SUPERPLAST 
HIGH PERFORMANCE POLYMER 
 
 
 
 
 
 
 
 
 
 

Pag. 1/ 37

Laboratorio iscritto all’Albo dei Laboratori MIUR – Anno 2005

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 SUPERPLAST POLYMER COMPOUND
HIGH PERFORMANCE POLYMER MODIFIED ASPHALT (PMA)

1. INTRODUCTION

Most of the world's paved roads are surfaced with asphalt, which gives good performance
and durability under the most heavily trafficked conditions. Asphalt roads are also widely
used in the construction of roads, highways, parking areas and airport runways.

However, traditional bitumen and asphalt mixture show temperature and time-dependent
behaviour. Rutting or permanent deformation is therefore the leading cause of pavement
deterioration in temperate and warm climatic regions of the world while low-temperature
cracking is a common problem in cold regions.

SUPERPLAST is the solution.

SUPERPLAST is a polymeric compound of selected polymers made of flexible granules

which, when added to the asphalt mix, increases the pavement
strength, the fatigue resistance, the resistance to rutting and
stripping and allows to obtain high resilient modulus.

The improved stiffness of Superplast asphalt and its reduced

temperature susceptibility, make it an advantageous component
of bituminous base and binder courses. The higher modulus
reached by Superplast asphalt gives it an improved capacity to
distribute loads. This, in turn, will result in lower stresses on the
unbound layers of the pavement and a lower tensile strain in the
asphalt materials, resulting in a longer life for the road structure.

The increase in modulus can also be used to reduce the thickness of a Superplast modified
pavement. By conducting a modulus and fatigue analysis of Superplast modified asphalt
versus an unmodified mix, it is possible to determine an equivalent thickness ratio,
enabling the reduction of design thickness of bound materials by 15 to 40 percent without
compromising the service life the pavement.

2
 2. POLYMER MODIFIED HOT MIX ASPHALT (PMA)

The need for designing and constructing asphalt pavements that perform satisfactorily
under extremes of climate and traffic can be met by modifying traditionally produced paving
grade HMA with polymers. The selection and dosage of polymers, and the production of
modified HMA requires expertise and a Superior Polymer compound: ITERCHIMICA
SUPERPLAST.

In the graph below some typical stress-deformation curves for different types of polymers,
are compared. SUPERPLAST is a flexible compound because it resists to deformation and
it is ductile. Its initial modulus is greater than the one given by elastomers but still plenty of
tenacity.

SUPERPLAST is used for the manufacture of all types of bituminous mixes where a
modification of the bitumen is needed to improve its characteristics and to increase the
road surface mechanical resistance. It must be added directly to the plant's mixer, avoiding
the requirement for modified bitumen tanks. The improved properties and prolonged wear
resistance have been repeatedly demonstrated in road and airport projects worldwide.
Advanced lab testing and the various projects completed have shown that SUPERPLAST
considerably improves the mechanical performances of asphalt surfaces at high
temperatures.

3
The results have demonstrated an Increase in Marshal Stability, Stiffness, Indirect tensile
strength and fracture toughness of asphalt mixtures at 25°C and 60°C. This implies
increased resistance to fatigue cracking and reduced rutting deformations for the asphalt
pavement.

The concept of resilient modulus is directly linked to the capacity of the paving's materials
to be deformed under loads. The resilient modulus represents the capacity to spread the
deformations inside the road layers and, thanks to the contribution of SUPERPLAST
compound, to distribute the action of the vehicular traffic over a wider surface.

4
The benefits of SUPERPLAST modified asphalt can be summarized in these points:

 High mechanical properties such as: Marshal Stability, Stiffness, Resilient Modulus,
Indirect Tensile Strength over a wider range of temperatures;

 Higher resistance to rutting and deformation at elevated pavement temperatures;

 Increased resistance to fatigue cracking and reflective cracking;

 Durable in extreme climatic conditions especially in high temperature environment;

 Reduce significantly moisture sensibility and aggregate stripping by providing better

adhesion to aggregates;

 High Resilient Modulus at 35°C allowing higher rutting and fatigue resistance by
distributing stresses over a wide platform thus reducing vertical strains and
consequent rutting of the lower layers (subbase and subgrade) as well as in the
wearing course;

 Higher resilient Modulus allows for increase in design life of the structure, high
durability and reduction in maintenance and construction cost;

 Guarantee high workability and aging behavior of the mixtures' characteristics;

 PMA technology offers logistic advantages and therefore cost benefits. Superplast
makes storage of PMB binder on asphalt production plants unnecessary or avoids
high investments in a range of storage tanks for various bitumens. High energy
costs for hot storage of modified bitumen are avoided or significantly reduced;

 The production of modified asphalt mix (PMA) is very flexible: it can take place at
any given moment to the degree of modification required. This allows to the asphalt
producer to organize raw materials in the most efficient way possible;

ANNEX 2 presents a list of surface distresses that can be solved by the use of Superplast
modified hot mix Asphalt.

5
In the same way, the typical asphalt mix applications are the following:

a) High Durability Wearing Course for Highway and Airport runways:

On the Highways and on the Airport runways traffic loads are very heavy, so it’ s
very important for the wearing course being durable, providing a good resistance,
reducing the maintenance costs and extending the life of the pavement. Specifically,
the new bonding which results from the use of Superplast permits the construction of
asphaltic pavements which can bear higher loads at higher service temperatures
than conventional asphaltic materials while still demonstrating greater plastic flow at
failure.

b) High Modulus Asphalt Layers (HiMA):

HiMA is a hot-mix asphalt consisting of hard bitumen blended at a high binder
content with good quality, fully crushed aggregate to produce a (relatively) fine-
graded mix with a low air voids content. HiMA is designed to combine good
mechanical performance with impermeability and durability. It is designed in the
laboratory to yield high elastic stiffness, high permanent deformation resistance and
high fatigue resistance, whilst also offering good moisture resistance and good
workability. Superplast have been used successfully to increase the resilient
modulus of the asphalt mix and providing plenty of fatigue resistance.

c) Stone Matrix Asphalt Layers (SMA):

Stone matrix asphalt (SMA) is a gap-graded HMA that is designed to maximize
deformation (rutting) resistance and durability by using a structural basis of stone-
on-stone contact. Because the aggregates are all in contact, rutting resistance relies
on aggregate properties rather than asphalt binder properties. Since aggregates do
not deform as much as asphalt binder under load, this stone-on-stone contact
greatly reduces rutting. SMA is recommended as a surface course on any high
profile, high volume roadways where a skid resistant and durable surface is
required.
Superplast is cost-effective for its increased rutting and stripping resistance and
improved durability.

d) Semi-Open Grade Asphalt Layers:

The semi-open grade drainage layers are surfaces with high roughness, discrete
draining and absorbing capacity, can provide a good grip even in wet weather and
reduce the rolling noise of vehicles. They have a high durability and can have a
reduced thickness.
The particle size of aggregate used provides a surface texture that gives to the
asphalt mix the characteristics of a drainage layer.
6
 3. SUPERPLAST MODIFIED HMA (PMA) DOSING SYSTEM

For many international highway and airport projects, pre-blended PMB is often not easily
available or the preferred technology. The only sound alternative is the production with
ITERCHIMICA mobile dosing units that are set up adjacent to the asphalt hot mix plant to
feed Superplast Polymer.

