HIGHWAYS DEPARTMENT

GUIDANCE NOTES
ON
THE USE OF WATERPROOFING MEMBRANES
ON CONCRETE BRIDGE DECKS

Research & Development Division

RD/GN/033
June 2008

THE USE OF WATERPROOFING MEMBRANES

ON CONCRETE BRIDGE DECKS

1.

Background

1.1.

The precast segmental bridge construction method was introduced to Hong Kong in
the late eighties and has subsequently gained popularity. Since water may seep
through the joints between segments giving rise to corrosion of the steel elements,
corrosion protection to the structure is required. Some bridge designers had chosen to
lay a waterproofing membrane on the concrete bridge deck as an added line of defence
against corrosion.

1.2.

On some bridges with waterproofing membrane, the asphalt surfacing suffered

premature deformation shortly after the bridges were opened to traffic. In November
1998, Highways Department (HyD) commissioned the University of Hong Kong
(HKU) to carry out a study on the problem of premature deformation of asphalt
surfacing on concrete bridge decks to which a waterproofing membrane had been
applied. The study report considered that the two most significant factors causing the
deformation were:
i)
low adhesion between the waterproofing membrane and the asphalt surfacing;
and
ii)
moisture saturation in the asphalt surfacing.
It recommended that further laboratory tests and site trials be performed to verify the
postulation.

1.3.

The laboratory tests and site trials recommended by HKU were conducted under the
Ngong Shuen Chau Viaduct (NSCV) contract from 2004 to 2006. In addition, HyD
carried out further tests and site trials to collect more data. The key findings of the
laboratory tests and site trials have confirmed the findings of the HKU investigation
and indicated that:
i)
the low adhesion between the waterproofing membrane and the asphalt
surfacing could cause premature deformation if the asphalt surfacing is not of
sufficient thickness and the tack coat not properly applied;
ii)
moisture saturation in the asphalt surfacing could cause premature deformation
if the asphalt has cracked; and
iii)
the tack coat between the waterproofing membrane and the asphalt surfacing
could have been contaminated or damaged at the time of the construction of
the four bridges1.

1.4.

Based on the above laboratory tests and site trials and previous successful cases of
waterproofing membrane applications, these Guidance Notes are prepared to cover the
choice of waterproofing systems and asphalt surfacing materials, the adhesion
strengths required between the waterproofing membrane and asphalt surfacing, and
assessment of the thickness of the asphalt surfacing. Successful examples of
waterproofing membrane construction methods and associated quality control

The four bridges are the West Kowloon Expressway Viaduct, the Kap Shui Mun Bridge, the Ma Wan Viaduct
and the Ting Kau Bridge.

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The Use of Waterproofing Membranes on Concrete Bridge Decks

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measures on site are provided for reference.

2.

Basic Principles of Corrosion Protection Strategies for Concrete Bridge Decks

2.1.

It is the responsibility of the designer to select the appropriate corrosion protection

systems for concrete bridge decks, taking into account the design of the structure, the
technologies available and the cost benefit of the corrosion protection systems adopted.
It should be noted that the use of a waterproofing membrane is neither a mandatory
nor a standard requirement for concrete bridge decks in Hong Kong. Any proposal to
adopt or otherwise a waterproofing membrane system should be fully justified by the
designer.

2.2.

Highways Department Technical Report Corrosion Protection of Concrete Bridge

Decks (RD/TR/039) provides a summary of corrosion protection technologies for
concrete bridge decks and highlights the limitations of these technologies, if any. The
designer should make reference to the above Technical Report and take into
consideration other corrosion protection technologies currently available when
determining the corrosion protection systems to be adopted.

2.3.

In adopting any corrosion protection system, the designer should justify its use by
comparing the life cycle costs of alternative systems, taking into account both the
capital costs and the recurrent maintenance costs, including routine inspections and
repairs that may be required.

2.4.

The designer shall make reference to Highways Department Technical Circular No.
11/2001 Running Surfaces of Bridge Decks when designing the running surfaces of
bridges.

3.

Choice of Waterproofing Membrane Systems

3.1.

If the designer chooses to adopt a waterproofing membrane system, it should be a

polymer based waterproofing membrane system such as polyurethane or acrylic liquid
membrane systems. These are considered to be the most effective in providing the
required waterproofing properties.
For the avoidance of doubt, bituminous
waterproofing systems, such as bitumen emulsion paint systems, are not classified as
waterproofing membrane systems for this purpose.

3.2.

