Tanking 

Tanking may be one of the more unglamorous sides to

waterproofing but it can sometimes be the most critical. Most
building owners, developers, consultants and architects
agree that of all the problems that can beset a building,
inadequate waterproofing above and below ground creates
the greatest havoc. The entry of moisture does not just ruin
décor and equipment, it can set up a whole chain reaction.
Soil and atmospheric chemicals can become activated and
attack the very structure of the building, without being
immediately detectable. Thus over a period of time,
irrepairable damage is done.

WATER PRESSURE 
The amount of water pressure exerted on a basement
structure will depend on two related factors
> the maximum water table level
> the depth of the basement below the water table
In practice it is best to assume that the head of water is
developed from ground level to the full depth of the
excavation to allow for the seasonable fluctuation in the water
table.
Water pressure increases with depth and is determined by
the formula
Pressure in kN/m2 = 9.8 x Depth in metres
This pressure is exerted equally in all directions horizontally
and vertically irrespective of the angle of the surface on which
the pressure bears.
PUMPING 
It is essential that the ground water table is kept below the level of the base concrete throughout the
entire tanking operation and for this purpose site de-watering or pumping must be provided on a
continuos  and uninterrupted basis until the loading slab and
concrete walls have hardened or in the case of blockwork
walls, the mortar, has set.
TANKING is a method of protecting habitable areas below
ground against the penetration of ground or subsoil water.
The purists in the construction industry refer to tanking as a
complete encasement of the building foundations below
ground with a continuous membrane beneath the floor slab of
the basement, the lift pit and up all external walls to (and
sometimes above) ground level.
In practice there are many types of  Damp Proofing ,
Waterproofing or Roofing systems which are commonly
referred to as TANKING.
External Tanking (where ground water pressure forces the
membrane against the structure (i.e. basements))
Internal Tanking or Tank lining (where the water is held behind a structure ( i.e. planters, roof gardens))
Vertical Tanking (where perhaps only a retaining wall is waterproofed)
Horizontal Tanking ( where the membrane is applied like a roofing system, but is buried beneath a
protective layer  (i.e. under tiles on building podium levels,
under road asphalt or concrete screeds on Carparks))
EXTERNAL TANKING 
When the membrane is applied to the external walls of the
basement structure, the “base / site slab” of un-reinforced site
concrete should extend for at least 300 mm beyond the outer
face of the basement wall. The horizontal membrane is laid to
the base slab, the membrane applied to cover the full base slab. A sand cement screed or protection
boards are then applied over the membrane depending on site conditions, ensuring the membrane is not
damaged during assembly of the reinforcing steel rods of the loading / finished slab.
This is when the most common cause of failure of “Tanking” occurs, the Steel fixer assures the Builder “
Our guy's are careful, they won't damage the tanking membrane”, the Builder accepts this, cuts out laying
the protective screed to save money, the membrane is damaged during steel assembly and the whole
chain reaction begins.
Assuming the protective screed is applied, this should be laid on a building paper over the 300 mm
“pickup” outside the line of the external wall to avoid contamination of the membrane during construction
of the wall.
It should be the work of the Tanking contractor, or at least done under the Tanking contractors
supervision to carefully remove the protective screed,  ensuring it is free of all cement slurry, mortar
droppings or other contamination in order that complete fusion between the horizontal and vertical
membrane is achieved.
The vertical membrane should be applied as specified, with a
minimum of a double thickness of membrane at the joint
between horizontal and vertical faces when using self
adhesive or Torchon membranes and if using mastic asphalt,
a 2 coat fillet should be applied between the angular junctions
between the vertical tanking and the  horizontal “pickup”.
Attention to any pipe penetrations through the tanking
membrane is essential, collars around through pipes must be
treated with care and sealed completely to the main
membrane.

PROTECTION
Protective boards such as Hardiebacker, polystyrene insulation, soft board,
filter board/membranes etc. should be applied against the tanking
membrane , preferably by the tanking contractor, immediately the tanking is
completed.
BACKFILLING.
No back filling should be carried out until all the Tanking and protection
loading is completed.