ITERCHIMICA provides mobile dosing units, positioned on site at the hot mix asphalt
(HMA) plant, to feed the polymer compound into the mixer after the aggregate has been
loaded and just before the bitumen is added to produce SUPERPLAST Polymer Modified
Asphalt (PMA). Each blender is equipped with a 1-ton storage tank. The unit is controlled
by a PLC to feed the polymer at the specific time and quantity needed to satisfactory
modify the HMA. Typically the polymer is fed together before the bitumen spraying an the
mixing time is increased of about 10 sec to assure uniform dispersion.

ITERCHIMICA's technicians will work closely with the HMA plant operators to ensure that
proper parameter and procedures are followed to assure consistent quality and results.

SUPERPLAST
4-6 % by Bitumen Weight

Aggregate Bitumen
at 180 °C at 160 °C

7
 4. PROJECT REFERENCES AND CERTIFICATIONS WORLDWIDE

SUPERPLAST modified HMA have been successfully produced for over ten years. The
SUPERPLAST technology has been improved and adapted to meet specifications
requirements in several countries.

Below it is a non-comprehensive list of main projects were Superplast has been used
worldwide. Additional projects are given in ANNEX 3. Overall, more than 35.000.000 m2
have been constructed worldwide.

YEAR  COUNTRY  QUANTITY [m2]  PROJECT 

2002  JORDAN  1.440.000  Higways  

2003  ITALY  501.000  Wearing Course Main Roads ‐ BOLOGNA 
2003/2004  TURKEY  1.750.000 Highways
2005  ITALY  515.000 Binder Layer for ROME Municipality 
2005  ITALY  570.000  Wearing Course Main Roads ‐ FLORENCE 
2007  LIBYA  1.300.000  NC‐115 El Sharara Oil Field (Ubari Area) 
2009  ALBANIA  537.130  Tirana – Durazzo Highway 
2009  LIBYA  2.000.000  Different Projects for Libyan Highways 
National Road Kiev – Kovel and 
2011  UKRAINE  257.800  reconstruction of the Road Kherson ‐ 
Nikolaev 
Rehabilitation DN24, Galati  ‐ Vaslui – Crasna, 
2011  ROMANIA  757.500 
DN24B Crasna – Albita, BADPC25m, 101 Km 
Cernavoda – Medgidia Highway, BAD25m, 25 
2012  ROMANIA  650.000 
Km 
2012  ITALY  153.360  CATANIA Airport 
EME + BBME Highway RN01 Ksar – El 
2013  ALGERIA  2.580.000 
Boukhari – Boughzol, 23,20 Km 
TOTAL  (1999 – 2013)  [m2]  35.208.000 
 

8
SUPERPLAST has achieved several accreditations worldwide that prove the high quality of
this technology and the improved performances of the modified asphalt mix.

The most important technical documents are:

a) Romanian Technical Agreement;
b) Civil Aviation Approval, Libya;
c) Technical Approval, Ministry of Transportation of Saudi Arabia;
d) Accreditation of Superplast, Indian Road Congress (IRC);
e) EME, Report of Approval, Ministry of Public Works of Algeria;
f) SMA, Testing of Polymer Superplast, Institute IGH Croatia;
g) Military Aviation Approval, Italy;

In the ANNEX 4 is possible to find several accreditation achieved worldwide.

9
 5. TYPICAL MECHANICAL PROPERTIES AND PERFORMANCES.

Adding SUPERPLAST in the asphalt mix it’s possible modified the mechanical properties
of the pavement and also the rheological properties of the bitumen. If we consider the
typical dosage of the polymer, 4% ÷ 6% on the weight of bitumen, the typical mechanical
properties of SUPERPLAST modified Hot Mix Asphalt (PMA) are reported below:

INDIRECT 
MARSHALL  STIFFNESS 
TENSILE  RUTTING TEST 
STABILITY  MODULUS 
STRENGHT 
EN 12697‐34  EN 12697‐23  EN 12697‐26  EN 12697‐22 
ASPHALT MIX TYPE    [mm/10^3 
(4% ÷ 6% SUPERPLAST)  [kN]  [N/mm2]  [MPa]  [%] 
course] 
T = 15°C        
T = 60°C  T = 25°C  T = 60°C 
f = 10 Hz 
Mstab.  ITS  ITSY  Rut Depth  Strain Speed 

BASE LAYER  10 ÷ 15  0,8 ÷ 1,5  10000 ÷ 15000 2 ÷ 5  0,02 ÷ 0,05 

BINDER LAYER  10 ÷ 15  0,8 ÷ 1,5  10000 ÷ 15000 2 ÷ 5  0,02 ÷ 0,05 

WEARING COURSE  12 ÷ 17  1,0 ÷ 1,7  10000 ÷ 15000 2 ÷ 5  0,02 ÷ 0,05 

SMA  9 ÷ 11  0,6 ÷ 1,2  7000 ÷ 10000  2 ÷ 5  0,02 ÷ 0,05 

In the ANNEX 1, are presented the test results of several worldwide projects using
Superplast modified asphalt.

10
By adding the SUPERPLAST Compound into the pug mill, the rheological properties of the
original bitumen are improved.
Starting from a bitumen with a PG 64 – 16, when performing a PG analysis, according to
AASHTO M320, on the extracted binder from a SUPERPLAST modified asphalt mix, the
following rheological properties are typically achieved:

REF  PROPERTY  TEST STANDARD  REQUIREMENTS 

  Dosage of Superplast [%]    1 ÷ 2  3 ÷ 4  5 ÷ 6 

  Bitumen Performance Grade  70‐16 76‐10  82‐10
Rolling Thin Film Oven Residue or Bitumen Extraction 
1  Dynamic Shear after Rolling Thin 
Film Oven Test (RTFOT), G*/sinδ, 
AASHTO TP5  70 °C  76 °C  82 °C 
Min. 2,2 kPa, test temperature 
@ 10 rad/s, °C 
Pressure Aging Vessel Residue 
2  Pressure Aging Vessel (PAV)  
AASHTO R28  110 °C  110 °C  110 °C 
Aging Temperature, °C 
3  Dynamic Shear, G*sinδ, 
Maximum 5000 kPa, Test  AASHTO T315  28 °C  31 °C  34 °C 
 
temperature @ 60 s, °C
4  Creep Stiffness, S, Maximum 300 
MPa  
AASHTO T313  ‐6 °C  0 °C  0 °C 
m‐value, minimum 0,300  
Test temperature @ 60 s, °C 

The mixing, laying and compaction temperatures using SUPERPLAST range in function of
the bitumen used:

Type of  Aggregate  Bitumen  Mix Temp.  Laying  Minimum Compaction Temp.    

Bitumen  Temp.      Temp.  [°C] 
[°C]  [°C]  [°C]  [°C]  Initial  End 
50/70  180÷190  165÷175  170÷185 145 140  110
70/100  180÷190  160÷170  165÷175 140 135  100

11
 6. CONCLUSIONS: A NEW ERA IN POLYMER MODIFIED ASPHALT (PMA)

SUPERPLAST is the preferable technology whenever a pavement is required to perform

structural resistance, stiffness and resistance to rutting. One such application could be the
manufacturing of ‘high-modulus’ mixes, which in France are a standard called EME, for
laying heavy-duty base courses as an alternative to concrete-stabilised courses.
Experimental evidence showed that SUPERPLAST pavements obtain the following
benefits.

