Overseas Road Note 3 (2nd Edition)

A guide to surface dressing in tropical and

sub-tropical countries
ORN 3 (2 nd Edition)
First Published 2000
ISSN 0951-8797
Copyright TRL Limited 2000.
Subsector: Transport
Theme: T2
Project title: A guide to surface dressing in tropical and sub-tropical countries
Project reference: D251
This document is an output from a project funded by the UK
Department for International Development (DFID) for the
benefit of developing countries. The views expressed are not
necessarily those of the DFID.
IRL is committed to optimising energy efficiency, reducing
waste and promoting recycling and re-use. In support of these
environmental goals, this report has been printed on recycled
paper, comprising 100% post-consumer waste, manufactured
using a TCF (totally chlorine free) process.
ii
ACKNOWLEDGEMENTS
This Overseas Road Note was produced in the International
Division of TRL (Director Mr S W Colwill) on behalf of the
Department for International Development. The research has
been carried out with the active collaboration of highway
authorities in many countries and their help and cooperation
has been essential to the success of the project. The TRL
project team responsible for this Road Note were Mr H R
Smith (Project Officer), Dr J Rolt and Mr W G Ford. The
helpful comments of the World Bank are gratefully
acknowledged. Where necessary, use has been made of
work published by other research and road authorities.
OVERSEAS ROAD NOTES
Overseas Road Notes are prepared principally for road and
transport authorities in countries receiving technical
assistance from the British Government. A limited number
of copies is available to other organisations and to
individuals with an interest in roads overseas, and may be
obtained from:
International Development Advisory and Information Unit
TRL Limited
Crowthome, Berkshire, RG45 6AU
United Kingdom
Limited extracts from the text may be reproduced provided
the source is acknowledged. For more extensive
reproduction, please write to the address given above.
iii
iv
CONTENTS
Page
Preface 1
1 Introduction 3
2 Types of surface dressing 3
Single surface dressing 3
Double surface dressing 3
Triple surface dressing 4
Racked-in surface dressing 4
Other types of surface dressing 5
3 Chippings for surface dressings 5
4 Bitumens 6
Prime coats 6
Bitumens for surface dressings 7
Penetration grade bitumens 7
Bitumen emulsion 7
Cutback bitumens 8
Polymer modified bitumens 9
Adhesion agents 10
5 Design 10
Existing site conditions 10
Selecting the binder 12
Choice of binder and timing of construction work 13
Designing the surface dressing 13
Basis for the design method 13
Determining the average least dimension of chippings 14
Determining the overall weighting factor 15
Determining the basic bitumen spray 15
Spray rate adjustment factors 15
Adjusting rates of spray for maximum durability 17
Surface dressing design for low volume roads 17
Spread rate of chippings 17
6 Plant and equipment
Methods of distributing binder 18
Constant volume distributors 18
Constant pressure distributors 19
Principal components of binder distributors 19
Spray bars and spray jets 19
Binder pumps and air pumps 20
Tanks and burners 20
v
Page
Distributor speed control and calibration 20
Chip spreaders 21
Rollers and other equipment 21
7 The surface dressing process 22
Planning 22
The surface dressing operation 23
After-care 23
8 Other surface treatments 24
Slurry seals 24
Otta seal 25
Sand seals 25
Synthetic aggregate and resin treatments 25
Applications of light bitument sprays 25
Fog sprays 26
Enrichment sprays 26
9 References 26
Appendix A: Requirements for grading and particle shape
(Reproduced from BS 63: Part 2: 1987) 28
Appendix B: Recommended polished stone values of chippings
for roads in Britain 29
Appendix C: The immersion tray test for determining the
concentration of adhesion agent required 30
Appendix D: The probe penetration for test for measuring
road surface hardness 31
Appendix E: Example of a surface dressing design 32
Appendix F: Tests for uniformity of transverse distribution
of binder (depot tray tests) (reproduced from
British Standard 1707:1989) 33
Appendix G: Bitumen distributor: rate of spread/speed
calibration 35
Appendix H: Miscellaneous equipment required for a
surface dressing unit 35
vi
Preface
This Road Note is the 2nd edition of Overseas Road
Note 3 'A guide to surface dressing in tropical and
sub-tropical countries'
The revisions include descriptions of a wider range of
types of surface dressing, current materials
specifications and more detail on the use of bitumen
emulsions. An equation has been introduced to allow
the design spray rate to be calculated as an alternative
to reading from a nomograph. A simplified
presentation of spray rate adjustment factors, related
to different site conditions, has also been provided.