INTERNAL TANKING OR TANK LINING 

When the tanking membrane is to be applied to the internal surfaces of the
planter or containment area, the concrete base and the structural walls of
blockwork or concrete should be completed and allowed to cure for a
minimum of 28 days prior to the membrane being applied.
To ensure a sound waterproofing, continuity in the membrane application is essential to avoid any
contamination by mortar droppings, slurry, foot traffic etc. by other trades, which will compromise jointing
between sheet materials or bonding of the membrane to the primed vertical walls.
Attention to any pipe penetrations through the tanking membrane is essential, collars around through
pipes or electrical conduits must be treated with care and sealed completely to the main membrane.
Jointing of conduits within the tanking area must be 100% bonded together.
PROTECTION
Protective boards such as Hardiebacker, polystyrene insulation, soft board or propriety brand name
protection boards etc. should be applied against the tanking membrane , preferably by the tanking
contractor, immediately the tanking is completed.
FILLING WITH DRAINAGE MATERIAL AND SOIL.
No filling should be carried out until all the Tanking and
protection loading is completed.

VERTICAL TANKING. 
Whether a vertical wall is part of a complete tanking system or an independent retaining wall, attention to
surface preparation is essential.
Concrete walls should be fully cured, with 28 days curing time allowed, removal of surface laitence should
be by wire brushing, grinding or water blasting treatment.
Blockwork joints should be lightly raked and well brushed out or preferably flushed off.
The entire wall surface should be primed with a solvent or waterbased bitumen primer (depending on
membrane type) prior to the application of the membrane.
Terminations at the top of vertical tanking should be turned into a chase and pointed up with sand and
cement mortar, compatible sealant or a proprietary metal flashing fitted over.
Where a retaining wall is separate from the building or adjoining the main building, the vertical ends of the
membrane should be treated as for top terminations, or carried around the thickness of the wall.
HORIZONTAL TANKING. 
The average life of a well designed, correctly applied, exposed waterproof membrane covering is about
25 Years, with the addition of heavy protection, this figure is increased to 30 years and with the use of
extruded polystyrene foam insulation placed under gravel (IRMA) a life of 45-50 years is not uncommon.
The type of application will depend on the structure of the deck and the usage of the finished surface.
There are 3 main methods of applying the membrane,
Independent (loose laid)
Independent applications are laid on top of the substrate, sometimes with another separate layer laid dry
so the covering will not adhere.
Advantages.
Quick to apply.
Less sensitive to cracking due to substrate movement.
Vapor is diffused under the membrane
Disadvantages
Less resistant to foot traffic and impact during construction.
Only suitable for slopes less than 5%.
Requires careful application of heavy protection.
Difficult to find leaks.
Adhered (fully bonded)
The covering membrane is completely adhered to the substrate. The substrate needs to be fully
supported and stable and the membrane  must be resistant and elastic to cope with substrate movement.
Advantages.
Better resistant to foot traffic and impact during construction.
Applicable on any inclination.
Resists wind uplift well.
Does not require heavy protection. (I.e. Tiles may be stuck directly to the membrane without screed)
Easier to trace leaks and minimizes spread of water if leak occurs.
More stable in extreme hot and cold situations.
Disadvantages
Application takes longer (more costly).
Greater sensitivity to substrate movement (cracking).
Blisters form more easily in poorly adhered areas.
Bridging Strips.
When laying fully bonded, it is common practice to apply bridging strips, approx. 100- 200 mm width, laid
over joint edges of prefabricated panels or plywood sheets and adhered to one side of the join before the
main covering is applied. Bridging strips help to counteract the effects of differential movement between
the panels by distributing the force of the expansion and contraction over the area of the strip rather than
in a narrow  1-2 mm line in the covering itself. Bridging strips may be made of thinner versions of the
membrane being used if available to avoid over-thicknessing at this point.