- Increase the rigidity and the resistance to fatigue and rutting of the mixes;
- Guarantee high workability and stability in time of the mixtures' characteristics;
- Reduce the tensional engagement and the consequent rutting of the lower layers
(subbase, foundations, subgrade);

In recent years Superplast products have been widely tested and have clearly
demonstrated improved asphalt quality as well as easier use in the production and
development of modern asphalt mixtures.

 Benefits in its flexible application

SUPERPLAST is a range of specially developed products designed to be used in the base
as well as in the wearing course and for application in heavily trafficked areas as Highways
and airport runaways.
Superplast can also be tailored to the quality of the available bitumen; it has shown to be
effective in improving poor quality of available bitumen to an acceptable level in use for
modern asphalt mixtures.

 Benefits in logistics
SUPERPLAST offers logistic advantages and therefore cost benefits. Superplast makes
storage of modified binder for asphalt production plants unnecessary or avoids high
investments in a range of storage tanks for various PMB products. High energy costs for
hot storage of modified bitumen are avoided or significantly reduced.

 Durability
By adding Superplast polymers granules to asphalt, the resistance to deformation and the
resistance to cracking of the construction can be tailored and designed. This in turn will
tune the durability of the road to the requirements of each project.

12
  Summarizing the benefits of Superplast:
1. Flexibility in asphalt mixture design:
o with Superplast polymer modification can be put into effect at any given time;
o no long term planning needed for the production of modified asphalt;
o the degree of modification can be tailored to the situation also when recycled
asphalt is used;
2. Cost reduction in asphalt production:
o no extra expenditure in storage facilities for modified bitumen are required;
o Superplast is compatible with various types of bitumen;
o no remains of polymer bitumen left over for use as 'normal' bitumen;
o improvement of load bearing capacity and durability of the Superplast
asphalt;
3. Environmental friendly solutions:
o Superplast is an environmentally friendly application of modified bitumen;
o Modified asphalt using Superplast can be recycled without any problem;
o Reduction of energy use for the storage of PMB;
All these benefits combined make Superplast a necessary tool for asphalt engineers to
develop optimum asphalt mixtures with value for their customers.

 Superplast Application
Superplast allows the following main benefits:
1. Superplast is especially designed to improve stability, but also brings benefits in
adhesion strength of the binder to the aggregates. It is used to develop improved
stability in mixtures against, for instance, rutting.
2. Superplast is especially designed for bringing elastic performance in asphalt
mixtures; it is proven to be able to achieve PMB specifications.
3. Superplast is used to manufacture High Modulus Binder and Base course achieving
greater load distributions and bearing capacity in both temperate and warm
weathers.
4. Superplast is used to manufacture High Frictional Wearing coarses and SMA Layers
having greater durability, rutting and fatigue resistance in both temperate and warm
weathers.

In the ANNEX 1, are presented the test results of several worldwide projects using
Superplast modified asphalt. This collection of testing summary shows the
SUPERPLAST behavior when used in different applications and when tested
according to different standards.

13
ANNEX 1 – SUPERPLAST PERFORMANCES…IN BRIEF
Asphalt mixtures produced with SUPERPLAST polymer compound show superior
performance and durability. A selection of asphalt mix performance test data are presented
in the following tables and figures in comparison with conventional bitumen used without
Superplast or versus PMB type bitumen.

1) Italian Airforce 2° Operating Infrastructure Department – Ciampino Laboratory:

Typical Mashall test results of airport wearing coarse produced with PMA using 4% of
Superplast on the weight of bitumen, compared with conventional 50/70 bitumen.

ITALIAN MILITARY AVIATION 

MARSHALL STABILITY AND FLOW 
Very Dense Aggregate Mix for Airport Landing Areas 

HMA 50/70 
   HMA Modified with Superplast
Traditional 
Compaction Method  75+75 blows  75+75 blows 
Flow [mm]  2,20   2,40  2,75   2,55  2,80   2,80  2,70   2,75 
Marshall Stability [kg]  1340   1530  1380   1450  1989   1971  1740   1910 
Mean Flow [mm]  2,48  2,76 
Mean Stability[kg]  1425  1902 

By adding Superplast in the asphalt mix it is possible to increase the Marshall Stability of
about 25%.

14
 2) Marshall Test on Binder Course Using SUPERPLAST – Laboratory of
ITERCHIMICA.

In the following study, are presented the typical improvement obtained while changing the
Superplast concentration on the HMA dense mix. A DBM binder course 0/12 mm is
modified with 0%, 3% and 6% polymer and the material have been tested in the laboratory.
The results show significant increase in the indirect tensile properties without
compromising the allowable maximum flow.

LABORATORIO IMPRESA VIGANO’ 
MARSHALL STABILITY AND FLOW 
INDIRECT TENSILE STRESS (Rt) AND RATIO (CTI) 

 MIX TYPE  A  B  C  D 
Bitumen Content [%]  5,3  5,3  5,3  6 
SUPERPLAST Content [%]  0  3  6  0 
Rt [N/mm2]  0,54  0,74  1,15  0,68 
CTI [N/mm2]  35,35  54,65  74,28  36,7 
Marshall Stability [KN]  10,63  13,95  22,09  12,71 
Flow[mm]  2,42  2,41  2,47  2,91 

15
 3) Comparison between Superplast modified Asphalt (PMA) and PMB for DBM
layer – ROMANIA.

In the following study , are presented typical test results for a DBM Binder Base layer 0/25
mm, manufactured with bitumen 50/70, with Superplast PMA and with PMB.
The PMA results show significant increase in the mechanical properties of the mix with
results similar or better than the one’s obtained with the PMB.

MATERIAL TYPE  DBM 25 

DBM 25 +            DBM 25 +           DBM 25 +       

BINDER LAYER 
Bit. 50/70  4,6% SUPERPLAST  PMB 

   Average 
Bulk density [Kg/m3]  2386  2379  2370 
Aggregates density [Kg/m3]  2711  2711  2711 
Bitumen volume in mixture [%)]  10.5  10.47  10.43 
Aggregates volume in mixture [%]  84.1  83.8  83.5 
Residual voids [%]  5.4  5.7  6.1 
Voids in mineral aggregates [%]  15.9  16.2  16.5 
Voids filled with bitumen [%]  66  65  63 
Stability at 60°C [kN]  10.55  13.8  12.47 
Flow [mm]  2.8  2.4  2.7 
Water absorption [%]  3.39  3.17  3.33 

16
 4) SUPERPLAST behaviour at different temperatures – NIEVELT
LABORATORY.

Additional investigation has been performed on the Indirect tensile at different

temperatures comparing PMA with PMB. The results indicate great performances for a
wide spectrum of temperatures. SUPERPLAST has been used in the percentage of 5% on
weight on bitumen 50/70.

By adding Superplast in the original asphalt mix the Indirect Tensile Stress increases
around 25% at 25°C compared to the PMB value, while at 40°C the performances are
similar. At the lower temperature the Superplast asphalt mix is less stiff and this means a
better resistance to fatigue and thermal cracking.