However, polyurethane and acrylic liquid membrane systems have the following
limitations:
- low adhesion with asphalt surfacing that might lead to premature deformation of
the surfacing;
- high cost; and
- the waterproofing membrane could be damaged by construction plant such as
milling machine during pavement maintenance work.
The designer shall fully address these limitations when proposing to adopt a polymer
waterproofing membrane system.

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4.

Requirement of Polymer Waterproofing Membrane System

4.1.

Polymer waterproofing membrane systems normally consist of four parts as follows

(Figure 1):
- a primer for bonding the waterproofing membrane to concrete bridge deck;
- a liquid applied polyurethane or acrylic liquid membrane;
- a tack coat for bonding the waterproofing membrane to the asphalt surfacing; and
- an asphalt surfacing.

4.2.

The designer should consider the above four parts as an integral waterproofing system.
The properties of the primer, waterproofing membrane, tack coat and asphalt surfacing
materials shall be fully evaluated and specified by the designer.

4.3.

The membrane itself shall be tested to meet all the requirements in the current version
of Design Manual for Roads and Bridges, Vol.2, Section 3, Part 4 - Waterproofing
and Surfacing of Concrete Bridge Decks (BD 47).

4.4.

The adhesion between the waterproofing membrane and the concrete deck shall be
tested in accordance with BD 47 except that the testing temperature of (-102) shall
be replaced by (52) . The average tensile adhesion strength2 shall be not less than
1.0 N/mm2 and the minimum adhesion strength 3 shall be 0.7 N/mm2. During
construction, the above tensile adhesion strengths shall be verified on site using an
Elcometer Adhesion Tester or products having equivalent functions or performance at
ambient temperature.

4.5.

The adhesion strengths between the waterproofing membrane and the asphalt
surfacing shall be tested in accordance with BD 47 except that the asphalt surfacing
mix shall be the same as that used for the permanent works. The tests at temperature
of -10
can be omitted. Based on a report[5] issued by the Transport Research
Laboratory (TRL), the adhesion strengths shall depend on surfacing thickness for
surface with coarse mixtures as follows:

Surfacing thickness

120mm 120mm
90mm

90mm
60mm

0.30 N/mm2 0.30 N/mm2 0.40 N/mm2

@23
0.10 N/mm2 0.15 N/mm2 0.15 N/mm2
@40
Tensile Bond Strength5
@23
0.40 N/mm2 0.45 N/mm2 0.50 N/mm2
Table 1 Minimum adhesion and bond strength requirements (thickness of
friction course is not included in the surfacing thickness).
Shear Adhesion Strength4

The tensile adhesion strength is the stress at failure for the sample tested under the Tensile Adhesion Test as
stipulated in Appendix B of BD47.
3 The minimum adhesion strength is the minimum value recorded in the test carried out as mentioned in footnote
2.
4 The shear adhesion strength is the stress at failure for the sample tested under the Shear Adhesion Test as
stipulated in Appendix B of BD47.
5 The tensile bond strength is the bond failure for the specimen tested under the Tensile Bond Test as stipulated
in Appendix B of BD47.
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The designer shall follow the requirements as stated in Table 1 above. It is worth
noting that in the laboratory tests carried out under the NSCV contract, most systems
could not meet the strength requirements stated above. Figures 2 and 3 show the
average shear adhesion strengths and average tensile bond strengths of the eleven
systems tested at different temperatures respectively. The shear adhesion strengths
and tensile bond strengths of asphalt surfacing laid directly on concrete without a
waterproofing membrane is also shown on these two Figures for reference.
4.6.

Shear adhesion and tensile bond strengths between the asphalt surfacing and the
concrete bridge deck will vary with the waterproofing membrane adopted, the tack
coat used and the asphalt surfacing mix design. For the samples to be tested for shear
adhesion and tensile bond strengths, the dimensions of the concrete blocks and
thickness of the surfacing shall be in accordance with BD 47.

4.7.

The sample preparation method under the NSCV contract is described below for
reference. A panel was laid on site for sample preparation. The panel consisted of a
55mm thick concrete base slab at least 3m wide x 20m long. The concrete mix,
surface finish and asphalt surfacing material were the same as those used for the actual
concrete bridge deck. The polymer waterproofing membrane systems were applied on
top of the concrete slab in the same manner as for the permanent works. A 50mm
thick asphalt surfacing was laid on top of the waterproofing system on the panel. The
material of this asphalt surfacing was the same as that to be laid on top of the
waterproofing system on the bridge deck. Samples for testing were cut from the
panels by saw cutting.

