICAN POLYMER ROAD STABILIZATION

Stabilization of Earth Roads with water-based Polymer Emulsion

Smart Material Engineering

SMART MATERIAL TECHNOLOGY FOR ROAD CONSTRUCTION

Dynamic Cone Penetrometer (DCP) tests

Democratic Republic of Congo using insitu soils

Smart Material Engineering

Granular or unbound materials (whether natural gravels or crushed rock),

An understanding of fundamental material behaviour is necessary before performance models can be

Elastic material behaviour (cement/concrete)

STRESSES AND STRAINS

Smart Material Engineering

RESILIENT AND ELASTIC MODULUS

SOILTECH MK. III ELASTOMERIC BINDER

Smart Material Engineering

Smart Material Engineering

SoilTech MK III stabilizing polymer has been purposely designed to

Smart Material Engineering

SoilTech Mk. III Polymer Stabilizer

Conventional Concrete Stabilization

SoilTech polymer gains strength from

Concrete stabilization is a chemical reaction

High Tensile Strength

Low Tensile Strength

Although only the base layer is stabilized,

To strengthen the sub-base a lower quantity

SoilTech being elastomeric by nature

Stabilized roads normally remain closed for

Concrete stabilized roads will marginally,

Concrete has a very low coefficient of

Smart Material Engineering

COMPACTION INCREASES POLYMER BINDING CAPACITY

Plasticity Index Scale and SoilTech Application

Various cross-linking polymers and activators may be

SoilTech MK. III polymer stabilizer has been purposely

Smart Material Engineering

FACTORS INFLUENCING SOILTECH POLYMER STABILIZATION