The durability of surface dressings, particularly for
low volume roads, is discussed and additional spray
rate adjustment factors have been suggested for these
roads. The use of Otta seals has also been suggested
for low volume roads.
It is important that this Road Note, is not regarded as
a specification. However, the advice contained in this
Road Note together with local experience of relevant
materials and surface dressing performance should be
of value to those drawing up specifications.
1
2
1 Introduction
1.1 Surface dressing is a simple, highly effective and
inexpensive road surface treatment if adequate care is taken in
the planning and execution of the work. The process is used
throughout the world for surfacing both medium and lightly-
trafficked roads, and also as a maintenance treatment for roads
of all kinds.
1.2 Surface dressing comprises a thin film of binder,
generally bitumen or tar, which is sprayed onto the road
surface and then covered with a layer of stone chippings. The
thin film of binder acts as a waterproofing seal preventing the
entry of surface water into the road structure. The stone
chippings protect this film of binder from damage by vehicle
tyres, and form a durable, skid-resistant and dust-free wearing
surface. In some circumstances the process may be repeated to
provide double or triple layers of chippings.
1.3 Surface dressing is a very effective maintenance
technique which is capable of greatly extending the life of a
structurally sound road pavement if the process is undertaken
at the optimum time. Under certain circumstances surface
dressing may also retard the rate of failure of a structurally
inadequate road pavement by preventing the ingress of water
and thus preserving the inherent strength of the pavement
layers and the subgrade.
1.4 In addition to its maintenance role. surface dressing
can provide an effective and economical running surface for
newly constructed road pavements. Existing roads with
bituminous surfacings, carrying in excess of 1000
vehicles/lane/day, have been successfully surfaced with
multiple surface dressings. For sealing new roadbases traffic
flows of up to 500 vehicles/lane/day are more appropriate,
although this can be higher if the roadbase is very stable or if
a triple seal is used. A correctly designed and constructed
surface dressing should last at least 5 years before resealing
with another surface dressing becomes necessary. If traffic
growth over a period of several years necessitates a more
substantial surfacing or increased pavement thickness, a
bituminous overlay can be laid over the original surface
dressing when the need arises.
1.5 The success of a surface dressing depends primarily on
the adhesion of the chippings to the road surface, hence both
the chippings and the road surface must be clean and free
from dust during the surface dressing process. Inappropriate
specifications, poor materials, and bad workmanship, can also
drastically reduce the service life of a surface dressing.
1.6 This Road Note is a general guide to the design and
construction of surface dressings in tropical and sub-tropical
environments and draws attention to some of the more
common mistakes that are made. It
provides a framework on which the engineer can base more
specific decisions made to suit particular local conditions
thereby producing cost effective results. It also contains brief
descriptions of certain other types of surface treatment.
2 Types of surface dressing
2.1 Surface dressings can be constructed in a number of
ways to suit site conditions. The common types of dressing
are illustrated in Figure 1.
Single surface dressing
2.2 When applied as a maintenance operation to an
existing bituminous road surface a single surface dressing can
fulfil the functions required of a maintenance re-seal, namely
waterproofing the road surface, arresting deterioration, and
restoring skid resistance. A single surface dressing would not
normally be used on a new roadbase because of the risk that
the film of bitumen will not give complete coverage. It is also
particularly important to minimise the need for future
maintenance and a double dressing should be considerably
more durable than a single dressing. However, a 'racked-in'
dressing (see paragraph 2.7) may be suitable for use on a new
roadbase which has a tightly knit surface because of the
heavier applications of binder which is used with this type of
single dressing.