Semi Independent (spot stuck)

Used when the substrate is flexible, or may be damp, and therefore likely to create vapor blisters under a
fully adhered membrane. It is a compromise between the two previous systems and fixing can be as
follows;
Adhesion through perforated base sheets.
Spot sticking in strips or areas by use of hot or cold adhesives or partial flame bonding or of the lower
side of the covering.
Mechanical fixing on timber, underlap fixing or in the case of 2 ply systems stagger fixing over the whole
of the base sheet.
Advantages.
Does not require heavy protections.
Vapor can be diffused through venting.
Disadvantages.
Only suitable for slopes less than 20%.
Leaks are difficult to trace.

PROTECTION OF HORIZONTAL TANKING.

PAVING. 
A min. 20 mm bed of plaster/concrete laid on an isolating layer of polythene sheet or bitumenized building
paper over the membrane as the bedding, with tiles set into the wet screed and pointed up with grouting.
Prefabricated paving slabs ie. 400x400x50 laid on proprietary plastic supports resting directly on the
membrane, without a filler between the slabs, or on polystyrene insulation boards laid direct to the
membrane, (IRMA, Inverted Roof Membrane Assembly).
Self locking brick type Pavers may be laid on a 10-20 mm thick sand bed, which in turn is applied directly
onto a protective polythene sheet loose laid with 200 mm overlaps over the waterproofing membrane.
GRAVEL. 
A layer of filter material such as non woven polyester or proprietary filter sheet should be loose laid over
the membrane, with unbonded laps and then washed gravel should be spread over the whole surface.
The size of gravel depends on the membrane type and the system of attachment to the substrate, see
suppliers for details.
Generally a layer of 16-32 mm round washed gravel would be laid 40-50mm thick.
ROADING. (TARMAC) 
The need for Rooftop parking is becoming wide spread, due to the high cost of real estate in our cities
and the need for more off street parking, due to higher density housing/apartments.
The principle of roof top carpark tanking, is to sandwich the waterproofing between the main floor
structure and the wearing surface.
The aggregate in the asphalt should be rounded. It should be applied directly onto the waterproofing in
the case of bitumen membranes laid by the Torchon or pour and roll methods at a temperature of 140 0C .
The thickness will depend on expected traffic loading, but a thickness of no less than 40mm is accepted
practice.
The membrane will be subjected to thermal shock when the hot binder is applied and to great puncture
stress when the tarmac is being rolled. For this reason membranes used for rooftop parking normally
have heavier duty reinforcement than in other tanking situations. This is very important when choosing a
membrane, a variety of Torchon membranes available may be 4mm thick, but the polyester reinforcement
weight can vary between 100gms/m2 to 350gm/[Link] is the critical difference between a membrane
working or failing, when applied beneath roading asphalt.
As the road asphalt (tarmac) needs to be compacted by roller and on site loading weights of heavy rollers
will have to be considered at the design stage if specifying road asphalt.
CONCRETE SCREED. 
The membrane is applied to the horizontal substrate by the chosen method, with the membrane fully
bonded to the substrate on access ramps. To protect the waterproofing layer, a non-woven polyester
fabric 500gm/m2 and a polythene sheet 0.15 to 0.20 mm,  should be applied prior to the application of the
concrete screed. On larger areas the screed should be saw cut into squares and allowance made for
expansion joints.

INSPECTION / CONCLUSION. 
In all of the above Tanking situations it is critical that the applicator inspect the finished membrane prior to
the laying of protection, no matter which type of membrane or protection is used. Concrete screeds,
tarmac, board insulation, tiles and pavings are not waterproof, there are no second chances in some
situations, attention to detail and quality control on site are the only sure ways of ending up with a
waterproof building.

back to top of page

Thanks to Ruberoid UK for the following detail drawings. 

 
  

  Mastic Asphalt
Asphalting is a recognized specialist trade in the construction industry and the type of asphalt applied to
building structures is known as Mastic Asphalt.
As defined in British Standards “it is composed of suitably graded mineral matter and asphaltic cement, in
such proportions as to form a coherent, voidless, impermeable mass, solid or semi-solid under normal
temperatures conditions, but sufficiently fluid when brought to a suitable temperature to be spread by
means of a hand float”.
It is used to waterproof basements and roofs and for lining tanks to contain water or weak liquors in
industrial processes. It is also extensively used to provide waterproof and hardwearing surfaces for floors,
courtyards and balconies. Specialists' applications include its uses in cold stores and abattoirs.