17
 5) Romanian Techinical Agreement

Below are presented typical properties of PMA asphalt mixes defined by extensive
testing performed in Romania. The typical asphalt mix characteristics for DBM, BC
and SMA layers when Superplast is used, according to European Norms and
requirements, are the following:

DBM 0/25 mm with 5% SUPERPLAST 
No.  DBM 25mm Specification  Test 
crt.  Technical  characteristic  M.U.  with Superplast range  method 
Voids   in   the   mix   at   120 
1.  [%]  3,6  max. 9,5  EN 12697‐31
gyrations 
10300 ÷ 
4.  Stiffness modulus, at 15°C  [MPa]  min. 4000  EN 12697‐26
10800 
Dynamic   creep   (at   40°C,       
200 kPa @ 1800 impulses)       
5.  EN 12697‐25
‐ strain  [μm/m]  2815/3642  max. 20000 
‐strain speed  [μm/m/course] 0,13/0,12  max. 2 
No. Of courses
6.  Fatigue life, at 15°C  > 400000  min. 400000  EN 12697‐24
to cracking 
 

BC 0/16 mm with 5% SUPERPLAST 
No.  BC 16mm with Specification  Test  
Technical characteristic  M.U. 
crt.  Superplast  range  method 
1.  Apparent density  [kg/m3]  2367  min. 2350  EN 12697‐6
Voids in the mix 
2.  [%]  4,0  max. 5  EN 12697‐31
(80gyrations) 
3.  Stiffness modulus, at 15°C  [MPa]  7350 ÷ 8850  min. 4500  EN 12697‐26
Dynamic  creep  (at  40°C,       
200kPa @ 1800 impulses)       
4.  EN 12697‐25
‐ strain  [μm/m]  13600/14800 max. 25000 
‐strain speed  [μm/m/course] 1,03/0,96  max. 2,5 

Wheel   tracking   at   60°C       
 
(cores)       
5.   
‐ rut depth  [% mm/1000  6,8  max. 7 
EN 12697‐22
‐ strain speed  courses]  0,07  max. 0,7 

 
18
 SMA 0/16 mm with 6% SUPERPLAST 
SMA16mm 
No.  Specification  Test  
Technical Characteristics  M.U.  with 
crt.  range  method 
Superplast 

1.  Voids in the mix  [%]  3,6  3...4  EN 12697‐8

4.  Stiffness modulus, at 15°C  [MPa]  9100…9400  min. 4500  EN 12697‐26

Dynamic  creep  (at  40°C,       
200 kPa @ 1800 impulses)       
5.  EN 12697‐25
‐ strain  [μm/m]  5500/5700  max. 30000 
‐strain speed  [μm/m/course] 0,36/0,43  max. 3 
Fatigue   deformation   (at 
6.  [mm]  0,276/0,268  max. 1  EN 12697‐24
15°C and 3600 impulses) 
Wheel   tracking   at  60°C       
(cores)         
7. 
‐ rut depth  [% mm/1000  2,6/2,8  max. 7   EN 12697‐22
‐ strain speed  courses]  0,021/0,026  max. 0,6 

19
 6) Stiffness Modulus using SUPERPLAST for BRE.BE.MI. Highway – BASE
and BINDER Layer – Politecnico of Milano Laboratory.

Here below are presented some test data on the Stifness Modulus when tested in
accordance with European standard (EN 12697-26). The object of these tests is the
measurement of the stiffness modulus in particular testing in indirect tension (IDT) mode.
The IDT testing of cores is very practical for routine use in Europe.

‐ BINDER Layer:

POLITECNICO OF MILANO LABORATORY 
Stiffness Modulus of DBM 0/20 mm Binder course layer at 15Hz at different temperatures [MPa] 
f=15 Hz  T= 7°C  T= 16°C  T= 29°C  T= 35°C*  T= 40°C*
Bitumen 50/70 + 4,0 % Superplast  19653 12892 7325 5600  4500
Bitumen 50/70 + 8,0 % Superplast   19062 13041 8108 6300  5200
Bitumen 50/70 + 4,0 % Superplast + 20%RAP 20472 14807 9915 ‐‐‐  ‐‐‐
Bitumen 50/70 + 8,0 % Superplast + 20%RAP 21061 15849 10714 ‐‐‐  ‐‐‐
Minimum Requirement 
12000  8000  6000  ‐‐‐  ‐‐‐ 
Bre.Be.Mi Specifications 
*Prevision Results 

20
 ‐ BASE Layer:

POLITECNICO OF MILANO LABORATORY
Stiffness Modulus of DBM 0/30 mm Base course layer at 10Hz at different temperatures [MPa] 
f= 10 Hz  T= 7°C  T= 16°C  T= 29°C 
PMB Type 1  21079 13098 7626
PMB Type 2  18193 12750 6619
Bitumen 50/70 + 3,5% Superplast  24197 16262 9550
Bitumen 50/70 + 5,0 % Superplast  24591 19579 13728
Minimum Requirement 
9000  6000  4000 
Bre.Be.Mi Specifications 

Resistance of bituminous mixtures to fatigue-induced cracking is one of the main factors

that influence pavement service life. Knowledge of the rigidity modulus of bituminous
mixtures allows appropriate design methods for bituminous mixtures. Even the fatigue
strength of bituminous mixtures are indicated by their modulus, particularly based on binder
characteristics. Using Superplast you can increase the Stiffness Modulus, and the
resistance of the pavement in fatigue and rutting, ranging between 20% to 50% in
comparison with an asphalt mix manufactured using a PMB.
21
 7) The Rutting Test on SMA layer using SUPERPLAST – NIEVELT Laboratory.

Below are presented some typical rutting tests performed on SMA mix with 5% Superplast
adding. The rutting is minimal even at 60°C testing temperature.

NIEVELT LABORATORY 
Rutting Test on SMA layer using SUPERPLAST 

   PROFILE     Average Rut depth 
Measuring range 
1  2  3  4  5  (mm)  (%) 
   9.8  10.2  9.8  10.4  10.5       
Measure 0  9.1  10.2  9.9  10.2  10.4       
   8.9  9.5  10.4  10.3  10.5       
   10.3  10.9  10.4  11.2  11.9       
100 cycles  10.3  11.6  11.0  11.7  12.2  1.1  1.9 
   9.8  10.4  11.7  11.4  11.9       
   11.3  10.8  10.8  11.3  12.2       
300 cycles  11.1  12.3  11.2  12.1  12.4  1.6  2.7 
   10.4  10.9  12.8  11.8  12.1       
   11.2  10.9  10.9  11.6  12.2       
1000 cycles  11.5  12.5  11.3  12.4  12.6  1.7  3.1 
   10.6  10.9  13.1  12.1  12.5       
   11.2  11.2  10.9 11.9 12.2   
3000 cycles  12  12.9  11.8  12.6  14.2  2.1  3.7 
   11  11.2  13.3  12.5  13.1       
   11.5  12.2  11.7  12.5  12.8       
10000 cycles  12.9  13.3  12.8  14.0  14.2  2.9  5.1 
   12  12.2  14.0  13.2  14.0       
   11.8  12.6  12.3  13.0  13.6       
30000 cycles  13.6  14  13.5  14.9  14.6  3.4  6.0 
   12.6  13  14.0  13.7  14.4       
Rut depth after 30000 cycles: 3,4 mm 
Rut depth specimen: 6%

22
 8) Tests conducted at IIT Kharagpur (INDIA) on DBM2 type samples with VG30
bitumen with and without 4% of SUPERPLAST on the bitumen weight.