4.8

In addition to the laboratory testing of shear adhesion and tensile bond strengths in
accordance with BD47, it is recommended that the performance of the complete
waterproofing and surfacing system be assessed by a full size accelerated wheeltracking test. The build-up shall comprise the asphalt surfacing, waterproofing
material and a 55mm thick concrete slab. Where alternative membrane systems and
surfacing thicknesses are being considered, the full scale test should cover the various
combinations. The wheel-tracking device for the test shall be capable of applying a
standard axle load repeatedly. The test shall be conducted at a pavement surface
temperature of 55-60, which represents the pavement in-service temperature
during summer in Hong Kong. The wheel tracking tests shall be performed for the
first year designed traffic flow in terms of equivalent standard axles. There shall be no
cracking on surface and rut depth shall not be greater than 13mm. The test and
recommended criteria are summarised as shown in Table 2 below:
Performance Test

Recommended Criteria

Test Temperature

Full size accelerated wheel- Average rut depth along the 55

tracking test
wheel tracks not greater than
13mm
@
wheel
passes
equivalent to the first year
designed traffic flow in terms of
equivalent standard axles, and
no surface cracking will occur.

-60 at pavement surface

Table 2 failure criteria for the accelerated wheel-tracking test

Before and after the wheel-tracking test, six tensile bond tests should be carried out in
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accordance with the surfacing to waterproofing system interface tensile bond test as
stipulated in the Appendix B paragraph B4.2(I) of BD47. Before the wheel-tracking
test the tensile bond strength should comply with the requirement of Table 1, and the
tensile bond strength after the wheel-tracking test should be not less than 70% of the
bond strength before the test.
4.9

If the above accelerated test is not performed, a site trial over a period of one year
shall be carried out to assess the ability of the surfacing to resist early deformation
under real traffic loading. The trial panels shall be constructed on a road or bridge
section which carries a traffic flow similar to the bridge to be constructed. As
recommended by the TRL[5], six tensile bond tests shall be carried out in accordance
with the surfacing to waterproofing system interface tensile bond test as stipulated in
the Appendix B paragraph B4.2(I) of BD47 before and after one year of trafficking.
The tensile bond strengths before trafficking should comply with the requirement of
Table 1, and the mean tensile bond strength after trafficking should be not less than
70% of the mean bond strength before trafficking. The waterproofing system and the
asphalt surfacing shall have satisfactory performance over the trial period of one year
before they can be used. No cracking and obvious surface deformation should occur
after the trial period.

4.10

The designer should review the specifications of the various components of the
integral waterproofing system based on the actual products proposed and the test
results above. The review should cover the asphalt surfacing mix design, asphalt
surfacing thickness, tack coat, waterproofing membrane and primer to be used for the
actual construction.

4.11

Where the performance of an integral waterproofing system has been proven in

previous local projects, the tests and site trials may be waived.

5.

Pavement Thickness and Composition

5.1.

The types of bituminous material and individual layer thickness shall be determined
by the designer in accordance with Highways Department Technical Circular No.
11/2001 Running Surfaces of Bridge Decks.

5.2.

In accordance with the Final Report of the study of Road Surface Failure on Bridges
in Tropical Areas, of all the waterproofing / asphalt surfacing systems examined by
HKU in the study referred to in paragraph 1.2, those systems appeared to function
satisfactorily where the structural layer is at least 100mm. Conventional regulating
course, base course, wearing course materials or combinations of these asphalt
materials were used in the structural layers of these systems. Friction course is not
considered as part of the structural layer.

5.3.

The use of an Additional Protective Layer (APL) such as red sand asphalt as stated in
BD47 is not recommended.

5.4.

If the total thickness of the structural layer is less than 120mm, it is recommended to
overlay the polymer waterproofing membrane with a 40mm thick layer of asphalt

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material which is effectively impermeable or with a low air void content (no more
than 4%). Fine aggregates shall be used for this layer. Special asphalt materials such
as mastic asphalt or Gussasphalt should be considered for this effectively
impermeable layer. Other asphalt surfacing materials may be laid on top of this layer.
The compositions of bridge deck surfacing with polymer waterproofing membrane are
shown on Figures 4 and 5.
5.5.

Special asphalt surfacing materials and their respective thickness which have been
used successfully with polymer waterproofing membranes locally (on steel deck
bridges) are stated below for reference:
- A 40mm thick mastic asphalt layer on top of polymer waterproofing membrane.
The mastic asphalt has bitumen coated stone chippings rolled in to form the
running surface of the bridge deck (Figure 6); and
- A 40mm mastic asphalt on top of polymer waterproofing membrane. The mastic
asphalt is overlaid by 40mm stone mastic asphalt which forms the running surface
of the bridge deck (Figure 7).

6.

Site Quality Control

6.1.