  Characteristics of Mastic Asphalt

The principal properties of mastic asphalt may be summarized as follows;
thermoplastic and is capable of withstanding normal movement encountered in well-designed building
structures.
durable.
impervious to water and dampness.
hygienic, vermin-proof and rot proof, non-toxic and odorless after laying.
unaffected by sulphates in soils and therefore protects concrete when used as external tanking.
unaffected by many dilute industrial liquors , chemicals and acids.
non combustible, due to its high content of inert material, with a AA fire designation in accordance with BS
476 Part 3 External fire exposure roof tests.

British Standards
British Standards play an important role in providing specifications for the building industry and for its
related professions. The Standards are prepared by committees representative of users, of manufacturers
and of research and professional bodies.

Definitions Of Mastic Asphalt

Asphalt. A mixture of bitumen with a
substantial proportion of inert mineral matter.
This term is normally qualified by the
indication of the origin (eg. Natural rock
asphalt, Trinidad Lake asphalt ) or type (eg
mastic asphalt, rolled asphalt.)
Mastic Asphalt. A type of asphalt composed
of suitably graded mineral matter and
asphaltic cement, in such proportions as to
form a coherent, voidless, impermeable
mass, solid or semi-solid under normal
temperatures conditions, but sufficiently fluid
when brought to a suitable temperature to be
spread by means of a hand float”.

The Materials Used In Compounding

Mastic Asphalt Are:
The asphaltic cement, which consists of bitumen, lake asphalt, asphaltite or blends of these with one
another or with flux oils, having adhesive qualities suitable for the manufacture of mastic asphalt.
Bitumen -  a viscous liquid, or a solid, consisting essentially of hydrocarbons and their derivatives, which
is soluble in carbon disulphide. It is substantially non-volatile and softens gradually when heated. Brown
or black in colour and possesses waterproofing and adhesive properties. Obtained by refinery process
from petroleum, and is also found as a natural deposit or as a component of naturally occurring asphalt in
which it is associated with mineral matter.
Lake Asphalt - An asphalt which, as found in nature, it is in a condition of flow or fluidity.
Asphaltite - A naturally occurring substance allied to bitumen, substantially soluble in carbon disulphide
and characterized by a high softening point.
The fine aggregate, which can be :
Natural rock asphalt - to British Standard requirements - limestone naturally impregnated with bitumen,
which is mined or quarried in various parts of the world, notably in France, Switzerland and Sicily. It is
crushed before compounding with other [Link] rock only is used in compounding “natural rock
aggregate mastic asphalt”. (Not available in NZ).
Limestone - to British Standard requirements - crushed to a fine powder. Crushed limestone only is used
in compounding “limestone aggregate mastic asphalt”.
The coarse aggregate, which can be:
Crushed angular stone of igneous origin, eg granite.
Crushed angular stone calcareous origin, eg limestone.
Naturally occurring graded siliceous material, eg grit.

Stability
The stability of mastic asphalt is dependant upon the type of asphaltic cement and aggregates used in the
formulation of the material. This choice will be dependant upon the functional requirements of the finished
mastic.
For example, the prime consideration in the formulation of a tanking mastic is impermeability and ductility.
The same considerations apply to roofing mastic, but a wide range of temperature performance is also
required.

Flooring materials cover an even more extensive range of functional requirements such as those for
extremely hard materials suitable for under-floor warming systems, or as underlays for other floor finishes
and for very onerous conditions such as factory floors where heavily loaded forklift trucks are used.

  British Standard Asphalt Specifications

Most of the materials are covered by BSS (British Standard Specifications), the present range of
specifications for asphalt used in building construction in New Zealand are:
BSS 6925 combining:
BSS 1097 - Mastic Asphalt for tanking and damp-proof courses (limestone aggregate)
BSS 988 -Mastic Asphalt for roofing (limestone aggregate).