A complete research have been performed at the Indian Institute of Technology to verify
the mechanical performances of a DBM2 layer with and without SUPERPLAST.

LABORATORY OF IIT KHARAGPUR 
Tests on DBM2 layer with and without SUPERPLAST 
VG 30 + 5%  MORT&H 
Average Marshall Properties  M.U.  VG 30 
SUPERPLAST  Spec. (2013) 
Gmb  [g/cm3]  2,678  2,680    
Gmm  [g/cm3]  2,790  2,780    
Air Voids  [%]  4,02  3,60  3 to 6 
VMA   [%]  12,9  12,8  12 min 
VFA   [%]  68,9  72,1  65‐75  
Stability at 60°C   [KN]  16,9  20,1  9 min 
Flow   [mm]  3,3  2,9  2 ‐ 4 mm 
TSR   [%residual]  69%  88%  80 min 
Marshall Stiffness  [KN/mm]  5,1  7,1  3 ‐ 5  
Resilient Modulus at 35°C   [MPa]  2227  5874 

As seen from the Marshall Test results and resilient modulus obtained in this investigation,
addition of Superplast additive increases the stiffness of the mix significantly and produces
a high modulus mix having all the Marshall properties complying with the MORTH (2001)
Specifications.

23
 9) Performance Grade Test on the bitumens extracted from asphalt mixes with
different percentages of SUPERPLAST – Laboratory of M.O.T. of Riyhad.

Starting from a bitumen PG 64-10 it’s possible achieve the following results:

2%  3%  4%  5%  5,5% 

TEST  U.M. 
Superplast  Superplast  Superplast  Superplast  Superplast 
AFTER EXTRACTION
DSR @ 64°C  kPa  6,795  8,940 ‐‐‐ ‐‐‐  ‐‐‐
DSR @ 70°C  kPa  3,099  4,123 5,365 5,347  10,145
DSR @ 76°C  kPa  1,511  2,176 2,566 2,507  4,660
DSR @ 82°C  kPa  ‐‐‐  ‐‐‐ 1,311 1,253  2,324
True Grade  °C  72,9  75,9 77,4 77,2  82,1
Elastic 
%  28  30  35  35  40 
Recovery 
Jnr @ 
kPa‐1  2,327  1,421  1,727  1,892  2,737 
0,1kPa 
Jnr @ 
kPa‐1  2,629  2,129  2,876  2,966  3,899 
3,2kPa 
Stress  % (Jnr 
13  49,84  66,56  56,74  42,46 
Sensitivity  diff.) 
PG Grade    70 – 10  70 – 10 76 – 10 76 – 10  82 – 10

By adding Superplast in the asphalt mix, the bitumen of the polymer modified asphalt
modifies its rheological performances. The highest temperature of the PG of the bitumen
rises increasing the percentage of Superplast in the mix.

24
 10) High Modulus Asphalt (HiMA): The Mechanical Performances using
Superplast following French Specifications – Politecnico of Milano
Laboratory: “Dédoublement de la RN01 entre Berrouaghia et Bouhezoul”

LABORATORY OF POLITECNICO OF MILANO 
High Modulus Asphalt Pavement – French Specifications 
EME and BBMB 

EME2 0/20  EME2 0/14  BBME2 0/10 

TEST 

Superplast  Spec.  Superplast  Spec.  Superplast  Spec. 

Rutting Test: 30000 
5,2  ≤ 7,5  3,1  ≤ 7,5  4,1  ≤ 7,5 
cycles @ 60°C [%] 
Complex Modulus   
14893  ≥ 14000  17208  ≥ 14000  16996  ≥ 12000 
@ 15°C [MPa] 
Fatigue Test:            @ 
1 milion cycles     @  ≥ 130  ≥ 130  ≥ 130  ≥ 130  ≥ 100  ≥ 100 
10°C, 25 Hz [µdef] 

Following the French Specifications, by Adding Superplast in the asphalt mix it’s possible
to achieve the performances of an High Modulus Pavement (HiMA). We can achieve the
performances required using a bitumen with a conventional penetration of 50/70 instead of
a stiffer/harder bitumen (penetration 10/20) which is normally suggested to manufacture an
HiMA.

25
 11) Project: Qatar - Al Muntazah Project - Road A3 – East industrial Temporary
Diversion FROM CH (0+635) TO CH (0+830) & SLIP ROAD (P-435 TO P-
453) in Al Muntazah Street Extension Project

Several specimens have been collected from the base course and wearing course of the
above project. Specimens have been sent to the road laboratory of Politecnico di Milano
University for verification of performance and specification properties. The test performed
have given the following conclusions:

“According to previous experiences of Road Research Laboratory of Politecnico di Milano,

lab tests on asphalt concretes (Sample ID 2014-05-0103->0112, Layer 1 and Layer 2)
carried out by this Laboratory have showed good performance of both materials.

According to the test report of this lab, summarized in the table below, both asphalt
concretes exhibit good performance in terms of stiffness, fatigue resistance and wheel
tracking resistance.”

Asphalt Concrete (CODE)  TEST  PERFORMACE 

    @5°C/2Hz >14000 MPa
  @20°C/2Hz >5000 MPa
 
Stiffness  @5°C/10Hz >15000 MPa
Layer 1 
@20°C/10Hz >7000 MPa
Fatigue resistance @20°C >1.5∙106  cycles
    @5°C/2Hz >14000 MPa
  @20°C/2Hz >5000 MPa
 
Stiffness  @5°C/10Hz >15000 MPa
Layer 2 
@20°C/10Hz >7000 MPa
Fatigue resistance @20°C >1.5∙106  cycles
RIGHT LANE – R/A  Ruth Depth @60°C and 10000 cycles < 2.5mm 
SLIP ROAD – LEFT LANE  Ruth Depth @60°C and 10000 cycles  < 2.5mm 

26
 12) Department of Hydraulics, Transport and Civil Infrastructures (DITIC) of the
Politecnico di Torino –Coastal Road Rasjedir-Sabrata project – Libya.

Cylindrical specimens prepared with the gyratory shear compactor were subjected to the
following tests:
‐ Repeated loading indirect tensile tests for the determination of elastic stiffness (EN
12697-26 and ASTM 06931-07 standards) at 20 and 40°C;
‐ Simple compression creep tests at 60°C (preloading for 360 loading for 3600 s with
a pressure of 100 kPa, recovery time equal to 3600 s) (AASHTO T322 standard).

LABORATORY OF POLITECNICO DI TORINO 
  Traditional Mix  Superplast and Adhesion Dopes Mix 
E @ 20°C [MPa]  11113  12857 
E @ 40°C [MPa]  4143  4683 
α @ 60°C  0,098  0,067 

The introduction of polymers in the bituminous mixture causes a significant increase of

elastic stiffness (at 20 and 40°C). This implies that, even in severe environmental
conditions corresponding to high air temperatures, in the case of use of polymers the
wearing course contributes to a greater degree to the distribution of stress applied on the
surface by vehicles in transit, with a possible positive effect on the service life of the
pavement.
Results of creep tests carried out al 60°C are totally coherent with those of elastic stiffness
tests. In terms of the expected service behaviour of the wearing course, this implies a lower
risk of rutting due to high loads and temperatures.
This is proved by the reduction of permanent deformation at every number of loading
cycles and by the reduction of the slope of the rutting curve.