Site trial panels to verify the effectiveness of the methods to construct polymer
waterproofing membrane systems and asphalt surfacing shall be carried out in
accordance with BD 47.

6.2.

All construction details such as surface preparation of concrete bridge decks,

installation of the polymer waterproofing membrane systems, application of tack coat,
rolling temperature of asphalt surfacing, etc. should be in strict accordance with the
specifications and recommendations stated by the manufacturers and suppliers. Full
time site supervision shall be provided to ensure that workmanship comply with the
specifications and recommendations.

6.3.

Tack coat should be uniformly applied on the polymer waterproofing membrane.

6.4.

The tack coat can be contaminated and damaged by construction traffic and the paving
machine during laying of the asphalt surfacing (Photo 1 and 2). The time gap between
applying the polymer waterproofing membrane and the tack coat, and that between
applying the tack coat and the asphalt surfacing should be as short as possible to
minimise the possibility of contamination and accidental damage. No construction
plant/vehicles should be allowed to ride on the polymer waterproofing membrane and
tack coat surfaces except during the laying of asphalt surfacing. When the asphalt
surfacing is laid, stone chips trapped at the tyres groves of the construction
plant/vehicles may cause damages to the tack coat surface and the polymer
waterproofing membrane underneath. The contractor should give a proposal on how to
prevent the damages, such as using paving machine mounted on rails; providing a
protective layer under the wheels, or through removal of chips at the wheels (if
practical) before riding onto the tack coat surface. Using timber planks for
construction traffic may reduce the extent of damage. The waterproofing membrane
and tack coat surfaces should be cleaned immediately prior to the laying of tack coat
and asphalt surfacing respectively. Any damage to the tack coat during construction
should be repaired immediately.

RD/GN/033

The Use of Waterproofing Membranes on Concrete Bridge Decks

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7.

Successful examples of construction method of waterproofing membrane

7.1.

A polymer waterproofing membrane has been laid successfully at the Route 3 Tsing Yi
Kwai Chung Sections. A 60mm nominal thickness 37.5mm size base course and
40mm nominal thickness 10mm size wearing course has been used as the structurally
effective asphalt layers. A 30mm nominal thickness polymer modified friction course
is used as the running surface.

7.2.

Mastic asphalt has been successfully laid on top of polymer waterproofing membrane
locally. The self-levelling and self-compacting nature of mastic asphalt can minimize
damage to the waterproofing membrane due to compaction of loose coarse aggregates
into the membrane.

7.3.

In a recent bridge project, standby workers have been deployed to re-apply the tack
coat during laying of asphalt surfacing when damage to the tack coat caused by
construction plant was observed.

7.4.

The wheel of delivery trucks and paving machines can be prevented from running
directly on the tack coat surface by mounting delivery and paving equipment on a rail
system to avoid damage of the tack coat by the construction equipment.

8.

Sub Surface Drainage

8.1.

Sub-surface drainage should be provided to drain away water that have penetrated and
accumulated in the asphalt surfacing. Edge channels or edge drains should be
installed to collect the water.

8.2.

Expansion joints on bridge deck should be provided with a drainage system in

accordance with BA26 Expansion Joints for Use in Highway Bridge Decks.

9.

Enquiries

9.1.

Any enquiry on these guidance notes can be directed to the Research & Development
Division of HyD.

10.

References

[1]

Highways Department Technical Circular No. 11/2001 Running Surfaces of Bridge

Decks, Highways Department, November 2001.

[2]

Highways Department Technical Report RD/TR/039 Corrosion Protection of

Concrete Bridge Deck, Highways Department, August 2002.

RD/GN/033

The Use of Waterproofing Membranes on Concrete Bridge Decks

Page 7 of 8

[3]

BD 47/99 Design Manual for Roads and Bridges, Vol.2, Section 3, Part 4 Waterproofing and Surfacing of Concrete Bridge Decks, the Highways Agency,
August 1999.

[4]

Final Report of the study of Road Surface Failure on Bridges in Tropical Areas, the
University of Hong Kong, October 1999.

[5]

Transport Research Laboratory Published Project Report PPR221 The Performance

of Surfacing Overlaying Bridge Deck Waterproofing Systems, TRL Limited, 2007.

11.