Double surface dressing
2.3 Double surface dressings are robust and should be used
when:
A new roadbase is surface dressed.
Extra 'cover' is required on an existing bituminous road
surface because of its condition (e.g. when the surface is
slightly cracked or patched).
There is a requirement to maximise durability and
minimise the frequency of maintenance and resealing
operations.
2.4 The quality of a double surface dressing will be
greatly enhanced if traffic is allowed to run on the first
dressing for a minimum period of 2-3 weeks (and preferably
longer) before the second dressing is applied. This allows the
chippings of the first dressing to adopt a stable interlocking
mosaic which provides a firm foundation for the second
dressing. However, traffic and animals may cause
contamination of the surface with mud or soil during this
period and this must be thoroughly swept off before the
second dressing is applied. Such cleaning is sometimes
difficult to achieve and the early application of the second
seal to prevent such contamination may give a better result.
3
Figure 1 Type of surface dressings
2.5 Sand may sometimes be used as an alternative to
chippings for the second dressing. Although it cannot
contribute to the overall thickness of the surfacing, the
combination of binder and sand provides a useful grouting
medium for the chippings of the first seal and helps to hold
them in place more firmly when they are poorly shaped. A
slurry seal may also be used for the same purpose (see
paragraph 8.2).
Triple surface dressings
2.6 A t riple surface dressing (not illustrated in Figure 1)
may be used to advantage where a new road is expected to
carry high traffic volumes from the outset. The application
of a small chipping in the
4
third seal will reduce noise generated by traffic and the
additional binder will ensure a longer maintenance-free
service life.
Racked-in surface dressing
2.7 This system is recommended for use where traffic is
particularly heavy or fast (TRL, 1996). A heavy single
application of binder is made and a layer of large chippings is
spread to give approximately 90 per cent coverage. This is
followed immediately by the application of smaller chippings
which should lock-in' the larger aggregate and form a stable
mosaic. The amount of bitumen used is more than would be
used with a single seal but less than for
a double seal. The main advantages of the racked-in surface
dressing are:
Less risk of dislodged large chippings.
Early stability through good mechanical interlock.
Good surface texture.
Other types of surface dressing
2.8 'Sandwich' surface dressings are principally used on
existing binder rich surfaces and sometimes on gradients to
reduce the tendency for the binder to flow down the slope.
2.9 'Pad coats' are used where the hardness of the existing
road surface allows very little embedment of the first layer of
chippings, such as on a newly constructed cement stabilised
roadbase or a dense crushed rock base. A first layer of
nominal 6mm chippings will adhere well to the hard surface
and will provide a 'key' for larger l0mm or l4mm chippings in
the second layer of the dressing.
3 Chippings for surface dressings
3.1 The selection of chipping sizes is based on the volume
of commercial vehicles having unladen weights of more than
1.5 tonnes and the hardness of the existing pavement. Ideally,
chippings used for surface dressing should be single sized,
cubical in shape, clean and free from dust, strong, durable, and
not susceptible to polishing under the action of traffic. In
practice the chippings available usually fall short of this ideal
but it is recommended that chippings used for surface dressing
should comply with the requirements of BS 63: Part 2 (1987)
for the nominal size of chipping selected by the engineer. In
this standard, some control of shape is ensured by the limits
set for the flakiness index for each nominal size (except
6mm). Part of BS 63 is reproduced in Appendix A.
3.2 Samples of the chippings should be tested for grading,
flakiness index, aggregate crushing value and, when
appropriate, the polished stone value and aggregate abrasion
value. Sampling and testing should be in accordance with the
methods described in British Standard BS 812 (1985,1989a,
1989b 1990a, 1990b).
3.3 Specifications for maximum aggregate crushing value
(ACV) for surface dressing chippings typically lie in the range
20 to 35. For lightly trafficked roads the higher value is likely
to be adequate but on more heavily trafficked roads a
maximum ACV of 20 is recommended.