27
 13) Institute IGH for Materials and Structures – Testing SUPERPLAST for use in
asphalt type SMA 16 – Kosovo Moterway Project.

Quality 
Mark  MIX 5  MIX 6  MIX 7  MIX 8 
conditions 
Asphal mix tipe  SMA 16 SMA 16 SMA 16 SMA 16 
Bitumen type  50/70  50/70  50/70  Pmb 
 
Superplast, [%(m/m)]  4  3  0  0 
Celulose fibres, [%(m/m)]  0,3  0,3  0,3  0,3 
Bitumen content, [%(m/m)]  5,3  5,3  5,3  5,3  ‐ 
Void content, [%(v/v)]  3,1  3,1  3,1  3,1  3 ‐ 6 
Voids filled with bitumen, [%(v/v)]  82,0  82,0  82,0  82,0  71 ‐ 83 
Drained material, [%(m/m)]  0,2  0,2  0,1  0,1  < 0,6 
Indirect tensile strength ITS, [MPa]  2,36  2,10  1,96  1,72  ‐ 
Indirect tensile strength ratio ITSR, [%]  81,4  87,6  88,8  90,2  ≥ 80 
Wheel tracking slope, [mm/1000 cycles]  0,01  0,01  0,02  0,02  ≤ 0,07 
Proportional rut depth, [%]  3,2  2,8  3,3  2,8  ≤ 5 
Stiffness, [MPa]         6338  6663  5110  5091  3600 ‐ 7000 
Resistance to fatigue, [10‐6 m/m]  cca 180  cca 190  Cca 170 Cca 280  > 160 

The results of resistance to rutting show that all tested mixtures have approximately equal
values of proportional rut depth and wheel tracking slope and satisfy the spec. limits.
“Asphalt mixtures with Superplast have:
‐ good high temperature performance;
‐ good resistance to rutting;”
28
ANNEX 2 – Surface distresses solved by SUPERPLAST

Properly designed and maintained HMA pavements can provide many years of satisfactory
service. Distressed pavement is often a result of a combination of factors, rather than just
one root cause. HMA pavement damage that is visible at the surface of the pavement is
often called "surface distress". However, like all pavements, HMA pavements can be
damaged by certain conditions. This page is intended to show the main Surface
Distresses that can be solved by the use of Superplast Modified Hot Mix Asphalt.

a) Rutting
Rutting is a primary reason of premature deterioration of asphalt highway pavements.
Pavements constructed with polymer and other modifiers are showing improved
performance. When the virgin asphalt and modified HMA mixes used on several test
sections worldwide are compared in field evaluation, the observation and results confirm
the relatively poor performance of the virgin asphalt section with respect to rutting,
compared to modified HMA sections.

The rutting problem is also associated with high pavement temperatures during the
summer months. The high temperatures reduce the asphalt cement viscosity, which can
make the mix susceptible to rutting.

Rutting can be defined as a Surface depression in the wheelpath. Pavement uplift

(shearing) may occur along the sides of the rut. Ruts are particularly evident after a rain
when they are filled with water. There are two basic types of rutting: mix rutting and
subgrade rutting.

Mix rutting occurs when the subgrade does not rut yet the pavement surface exhibits
wheelpath depressions as a result of compaction/mix design problems.

29
Subgrade rutting occurs when the subgrade exhibits wheelpath depressions due to
loading. In this case, the pavement settles into the subgrade ruts causing surface
depressions in the wheelpath.

Rutting in a busy arterial Ruts can even be seen in the two-way left turn lane indicating that
the rutting is not due to heavy traffic.

Therefore the possible causes are: Permanent deformation in any of a pavement's layers
or subgrade usually caused by consolidation or lateral movement of the materials due to
traffic loading. Specific causes of rutting can be:

 High temperatures that reduce the viscosity of the binder.

 Insufficient compaction of HMA layers during construction. If it is not compacted
enough initially, HMA pavement may continue to densify under traffic loads.
 Subgrade rutting (e.g., as a result of inadequate pavement structure).
 Improper mix design or manufacture (e.g., excessively high asphalt content,
insufficient amount of angular aggregate particles).

30
 b) Ravelling
Description: The progressive disintegration of an HMA layer from the surface downward as
a result of the dislodgement of aggregate particles.

Figure 1 –Raveling possibly resulting from segregation 

The problem encountered are: Loose debris on the pavement, roughness, water collecting
in the raveled locations resulting in vehicle hydroplaning, loss of skid resistance.
Possible Causes of the Loss of bond between aggregate particles and the asphalt binder
as a result of:
High temperatures that reduce the viscosity of the binder.

 A dust coating on the aggregate particles that forces the asphalt binder to bond
with the dust rather than the aggregate
 Aggregate segregation. If fine particles are missing from the aggregate matrix,
then the asphalt binder is only able to bind the remaining coarse particles at their
relatively few contact points.
 Inadequate compaction during construction. High density is required to develop
sufficient cohesion within the HMA.

31
 c) Bleeding
Bleeding occurs when a film of asphalt binder on the pavement surface. It usually creates
a shiny, glass-like reflecting surface that can become sticky when dry and slippery when
wet.

Figure 2 – Classic Bleeding 

Bleeding occurs when asphalt binder fills the aggregate voids during hot weather or traffic
compaction, and then expands onto the pavement surface. Since bleeding is not
reversible during cold weather or periods of low loading, asphalt binder will accumulate on
the pavement surface over time. Likely causes are:

 High temperatures that reduce the viscosity of the binder;

 Excessive asphalt binder in the HMA (either due to a poor mix design or
manufacturing problems);
 Low HMA air void content (e.g., not enough void space for the asphalt to
occupy), likely a mix design problem.

32
ANNEX 3 – List Of Main Project Where Superplast Is Used
2005 ITALY 265.000 High module in Livorno
2005 ITALY 75.000 Binder for Rome Municipality
2005 ITALY 440.000 Binder for Rome Municipality
2005 ITALY 33.000 Modified bitumen
2005 ITALY 50.000 Municipality of Bergamo
2005 ITALY 20.000 Municipality  of Milan
2005 ITALY 20.000 Municipality  of Milan
Porous asphalt and semi‐opened porous 
2005 ITALY 74.250
asphalt for Anas Rome