BSS 1076 -Mastic Asphalt for flooring (limestone aggregate).

BSS 1451 -Mastic Asphalt for flooring (limestone aggregate).
BSS 1447 - Mastic Asphalt for paving - rooftop car-parks, balconies and footways (limestone aggregate).

  British Standard Codes of Practice

The British Standard Codes of Practice are documents concerned mainly with craftsmanship and with
details of application. Three such codes are available:
CP 102 - Protection of buildings against water from the ground.
CP114 - part 2 - Roof coverings; mastic asphalt.
CP204 - Insitu floor finishes.

Details of Mastic Asphalt to be given at tendering stage

To ensure that tenders are based upon the specific grades of mastic asphalt required, it is essential that
the asphalt contractor is given precise details of the BSS number and of the table and column number
therein, ie
Natural rock aggregate mastic or limestone aggregate mastic.
The Standard applicable.
The type of asphaltic cement, which is usually defined by reference to the appropriate columns in the
tables of the BSS.
In addition, the asphalt contractor must be advised, as appropriate, of:
The type of isolating membrane, eg sheathing felt, fibreglass tissue, kraft building paper underlay etc.
The material to be used fro surface reflective treatment eg , chippings, bituminous aluminium paint, acrylic
coloured paint etc.
Recommended Form Of Specification
Architects, engineers and quantity surveyors are recommended to include the following clause in their
invitations to tender

The mastic asphalt shall be in accordance with the requirements of BSS * ……………., the asphaltic
cement to comply with table §……………… col. …………. Etc.

Table of British Standards for mastic asphalt specifications indicating the asphaltic cement recommended
in each case

* Type § Asphaltic cement

Roofing
BSS 6925 - 988 Table 3, col. 2

Tanking and Damp-proof coursing

BSS 6925 - 1097 Table 3, col. 2

Flooring
BSS 1076 - grade A Table 5, col. 2
BSS 1076 - grade B Table 6, col 2

Paving
BSS 1447 Table 1, col. 3

  Covering Capacity and Weight of Mastic Asphalt

The weight of mastic asphalt varies because of differing compositions and the precise coverage obtained
will depend upon a number of factors such as the nature of the added coarse aggregate. For the purpose
of calculating loading and as a general guide to material coverage,

Thickness Nominal weight allowance

13 mm 31 kg/m2
20 mm 48 kg/m2
25 mm 60 kg/m2
30 mm 72 kg/m2
40 mm 96 kg/m2

  APPLICATION OF MASTIC ASPHALT

Remelting
Remelting of mastic asphalt in block form must be performed in a cauldron or mechanical mixer which is
suitable for the size of contract involved
The temperature of the mastic asphalt should not exceed 230oC.
Buckets used for transporting mastic asphalt should be lined with fine inert dust (limestone in the case of
limestone aggregate mastic asphalt and silica dust in the case of acid resistant mastic asphalt flooring).
Laying
Each coat should be laid as evenly as practicable using a hand float and undue delay between coats
should be avoided to prevent contamination.
Timber or heavy steel gauges should be used for horizontal work.
Any blows should be pierced and made good whilst the mastic asphalt is still warm.
Joints
The junction between continuous bays of mastic asphalt should not be less than 75mm from the
corresponding junction in the proceeding coat. The edge of the previously laid bay should be warmed and
cleaned by the application of hot mastic asphalt, which is then removed before the joint with the new
material is made.
Surface finish
The final coat should normally be rubbed with coarse sharp sand using a wooden float.
Protection
It is essential that mastic asphalt is fully protected from:
Mechanical and impact damage, including damage from contractors plant, equipment and materials.
Trafficking by following trades
Contamination by spillage of solvents, diesel fuel and paints.
Repair
All repair work to a mastic asphalt surface must be performed by a specialist mastic asphalt contractor. If
it is necessary to remove an area of mastic asphalt, the lines of the cuts should be covered with molten
mastic asphalt until the underlying material has softened. The asphalt should not be removed until this
has taken place.
IN NO CIRCUMSTANCES SHOULD A HAMMER AND CHISEL BE USED TO CUT COLD MASTIC
ASPHALT.
The cut edge of the existing mastic asphalt should be softened and removed to half its depth for a width
of approx. 75mm. A proper lapped joint with the re laid mastic asphalt can then be formed.