3.4 The polished stone value (PSV) of the chippings is
important if the primary purpose of the
surface dressing is to restore or enhance the skid resistance of
the road surface. The PSV required in a particular situation is
related to the nature of the road site and the speed and
intensity of the traffic (Salt and Szatkowski, 1973). The
resistance to skidding is also dependent upon the macro
texture of the surface which, in turn, is affected by the
durability of the exposed aggregate. This property is
measured by the aggregate abrasion value (AAV). Appendix
B gives recommended values of PSV and AAV for various
road and traffic conditions in Britain and provides an
indication of the required aggregate properties.
3.5 The nominal sizes of chippings normally used fo r
surface dressing are 6, 10, 14 and 20 mm. Flaky chippings are
those with a thickness (smallest dimension) less than 0.6 of
their nominal size. The proportion of flaky chippings clearly
affects the average thickness of a single layer of the
chippings, and it is for this reason that Jackson (1963)
introduced the concept of the 'average least dimension' (ALD)
of chippings.
3.6 In effect, the ALD is the average thickness of a single
layer of chippings when they have bedded down into their
final interlocked positions. The amount of binder required to
retain a layer of chippings is thus related to the ALD of the
chippings rather than to their nominal size. This is discussed
further in Section 5 where guidance is given on the selection
of the appropriate nominal size of chipping and the effect of
flakiness on surface dressing design.
3.7 The most critical period for a surface dressing occurs
immediately after the chippings have been spread on the
binder film. At this stage the chippings have yet to become an
interlocking mosaic and are held in place solely by the
adhesion of the binder film. Dusty chippings can seriously
impede adhesion and can cause immediate failure of the
dressing.
3.8 The effect of dust can sometimes be mitigated by
dampening them prior to spreading them on the road. The
chippings dry out quickly in contact with the binder and,
when a cutback bitumen or emulsion is used, good adhesion
develops more rapidly than when the coating of dust is dry.
3.9 Most aggregates have a preferential attraction for water
rather than for bitumen. Hence if heavy rain occurs within the
first few hours when adhesion has not fully developed, loss of
chippings under the action of traffic is possible. where wet
weather damage is considered to be a severe risk, or the
immersion tray test, described in Appendix C, shows that the
chippings have poor affinity with bitumen, an adhesion agent
should be used. An adhesion agent can be added to the binder
or, used in a dilute solution to pre-coat the chippings.
However, the additional cost of the adhesion agent will be
wasted if proper care and attention is not given to all other
aspects of the surface dressing process.
5
3.10 Improved adhesion of chippings to the binder film can
also be obtained by pre-treating the chippings before
spreading. This is likely to be most beneficial if the available
chippings are very dusty or poorly shaped, or if traffic
conditions are severe. There are basically two ways of pre-
treating chippings:
Spraying the chippings with a light application of
creosote, diesel oil, or kerosene at ambient temperature
(NAASRA, 1986). This can be conveniently done as the
chippings are transferred from stockpile to gritting lorries
by a belt conveyor or. alternatively, they can be mixed in a
simple concrete mixer.
Pre-coating the chippings with a thin coating of hard
bitumen such that the chippings do not stick together and
can flow freely.
3.11 Chippings which are pre-coated with bitumen
enable the use of a harder grade of binder for construction
which can provide early strong adhesion and thus help to
obtain high quality dressings. The binder used for pre-coating
need not necessarily be the same kind as that used for the
surface dressing; for example, tar-coated chippings adhere
well to a sprayed bitumen film. Pre-coating is usually
undertaken in a hot-mix plant and the hardness of the coating,
and thus the tendency for the chippings to adhere to each
other, can be controlled by the mixing temperature and/or the
duration of mixing; typical coating temperature are about
140
0
C for bitumen binders and 120
0
C for tar binders. Table 1
indicates the amount of binder recommended for lightly
coating chippings.
Table 1 Binder contents for lightly-coated chippings
Target binder content
(per cent by mass)
Nominal size of Bitumen Tar
chippings (mm) (TRL, 1996) (TRL, 1992)
6 1.0 1.2
10 0.8 1.0
14 0.6 0.8
20 0.5 0.7
Reproduced from Road Note 39
3.12 Pre-coated chippings should not be used with
emulsions because the breaking of the emulsion will be
adversely affected.