2005 ITALY 180.000 Eco‐porous asphalt for Società Autostrade

ITERCHIMICA POLYMERS REFERENCES
2005 ITALY 40.000 Industrial Parking Linde in Pordenone
POLYMERS TYPE: SUPERPLAST 2005 ITALY 12.500 Sma ‐ Anas Ancona
2005 ITALY 9.500 Sma ‐ Anas Roma
2005 ITALY 14.000 Sma ‐ Ancona Municipality
ANNO  PAESE   2005 ITALY 20.000 Splittmastix 
YEAR COUNTRY QTY M² PROJECT 2005 ITALY 100.000 Splittmastix for Anas Ancona
1999 LIBYA 363.000 Tripoli Municipality 2005 ITALY 60.000 Municipal Street in Cinisello Balsamo
2005 LIBYA Street near the oilfields in Ubari area
2001 SLOVAKIA 16.000 National roads 2005 ITALY 230.000 Porous asphalt‐Le Capannelle Rome
2001 BULGARIA 20.000 Urban Streets in Sofia High module wearing course for private 
2005 ITALY 115.000
parkings in Fossombrone
2002 LEBANON  120.000 Highway Beirut‐Bekaa Valley
Wearing course and binder for Anas Bologna / 
2002 TURKEY 147.000 Turkish motorways 2005 ITALY 440.000
Ferrara / Bologna Municipality
2002 ITALY 41.100 Sma in Lecce
2002 JORDAN 1.440.000 Highways 2005 ITALY 15.000 Wearing course and private parking
2002 ITALY 81.600 Porous asphalt 2005 ITALY 50.000 Wearing course and Sma
2002 ITALY 66.900 Wearing course Closed wearing course‐soft modified for Anas 
2005 ITALY 32.100
2002 ITALY 214.200 Wearing course Florence
2002 ITALY 215.400 Wearing course 2005 ITALY 570.000 Wearing course for Anas Florence
2002 ITALY 122.400 Modified wearing corase ‐ closed Semi‐opened porous asphalt                         S.S. 
2005 ITALY 300.000
2002 ITALY 57.900 Modified wearing course ‐ Treviso 613/16 Lecce
2005 ITALY 126.150 Different projects
2003 ITALY 78.600 Sma ‐ Anas Ancona 2005 EL SALVADOR 50.000 Roads in San Salvador
2003 ITALY 38.400 Sma ‐ Anas Bologna 2005 TURKEY 600.000 Different projects
2003 ITALY 72.300 Sma ‐ Anas Pescara
2003 AUSTRALIA 15.000 Urban Streets in Perth 2006 ITALY 150.000 Porous asphalt Anas L'Aquila
2003 ITALY 67.200 Urban Streets in Varese 2006 ITALY 50.000 Porous asphalt Anas Rome
2003 ITALY 66.000 Porous asphalt ‐ Anas Roma 2006 ITALY 8.000 Improved binder
2003 ITALY 76.200 Porous asphalt ‐ Anas Roma 2006 ITALY 15.000 Improved binder
2003 ITALY 58.200 Closed wearing course 2006 ITALY 40.000 Improved binder
2003 ITALY 36.000 Modified wearing course 2006 ITALY 25.000 Improved binder
2003 ITALY 39.900 Modified closed wearing course ‐ Anas Fi 2006 ITALY 102.000 Modified bitumen
2003 ITALY 63.000 Wearing course ‐ Anas Ancona 2006 ITALY 31.800 Municipality of Linguaglossa (CT)
2003 ITALY 230.100 Wearing course ‐ Anas Bologna 2006 ITALY 40.500 Varese Municipality
2003 ITALY 207.900 Wearing course ‐ Anas Bologna
2006 ITALY 1.200 High Module ‐ Fossombrone Municipality
2003/2004 LITHUANIA 30.000 Government Street
2003/2004 TUNISIA 18.000 Government Street
2006 ITALY 25.000 Rome Municipality xv mun. Improved Binder
2003/2004 TURKEY 1.750.000 Highways
2003/2004 SERBIA 20.000 Highways Rome Municipality xv mun. Improved 
2006 ITALY 48.030
2003/2004 SERBIA 100.000 Highway Belgrado ‐ Ungheria wearing course

2006 ITALY 53.088 Semi‐opened porous asphalt ‐ Anas Lecce

2004 SERBIA 124.800 Highway  Belgrado‐Nic
2004 SERBIA 56.600 Highway Belgrado‐Tancero 2006 ITALY 33.000 Slurry Seal
2004 IRAN 222.900 Highway Mashad‐Teheran 2006 ITALY 33.000 Sma ‐ Anas Bologna
2004 ITALY 186.000 Modified bitumen  2006 ITALY 33.000 Sma ‐ Anas Napoli
2004 ITALY 99.000 Slurry seal
2006 ITALY 114.150 Sma‐Treviso Municipality ‐ Veneta Strade
2004 ITALY 33.000 Sma ‐ Anas Catania
2004 ITALY 110.000 Sma ‐ Anas Firenze
2006 ITALY 106.350 Sma  and modified wearing course‐ Viability
2004 ITALY 41.700 Sma ‐ Anas Palermo
2004 ITALY 42.000 Sma ‐ Anas Roma 2006 ITALY 41.400 Porous asphalt‐Anas Rome
2004 ITALY 237.300 Sma ‐Anas Ancona‐
2006 ITALY 58.560 Modified wearing course‐Anas Florence
2004 ITALY 105.900 Sma ‐Highway Novara.Anas
2004 ITALY 177.000 Porous asphalt ‐ Anas Lecce‐ Modified closed wearing course‐Livorno 
2006 ITALY 76.380
2004 ITALY 184.500 Porous asphalt ‐ Anasa Cagliari Interport
2004 ITALY 41.400 Porous asphalt ‐ Highway in Mondovì Closed wearing course ‐ soft modified ‐ Anas 
2006 ITALY 121.800
2004 ITALY 51.600 Porous asphalt ‐Anas Roma‐ Florence
2004 ITALY 33.000 Porous asphalt Autostrada TO‐SV 2006 ITALY 43.620 Wearing course and Binder in Bologna
2004 ITALY 51.000 Wearing course
2004 ITALY 31.200 Wearing course 2007 ITALY 27.400 Anas Province of Caserta
2004 ITALY 34.200 Wearing course ‐ Anas Bologna 2007 ITALY 77.000 Antiskid Province of Lecce
2004 ITALY 36.000 Wearing course ‐ Anas Bologna 2007 ITALY 24.000 Modified bitumen S.S.131
2004 ITALY 92.400 Wearing course ‐ Anas Bologna 2007 ITALY 18.000 SMA S.S. Appia
2004 ITALY 176.100 Wearing course ‐ Anas Bologna 2007 ITALY 22.600 Anas Florence
2004 ITALY 69.600 Semi‐opened wearing course ‐ Turin 2007 ITALY 47.000 Modified wearing course ‐ Rome
Wearing course+Binder ‐ Serenissima  2007 ITALY 31.300 Pratica di Mare Airport runway 
2004 ITALY 56.700
Highway 2007 ITALY 29.600 Salaria Road
2007 ITALY 29.000 Rome Municipality
2004 ITALY 306.000 Semi‐opened wearing course ‐ Anas Napoli
2007 LIBYA 1.300.000 NC‐115 El Sharara Oil Field (UBARI Area)
2004 ITALY 51.000 Varese Municipality          

33
2008 ITALY 48.000 Antiskid for Anas Catanzaro
2008 ITALY 29.500 Siracusa‐Catania Highway
2008 ITALY 54.000 Antiskid for Anas Catania
2008 ITALY 63.000 Modified bitumen S.S.131
2008 ITALY 22.000 Anas Florence
2008 ITALY 48.000 Modified wearing course ‐ Rome
2008 ITALY 45.000 Livorno Interport
2008 ITALY 89.000 Anas Florence
2008 ITALY 30.500 Rome Municipality