  MASTIC ASPHALT TANKING

Basic Considerations
It is essential that a clear distinction should be drawn at the initial design stage between Tanking and
Tank Lining to liquid containing structures, as these two waterproofing systems differ in their fundamental
purpose and impose their own design constraints which cannot be ignored without a risk of failure and
possibly contravention of British Standard Code of Practice
recommendations.
Tanking
Tanking with mastic asphalt  is a method of protecting
accommodation areas below ground level against the
penetration of ground or sub-soil water. This water will
invariably exert a pressure against the basement structure.
The amount of water pressure will depend upon two
interrelated factors
the maximum water table level and
the depth of the basement below the water table.

In practice it is advisable to assume that the head of water is

developed from the gound level, to the full depth of the
excavation to allow for seasonal fluctuation of the water table.
Water pressure increases with depth and is determined by the formula
Pressure in kN/m2 =9.8 x depth in metres.
This pressure is exerted equally in all directions vertically and horizontally irrespective of the slant of the
surface on which the pressure bears.

Two methods of tanking  are available to the designer. They are to apply the mastic asphalt
waterproofing either to the outside of the structure or to the inside and are referred  to as external and
internal tanking respectively. The decision on the method to be employed will depend upon site conditions
and other design considerations. The use of external tanking is preferered if site aand design conditions
permit, because the ground water pressure forces external asphalt against the structure, whereas in the
case of internal tanking the onverse occurs.

Thicknesses and number of coats of mastic asphalt.

In all cases of tanking and tank lining the mastic asphalt must
be applied in three coats to a total thickness of 30mm on the
horizontal and 20mm on the vertical, with 2 coat vertical and
horizontal fillets.

  External Tanking
When the mastic asphalt is applied to the external walls of
the basement structure, the concrete base must extend for at
least 150mm beyond the outer face of the basement wall.
The horizontal mastic asphalt is laid on the base concrete in
three coats to a total thickness of 30mm and must cover the
full slab area. A sand and cement screed of 50mm minimum
thickness must be laid immediately to protect the asphalt
against damage by following trade operations taking car to ensure that the asphalt is not damaged during
screeding. A loading coat of concrete of sufficient strength to resist the maximum anticipated water
pressure is laid over the screed as soon as possible and prior to any other work being undertaken. No
loading concrete need be applied over the minimum 150mm wide pick-up, but the 50mm protective
screed must be laid on building paper over the asphalt pick-up to avoid contamination of the asphalt
surface.
The walls of the basement are erected on the loading slab concrete and the vertical tanking asphalt is
applied to the external face of the walls in three coats to a total thickness of 20mm after the 50mm
horizontal protective screed and building paper have been removed. A 2 coat fillet must be applied at the
angular junction between the vertical tanking and the asphalt pick-up. It is essential to ensure that the
pick-up is completely free of all cement slurry, mortar droppings or other contamination in order that
complete fusion of the fillet to the asphalt is achieved. A protecting wall of brickwork or blockwork should
be built against the external vertical tanking membrane leaving a 40mm gap between the protecting wall
and the asphalt which must be filled with mortar, course by coarse, as the work proceeds. This procedure
is essential to protect the asphalt membrane against the effects of solar heating and subsequent damage
during the backfilling operation or in the event of subsequent excavation.
Note: The laying of dry jointed blockwork is to be avoided or any form of blockwork or brickwork built
directly against the asphalt without the 40mm mortar filled gap referred to above, as such methods do not
provide a sound and secure tanking operation.
An alternative protection is to apply an insitu application of a stable industrial bitumen emulsion and sand
plaster mix applied in 2 coats to a thickness of 12mm, directly to the vertical mastic asphalt tanking.