3.13 In some countries adhesion agents or pre-treated
chippings are often used in an attempt to counteract the
adverse effect of some fundamental fault in the surface
dressing operation. If loss of chippings has occurred, it is
advisable to check whether the viscosity of the binder was
appropriate for the ambient road temperature at the time of
spraying. The effectiveness of the chipping and traffic control
operations should also be reviewed
6
before the use of an adhesion agent or pre-treated chippings is
considered.
4 Bitumens
4.1 It is essential that good bonding is achieved between the
surface dressing and the existing road surface. This means that
non-bituminous materials must be primed before surface
dressing is carried out.
Prime coats
4.2 Where a surface dressing is to be applied to a previously
untreated road surface it is essential that the surface should be
dry, clean and as dust-free as possible. On granular, cement or
lime-stabilised surfaces a prime coat of bitumen ensures that
these conditions are met. The functions of a prime coat can be
summarised as follows.
It assists in promoting and maintaining adhesion between
the roadbase and a surface dressing by pre-coating the
roadbase and penetrating surface voids.
It helps to seal the surface pores in the roadbase thus
reducing the absorption of the first spray of binder of the
surface dressing.
It helps to strengthen the roadbase near its surfa ce by
binding the finer particles of aggregate together.
If the application of the surface dressing is delayed for
some reason it provides the roadbase with a temporary
protection against rainfall and light traffic until the
surfacing can be laid.
4.3 The depth of penetration of the prime should be between
3-l0mm and the quantity sprayed should be such that the
surface is dry within a few hours. The correct viscosity and
application rate are dependent primarily on the texture and
density of the surface being primed. The application rate is.
however, likely to lie within the range 0.3-1.1 kg/m
2
. Low
viscosity cutbacks are necessary for dense cement or lime-
stabilised surfaces, and higher viscosity cutbacks for untreated
coarse-textured surfaces. It is usually beneficial to spray the
surface lightly with water before applying the prime coat as
this helps to suppress dust and allows the primer to spread
more easily over the surface and to penetrate. Bitumen
emulsions are not suitable for priming as they tend to form a
skin on the surface.
4.4 Low viscosity, medium curing cutback bitumens such as
MC-30, MC-70, or in rare circumstances MC-250, can be
used for prime coats (Asphalt Institute, 1983). The
relationship between grade and viscosity for cutback primes is
shown in Table 2.
Table 2 Kinematic viscosities of current cutback binders
Permitted viscosity range
Grade of cutback binder (centistokes at 60C)
MC 250 250-500
MC 70 70-140
MC 30 30-60
ASTM D2027, 1998
Bitumens for surface dressings
4.5 The correct choice o f bitumen for surface dressing
work is critical. The bitumen must fulfil a number of
important requirements. They must:
be capable of being sprayed;
'wet' the surface of the road in a continuous film;
not run off a cambered road or form pools of binder in
local depressions;
'wet' and adhere to the chippings at road temperature;
be strong enough to resist traffic forces and hold the
chippings at the highest prevailing ambient
temperatures;
remain flexible at the lowest ambient temperature,
neither cracking nor becoming brittle enough to allow
traffic to 'pick-off' the chippings; and
resist premature weathering and hardening.
4.6 Some of these requirements conflict. hence the
optimum choice of binder involves a careful compromise. For
example, the binder must be sufficiently fluid at road
temperature to 'wet' the chippings whilst being sufficiently
viscous to retain the chippings against the dislodging effect of
vehicle tyres when traffic is first allowed to run on the new
dressing.
4.7 Figure 2 shows the permissible range of binder
viscosity for successful surface dressing at various road
surface temperatures. In the tropics, daytime road
temperatures typically lie between about 25
0
C and 50
0
C,
normally being in the upper half of this range unless heavy
rain is falling. For these temperatures the viscosity of the
binder should lie between approximately l0
4
and 7 x l0
5
centistokes. At the lower road temperatures cutback grades of
bitumen are most appropriate. whilst at higher road
temperatures penetration grade bitumens can be used.