Appendices

Appendix A

Figures

Appendix B

Photos

RD/GN/033

The Use of Waterproofing Membranes on Concrete Bridge Decks

Page 8 of 8

Appendix A

Figure 1 Typical cross section of asphalt surfacing and bridge deck waterproofing
membrane on a Concrete Bridge

RD/GN/033 Appendix A

Page 1 of 5

Average Shear Adhesion Stress

0.7

System 1
System 2
System 3
No Waterproofing System, No Tack Coat
No Waterproofing System, with Tack Coat

16 16
.0 .0

0.6
0.5
0.4

aP
M

92
.0

0.3
0.2

System 4
System 5
System 6
System 7

54
.0

22
.0

81
.0
31
.0

51
.0

51
.0 3
1.
0

0.1
0

23C

33
.0

System 8
System 9
System 10
System 11

91
.0
90
.0 80
.0

21
.0

21
.0

11
.0 1
.0

80
.0

90
.0

81
.0

60 60 60 5
.0 .0 .0 0.
0

35C

60 60
.0 .0

60 5
.0 .0
0 3.0
0

30
.0

80
.0

11
.0
3 40
20 .0 .0 20
.0
.0 0

30 30
.0 .0

45C

20
.0

20
.0

10
.0

10
.0

20
.0

10
.0

50
.0

90
.0

60C

Figure 2 Average shear adhesion strengths of polymer waterproofing systems

RD/GN/033 Appendix A

Page 2 of 5

Average Tensile Bond Stress

1

93
0.

0.9

System 1
System 2
System 3

4
8
.
0

0.8

No Waterproofing System, No Tack Coat

No Waterproofing System, with Tack Coat

0.7

2
6
.
0

0.6

aP 0.5
M

System 4
System 5
System 6
System 7

8
.4
0

3
.4
0

0.4
0.3
0.2

8
2
.
0

2
3
.
0
3
.2
0

0.1
0

9
1
.
0
4 5
0
0
. .0
0

23C

5
0
.
0

1
.1
0

8
.1
0

6
1
.
0

6
.2
0

3
.2
0
4
.1
0

System 8
System 9
System 10
System 11

35
0.

7
.1
0

4
.1
0
3
.0
0

4
0
.
0

35C

4
.0
0

8
0
4 .0
0
.
0

4
1
1 .0
.1
0

7
0
.
0

7
0
.
0

16
0. 2
1.
0

3
1
.
0
2
0.
0

5
3 .0 2
0. 0 0
.
0
0

3
.0
0

4
0.
0

45C

1
0.
0

1 2.0 1
0. 0 0.
0
0

6
.0 50
1 20 0 .0
0. .
0 0

60C

Figure 3 Average tensile bond strengths of polymer waterproofing systems

RD/GN/033 Appendix A

Page 3 of 5

Friction course (if applicable)

Asphalt
Structural
layer

Mastic asphalt / Gussasphalt

Waterproofing membrane

Concrete Bridge Deck

Figure 4 Composition of asphalt surfacing with structural layer less than 120mm thick

Friction course (if applicable)

Structural
layer

Asphalt
Waterproofing membrane

Concrete Bridge Deck

Figure 5 Composition of asphalt surfacing with structural layer

120mm thick or more

RD/GN/032 - Appendix A

Page 4 of 5

40

Mastic asphalt with stone chippings rolled

onto the surface
Tack coat
Waterproofing membrane
Steel deck
Figure 6 Example of special asphalt surfacing and polymer waterproofing system
used in Hong Kong I

40

Stone mastic asphalt

40

Intermediate layer mastic asphalt

Tack coat
Waterproofing membrane
Steel deck

Figure 7 Example of asphalt surfacing and polymer waterproofing system

used in Hong Kong II

RD/GN/032 - Appendix A

Page 5 of 5

Appendix B

Tack Coat damaged

exposing the blue
waterproofing
membrane

Tack coat
remained intact

Photo 1 Damage to tack coat by paving machine during laying of asphalt surfacing

Paving
Machine
Tack coat
remained
intact

Tack Coat damaged

exposing the blue
waterproofing membrane

Area where dust was

brought on top of tack
coat by the wheels of
the paving machine

Photo 2

Damage and contamination to tack coat by paving machine during laying of asphalt
surfacing.

RD/GN/033 - Appendix B

Page 1 of 3

Protective layer to avoid

damage to the tack coat
due to the wheels of the
paving machine

Photo 3

Laying of mastic asphalt on top of polymer waterproofing membrane on a steel bridge

deck of Shenzhen Western Corridor. To avoid damage to the tack coat and polymer
waterproofing membrane, the paving machine rode on a protective layer laid on top of the
tack coat.

Photo 4

Damage to the tack coat by the wheels of delivery trucks during laying mastic asphalt on a
steel bridge deck of Shenzhen Western Corridor.

RD/GN/033 - Appendix B

Page 2 of 3

Photo 5

The damage to the tack coat was made good by reapplying tack coat immediately.

RD/GN/033 - Appendix B

Page 3 of 3