Pumping
It is essential that the ground water table is kept below the level of the base concrete throughout the
entire tanking operation and for this purpose site de-watering or pumping must be provided on a
continuous and un interrupted basis until the loading slab and concrete walls have hardened and /or the
mortar in the brickwork has set.
It must be emphasized that complete continuity of the pumping operation and no interruption of the
pumping may be permitted for whatever reason until the loading slab and walls have fully hardened and
set.
  Internal Tanking
When the mastic asphalt tanking is to be applied to the
internal surfaces of the basement structure, the concrete
base and the structural walls of brickwork or concrete should
be completed prior to the commencement of the asphalting.
To ensure a sound waterproofing membrane, continuity in the
asphalt application is essential to avoid any contamination by
mortar droppings, slurry, foot traffic etc by other trades.
On completion of the horizontal asphalt, the bottom bay of the
vertical asphalt, and the angle fillets, a minimum 50mm
thickness of protective sand and cement screed must be
carefully laid over the asphalt without delay and preferably
before the greater part of vertical asphalt is applied. Once the
asphalt tanking is completed, the structural concrete slab
should immediately be laid and the loading walls erected.
Both slab and walls must be designed to resist the maximum
anticipated water pressure.

Tank Linings For Liquid Containing Structures

The purpose of a mastic asphalt lining is to prevent the
escape of liquids from a containing structure. The lining is
always applied in three coats to a total thickness of 30mm on
horizontal and 20mm on vertical surfaces. The internal
pressure of the contained liquid against the lining should be
calculated in a similar way as the external pressure in tanking
applications, but taking into account the density of the liquid  and where the level of the liquid in the
container is generally at a relatively constant high level, this pressure will be sufficient to prevent any loss
of adhesion of the mastic asphalt to the structural surfaces

  MASTIC ASPHALT ROOFING

Roof Falls (Slope)

Whilst ponding is not detrimental to the life of mastic asphalt
it is generally desirable that falls are incorporated in flat roofs
to assist in the discharge of rain - water and minimize
ponding.  BS CP 144 “Roof Coverings” Part 4: 1970 requires
falls to be not less than 1:80 (1.25%) and that they be
provided in the structure or by plaster screeding, not in the
mastic asphalt.
To allow for normal construction tolerances and achieve a
finished fall of 1:80, a design fall of at least 1:50 (2%)  is
required.
A design fall of not less than 1:50 should always be used in
areas subject to pedestrian traffic such as balconies or clothes drying areas or play areas where freedom
from ponding is essential.

Trafficked Applications 
Where pedestrian trafficking other than for maintenance or fire escape purposes is anticipated, the
following specifications can be employed:
1. 25mm two-coat mastic asphalt to BSS 6925/988, the second coat being 15mm thick and having 5-10%
additional grit incorporated.
2. Concrete tiles or pavers bedded in a sand cement screed, laid on a waterproof building paper or 1000
gauge polythene seperating membrane over the mastic asphalt . The pavers must be kept back 75mm
from the perimeters and a 25mm movement gap incorporated for every 9m2 of paving laid.
The first specification is frequently used for access balconies, playing and drying areas, but is not suitable
for applications where point loads are anticipated. The second specification is suitable for applications
involving point loads, such as private balconies, podia and public walkways.

Planter Boxes and Roof Gardens

The same specification as used for roofs, ie 20mm two-coat work on the horizontal and 13mm two-coat
work on the vertical (or three -coat work if over 300mm high) may be used for planter boxes. In the case
of roof gardens, however, where the mastic asphalt waterproofing will not subsequently be accessible the
specifications for Tanking apply, ie three-coat mastic asphalt on the horizontal of 30mm and on the
vertical of 20mm. In-situ concrete or plaster, concrete paving slabs or similar materials should be used to
protect the mastic asphalt from mechanical damage.
In the case of roof gardens, falls should be incorporated and drainage provided at the lowest point of the
mastic asphalt waterproofing membrane.