4.8 The temperature/viscosity relationships shown in
Figure 2 do not apply to bitumen emulsions. These have a
relatively low viscosity and 'wet' the chippings readily, after
which the emulsion 'breaks',
the water evaporates. and particles of high viscosity bitumen
adhere to the chippings and the road surface.
4.9 Depending upon availability and local conditions at
the time of construction, the following types of bitumen are
either commonly used in the tropics or are becoming so:
Penetration grade.
Cutback.
Emulsion.
Modified bitumens.
Penetration grade bitumens
4.10 Penetration grade bitumens vary between 80/
100 to approximately 700 penetration. The softer penetration
grade binders are usually produced at the refinery but can be
made in the field by blending appropriate amounts of
kerosene, diesel, or a blend of kerosene and diesel. With
higher solvent contents the binder has too low a viscosity to
be classed as being of penetration grade and is then referred to
as a cutback bitumen which, for surface dressing work, is
usually an MC or RC 3000 grade. In very rare circumstances
a less viscous grade such as MC or RC 800 may be used if the
pavement temperature is below 15
0
C for long periods of the
year.
Bitumen emulsion
4.11 Cationic bitumen emulsion with a bitumen content of
70 to 75 per cent is recommended for most surface dressing
work. This type of binder can be applied through whirling
spray jets at a temperature between 70 and 85
0
C and, once
applied, it will break rapidly on contact with chippings of
most mineral types. The cationic emulsifier is normally an
antistripping agent and this ensures good initial bonding
between chippings and the bitumen.
4.12 When high rates of spray are required, the road is on a
gradient, or has considerable camber, the emulsion is likely to
drain from the road or from high parts of the road surface
before 'break' occurs. In these cases it may be possible to
obtain a satisfactory result if the bitumen application is 'split',
with a reduced initial rate of spray and a heavier application
after the chippings have been applied. If the intention was to
construct a single seal then the second application of binder
will have to be covered with sand or quarry fines to prevent
the binder adhering to roller and vehicle wheels. If a double
dressing is being constructed then it should be possible to
apply sufficient binder in the second spray to give the
required total rate of spray for the finished dressing.
4.13 if split application of the binder is used care
7
Figure 2 Surface temperature/choice of binder for surface dressings
must be taken with the following:
The rate of application of chippings must be correct so
that there is a minimum of excess chippings.
The second application of binder must be applied before
traffic is allowed onto the dressing.
For a single seal it will be necessary to apply grit or sand
after the second application of hinder.
Cutback bitumens
4.14 Except for very cold conditions, MC or RC
3000 grade cutback is normally the most fluid binder used for
surface dressings. This grade of cutback is basically an 80/100
penetration grade bitumen blended with approximately 12 to
17 per cent of cutter.
8
4.15 In some areas of the world the range of binders
available to the engineer is restricted. In this situation it may
then be necessary to blend two grades together or to 'cut-back'
a supplied grade with diesel oil or kerosene in order to obtain
a binder with the required viscosity characteristics. Diesel oil,
which is less volatile than kerosene and is generally more
easily available, is preferable to kerosene for blending
purposes. Only relatively small amounts of diesel oil or
kerosene are required to modify a penetration grade bitumen
such that its viscosity is suitable for surface dressing at road
temperatures in the tropics. For example Figure 3 shows that,
for the road temperatures prevailing during trials in Kenya,
between 2 and 10 per cent of diesel oil was required to modify
80/100 pen bitumen to produce binders with viscosities within
the recommended range for use (Figure 2). Figure 4 shows the
temperature/viscosity relationships for five of the blends
made for these trials.
Figure 3 Blending characteristics of 80/100 pen bitumen with diesel fuel
Figure 4 Viscosity/temperature relationships for blends of 80/100 pen bitumen with diesel fuel
4.16 The blending process is not difficult but it must be
undertaken with great care by staff who are properly trained.