2009 ITALY 123.695 Antiskid ‐ Rome

2009 ITALY 83.913 Antiskid ‐Brindisi Municipality M06 Kyiv‐Chop motor road repair, section km 
2012 UKRAINE 31.900
128+000‐14+080 for SMA
2009 ITALY 113.347 Antiskid ‐ Bergamo and Milan Municipalities
2012 AUSTRALIA 16.520 Perth ring road
2009 UKRAINE 174.478 Kiev ‐ Chop Highway
2012 ROMANIA 34.600 Cluj working site
2009 ALBANIA 537.130 Tirana ‐ Durazzo Highway
2012 ROMANIA 48.932 Different working sites in Romania
Rehabilitation DN79 Arad‐Oradea, BAD25m, 
2009 ROMANIA 780.000 Costanta Highway (Bypass Constanta), 
104 km 2012 ROMANIA 572.000
MASF16m, 22 km
2009 LIBYA 478.260 Sepha Highway
2012 ROMANIA 24.550 Different working sites in Romania
2009 LIBYA 2.000.000 Different projects for Libyan Highways 2012 ROMANIA 25.260 Craiova site
2012 ROMANIA 43.130 Cluj working site
2009 LIBYA 315.000 Wearing course ‐ Sepha‐Brak road 
2012 ROMANIA 97.470 Binder course ‐ Timisoara
2009 LIBYA 231.000 Road to Sepha Airport 
2012 ITALY 32.425 WORKS FOR CARBONIA PROVINCE
2010 AUSTRALIA 11.415 Perth ring road
Cernavoda‐Medgidia Highway, BAD25m, 25 
2010 AUSTRALIA 16.648 Perth ring road 2012 ROMANIA 650.000
km
2010 UKRAINA 30.956 60 Km. National Road Kiev‐Kovel
2012 ROMANIA 16.553 Working site Somcuta Mare, Maramures
2010 UKRAINE 72.822 Reconstruction of the Road Kherson‐Nikolaev

M06 Kyiv‐Chop motor road repair, section km  2012 ITALY 14.340 PANTIGLIATE NATIONAL ROAD PAULLESE

2010 UKRAINE 31.905
128+000‐14+080 for SMA
2010 GREECE 12.050 Attiki Odos Highway 2012 ITALY 23.000 SITE ON NATIONAL ROAD PAULLESE‐CREMA
2010 LIBYA 650.000 Wearing course ‐ Sepha‐Brak road 
DIFFERENT MAINTENANCES HIGHWAY 
2012 ITALY 24.550
2010 LIBYA 1.000.000 Om ElAlaranib – Zwala‐ Tamesa Road Project TORINO‐BARDONECCHIA
2012 ROMANIA 142.970 Different working sites in Romania
2010 LIBYA 36.363 Sebha Road Project
2012 UKRAINE 25.422 road construction in Kiev
Om Elalaranib – Sepha Road Project
2010 LIBYA 700.000
2012 ITALY 153.360 CATANIA AIRPORT
2010 LIBYA 443.000 Costal Road in Misurata
Rehabilitation DN79 Arad‐Oradea, MASF 16m, 
2010 ROMANIA 780.000
104 km 2013 ITALY 49.596 Wearing coarse type SMA for ANAS PALERMO

2013 ITALY 18.970 Lentini site

2011 LIBYA 205.000 Sepha Airport
2013 ITALY 32.000 Taranto site
2011 LIBYA 443.000 Sepha Road
2013 RUSSIA 48.790 Road construction site in Ekaterinburg
2011 LIBYA 127.000 Tripoli ring road
2013 ITALY 48.670 Road construction for Bergamo Municipality
National Road Kiev‐Kovel and reconstruction  VASLUI Site ‐ NUSFALAU Site ‐ SIGHETU 
2011 UKRAINE 257.800 2013 ROMANIA 690.655
of the road Kherson‐Nikolaev MARMATIEI Site
2013 ROMANIA 445.770 ALEXANDRIA Site
2011 LITHUANIA 70.720 Lithuanian National Roads
2013 ARABIA 35.730 Road construction site in Jeddah
2011 ITALY 46.420 NATIONAL ROAD PAULLESE
2011 ITALY 13.240 MALPENSA AIRPORT production of mix type EME + BBME for the 
2011 ITALY 63.241 PALERMO AIRPORT 2013 ALGERIA 2.580.000 construction of Highway RN01 between Ksar 
2011 ROMANIA 220.190 PLOIESTI SITE El Boukhari and Boughzol Km 23,20
Rehabilitation DN24, Galati‐Vaslui‐Crasna,  2013 ITALY 46.730 Palermo airport
2011 ROMANIA 757.500
DN24B Crasna‐Albita ‐ BADPC25m, 101 km 2013 ROMANIA 32.270 LIVADA SATU MARE SITE
Ploiesti‐Bucuresti Highway A3 ‐ MASF 16m ‐  2013 ITALY 36.240 Benevento site
2011 ROMANIA 260.000 2013 ITALY 17.233 Taranto site
10 km
2013 ROMANIA 31.760 Cunta, jud. Alba Site
2011 ROMANIA 249.912 Arad site ‐ National Road Arad‐Oradea 2013 ITALY 16.365 Lodi site
Rehabilitation DN1C Baia Mare‐Satu Mare,  2013 ITALY 50.815 road construction ANAS BOLOGNA
2011 ROMANIA 577.500 2013 ITALY 16.460 road construction ANAS GROSSETO‐FANO
BAD25m, 77 km
Rehabilitation DN1C Dej‐Baia Mare ‐  2013 ITALY 32.332 Salbertrand site
2011 ROMANIA 652.500 2013 LIBYA 104.350 road construction site in Lybia
BDPC25m, 87 km
2011 BULGARIA 7.857 Bulgarian National Roads 2013 UKRAINE 29.190 road construction in Kiev
2011 ITALY 31.621 SMA ‐ National Road S.S. 131  2013 ROMANIA 31.255 Sibiu and Alesd site
2011 ROMANIA 33.565 Natianal Road Dej ‐ Baia Mare 2013 ROMANIA 80.110 Arad and Timisoara site
2013 QATAR 23.715 road construction in Doha
National Road Kiev‐Kovel and reconstruction 
2011 UKRAINE 32.822 2013 ITALY 32.000 road construction in Catania
of the road Kherson‐Nikolaev

Rehabilitation DN6 Alexandria‐Craiova,  TOTAL M² 
2011 ROMANIA 277.500 35.208.000
BAD25m, 37 km           1999‐2013

34
ANNEX 4 – List Of several accreditation of Superplast

‐ Left: Accreditation of Superplast by Italian Military Aviation to improve the airfield pavement 
performances; 
‐ Right: Technical report for ASTALDI about a base layer modified using Superplast; 

‐ Left: Accreditation of Superplast by Indian Road Congress (IRC); 
‐ Right: Study of an SMA modified by Superplast by the IGH Institute of Croatia; 
35
                                     
‐ Left: Approval of the Mix Design of a BBME using Superplast by the Ministry of Pubblic Works in Algeria; 
‐ Right: Approval of Superplast by the Ministry of transportation (MOT) in Riyadh; 

‐ Left: Approval of Superplast by Civil Aviation in Lybia; 
‐ Right: Technical Approval of Superplast by Technical Permanent Council for Construction in 
Romania; 

36
‐ Left: Technical Report concerning the use of Superplast as component in a SMA layer by Nievelt Laboratory; 
‐ Right: Technical Report on asphalt mixture EME 0/20 by University of Milan (Politec. di Milano); 

‐ Left: Study of high rutting resistance pavement using Superplast by University of Torino (Poli. di Torino); 
‐ Right: Technical Report concerning the use of Superplast in a Drainage layer by Nievelt Laboratory; 

37