 
Solar Reflective Treatment.
The use of a solar reflective treatment on mastic asphalt
roofs is recommended and is essential where the mastic
asphalt is laid directly over an insulant. For horizontal
surfaces, either light coloured chippings bedded in a bitumen-
based adhesive compound or a solar reflective paint may be
used. The latter should always be applied to skirtings and
vertical work. Generally chippings are to be preferred for
horizontal work and the solar reflective treatment should be
applied as soon as practicable after the mastic asphalt has
been laid.
Care should be taken to ensure that paints used as a solar reflective treatment on mastic asphalt are
suitable for the purpose (ie do not degrade due to ponding water) and compatible with the compounds
used in the manufacture of the mastic asphalt.
In the case of trafficked roofs, overlaid light coloured tiles or pavings will act as a solar reflective
treatment.

Thickness and Number of Coats

Horizontal  work - (ie asphalt laid on surfaces
up to and including 10o pitch):
20mm average thickness laid in two coats on
a separating membrane. Note: in the case of
work at an angle exceeding 5o and where the
asphalt is laid over an insulant, an additional
coat may be required to achieve the specified
thickness or a reduction in thickness may
have to be accepted.
Sloping - (ie asphalt applied to surfaces over
10o up to and including 45o ), or Vertical
work  - (ie asphalt applied to surfaces over
45o work), other than to timber and excluding
skirtings:
20 mm average thickness in three coats
without a separating membrane.
Vertical or sloping timber :
20mm average thickness in three coats on expanded metal lathing over a separating membrane.
Additional coats and thicknesses may be specified for special applications.
Skirtings (Upstands)
Skirtings should be not less than 150mm high. On new brickwork or concrete they should have a total
average thickness of 13mm laid in two coats and unless continuous with a horizontal damp-proof course,
should be tucked into a chase at the top edge. See Roofing Detail1. click here.
Skirtings over 300mm are regarded as vertical work.
On old or irregular brickwork it is usually necessary for the skirtings to be applied in three coats, the first
only as a leveling coat, and in such cases, the total thickness
would be between 15 and 20mm.
Chases (Reglets)
Chases in brickwork, blockwork and concrete should be
provided by the main contractor and should be not less than
25x25mm
After asphalting, the chase should be pointed up by the main
contractor using a sand/cement mortar containing a
plasticising additive.
Separating Membrane
Black sheathing felt complying with BS747 TypeA(i) is
normally used under horizontal mastic asphalt roofing and
under expanded metal lathing on vertical timber or lightweight
concrete surfaces. Under horizontal mastic asphalt it is laid loose with 50mm lapped joints.
Keying to timber surfaces
The key for mastic asphalt to vertical or sloping timber surfaces is obtained by fixing bitumen coated plain
expanded metal lathing to BS 1369, measuring between 6 and 10mm short way of mesh and not less
than 0.55mm thick, over a separating membrane, with the long side of the diamond horizontal and with
the pitch of the horizontal metal strands inclined upward and outward from the substrate surface. The
expanded metal lathing is fixed by nailing with extra large head galvanized clout nails to BS1202 or with
galvanized staples at 150mm centres.
The edges of the sheets should be butted.
The expanded metal lathing and separating membrane are supplied, laid and fixed by the asphalter,
immediately prior to laying of the mastic asphalt and should not be allowed to get wet. Chicken wire must
not be used in place of expanded metal lathing.
Keying to concrete surfaces
Damage to the mastic asphalt and loss of key (bond) will be caused by excessive use of mould oil
(shuttering release agents).
Where vertical or sloping concrete is very smooth eg where steel shuttering has been used, some form of
surface treatment is necessary to provide a satisfactory key for the mastic asphalt. One of the following
treatments may be adopted and may also be necessary if excessive blowing is experienced:
Removal of surface laitence by wire brushing or grinding.
Application of a proprietary sand cement plastic emulsion in accordance with the manufacturers
recommendations.
A light application of a proprietary bitumen/rubber emulsion.
Fixing of expanded metal lathing.
Expanded metal lathing should always be used in the case of lightweight concrete blockwork.