A convenient method is to pump the required amount of cutter
(e.g. diesel oil) into the distributor whilst simultaneously
pumping in hot bitumen. Before pumping in the cutter,
sufficient bitumen should be pumped into the distributor to
enable the cutter to discharge below the surface of the
bitumen. Because of the fire risk, all the burners
must be extinguished and naked lights and smoking prohibited
during this operation.
Polymer modified bitumens
4.17 Polymers can be used in surface dressing to modify
penetration grade, cutback bitumens and emulsions. Usually
these modified binders are used at locations where the road
geometry, traffic
9
characteristics or the environment, dictate that the road
surface experiences high stresses. Generally the purpose of the
polymers is to reduce binder temperature susceptibility so that
variation in viscosity over the ambient temperature range is as
small as possible. Polymers can also improve the cohesive
strength of the binder so that it is more able to retain chippings
when under stress from the action of traffic. They also
improve the early adhesive qualities of the binder allowing the
road to be reopened to traffic earlier than may be the case with
conventional unmodified binders. Other advantages claimed
for modified binders are improved elasticity in bridging
hairline cracks and overall improved durability.
4.18 Examples of polymers that may be used to modify
bitumens are proprietary thermoplastic rubbers such as
Styrene-Butadiene-Styrene (SBS), crumb rubber derived from
waste car tyres and also glove rubber from domestic gloves.
Latex rubber may also be used to modify emulsions. Binders
of this type are best applied by distributors fitted with slotted
jets of a suitable size.
4.19 Rubber modified bitumen may consist, typically, of a
blend of 80/100 penetration grade bitumen and three per cent
powdered rubber. Blending and digestion of the rubber with
the penetration grade bitumen should be carried out by
experienced personnel prior to loading into a distributor. This
must be done in static tanks which incorporate integral motor
driven paddles. The blending temperature is approximately
200
0
C.
4.20 Cationic emulsion can be modified in purpose made
plant by the addition of three per cent latex rubber. One of the
advantages of using emulsions is that they can be sprayed at
much lower temperatures than penetration grade bitumens,
which reduces the risk of partial degradation of the rubber
which can occur at high spraying temperatures.
4.21 Bitumen modified with SBS exhibits
thermoplastic qualities at high temperatures while having a
rubbery nature at lower ambient temperatures. With three per
cent of SBS, noticeable changes in binder viscosity and
temperature susceptibility occur and good early adhesion of
the chippings is achieved. SBS can be obtained in a carrier
bitumen in blocks of approximately 20kg mass. The blocks
can be blended, at a concentration recommended by the
manufacturer, with 80/100 penetration binder in a distributor.
In this procedure it is best to place half of the required
polymer into the empty distributor, add hot bitumen from a
main storage tank and then circulate the binder in the
distributor tank. The remaining blocks are added after about
30 minutes and then about 2 hours is likely to be required to
complete blending and heating of the modified binder. Every
effort should be made to use the modified bitumen on the day
it is blended.
10
Adhesion agents
4.22 Proprietary additives, known as adhesion
agents. are available for adding to binders to help to minimise
the damage to surface dressings that may occur in wet
weather with some types of stone. When correctly used in the
right proportions. these agents can enhance adhesion between
the binder film and the chippings even though they may be
wet. The effectiveness and the amount of an additive needed
to provide satisfactory adhesion of the binder to the chippings
in the presence of free water must be determined by tests such
as the Immersion Tray Test which is described in Appendix
C.
4.23 Fresh hydrated lime can also be used to enhance
adhesion. It can be mixed with the binder in the distributor
before spraying (slotted jets are probably best suited for this)
or the chippings can be pre-coated with the lime just before
use. by spraying with a lime slurry. The amount of lime to be
blended with the bitumen should be determined in laboratory
trials bitt approximately 12 per cent by mass of the bitumen
will improve bitumen-aggregate adhesion and it should also
improve the resistance of the bitumen to oxidative hardening
(Dickinson,1984).
4.24 Cationic emulsions inherently contain an adhesion
agent and lime should not be used with this type of binder.
5 Design
5.1 The key stages in the surface dressing design
procedure are illustrated in Figure 5.
Existing site conditions
5.2 Selection of a suitable surface dressing system for a
road and the nominal size of chippings to be used is based on
the daily volume of commercial vehicles using each lane of
the road and the hardness of the existing pavement surface.
5.3 With time, the action of traffic on a surface dressing
gradually forces the chippings into the underlying surface,
thus diminishing the surface texture. When the loss of surface
texture reaches an unacceptable level a reseal will be required
to restore skid resistance. The embedment process occurs
more rapidly when the underlying road surface is softer, or
when the volume of traffic, particularly of commercial
vehicles, is high. Accordingly, larger chippings are required
on soft surfaces or where traffic is heavy whilst small
chippings are best for hard surfaces. For example, on a very
soft surface carrying 1000 commercial vehicles per lane per
day, 20mm chippings are appropriate, whilst on a very hard
surface such as concrete, 6mm chippings would be the best
choice.
Figure 5 Outline procedure for design of surface dressings
5.4 Guidance on the selection of chipping size for single
surface dressings, relating the nominal size of chipping to the
hardness of the underlying road surface and the weight of
traffic expressed in terms of the number of commercial
vehicles carried per lane per day. These recommendations are
shown in Table 3.
5.5 Road surface hardness may be assessed by a
simple penetration probe test (TRL. 1996). This test utilises a
modified soil assessment cone penetrometer and is described
briefly in Appendix D. Alternatively the hardness of the
existing road surface may be
made on the basis of judgement with the help of the definitions
given in Table 4.
5.6 Although the recommendations for the selection of
chipping size were developed for conditions in the United
Kingdom they have been found to be applicable to roads in
tropical and sub-tropical countries.
5.7 If larger sized chippings are used than is recommended
in Table 3 then the necessary bitumen spray rate, required to
hold the chippings in place, is likely to be underestimated by the
design procedure
11
Table 3 Recommended nominal size of chippings (mm)
Approximate number of commercial vehicles with an unladen weight
greater than 1.5 tonnes currently carried per day in the design lane
Type of surface 2000-4000 1000-2000 200-1000 20-200 Less than 20
Veryhard 10 10 6 6 6
Hard 14 14 10 6 6
Normal 20

14 10 10 6
Soft * 20

14 14 10
Very soft * * 20

14 10
The size of chipping specified is related to the mid point of each lane traffic category. Lighter traffic conditions may, make the
next smaller size of stone more appropriate.

Very particular care should be taken when using 20mm chippings to ensure that no loose chippings remain on the
surface when the road is opened to unrestricted traffic as there is a high risk of windscreen breakage.
* Unsuitable for surface dressing.
Table 4 Categories of road surface hardness
CategoryPenetration
1
of surface at 30
0
C (mm) Definition
Very hard 0-2 Concrete or very lean bituminous structures with dry stony surfaces. There would be
negligible penetration of chippings under the heaviest traffic.
Hard 2-5 Likely to be an asphalt surfacing which has aged for several years and is showing some
cracking. Chippings will penetrate only slightly under heavy traffic.
Normal 5-8 Typically, an existing surface dressing which has aged but retains a dark and slightly
bitumen-rich appearance. Chippings will penetrate moderately under medium and heavy
traffic.
Soft 8-12 New asphalt surfacings or surface dressings which look bitumen-rich and have only
slight surface texture. Surfaces into which chippings will penetrate considerably under
medium and heavy traffic.
Very soft >12 Surfaces, usually a surface dressing which is very rich in binder and has virtually no
surface texture. Even large chippings will be submerged under heavy traffic.
'See Appendix D
described in Section 5. This is likely to result in the 'whip-off' of
chippings by traffic early in the life of the dressing and also to
have a significant effect on the long term durability of low
volume roads.
5.8 In selecting the nominal size of chippings for double
surface dressings, the size of chipping for the first layer should be
selected on the basis of the hardness of the existing surface and
the traffic category as indicated in Table 3. The nominal size of
chipping selected for the second layer should preferably have an
ALD of not more than half that of the chippings used in the first
layer. This will promote good interlock between the layers.
5.9 In the case of a hard existing surface, where very
little embedment of the first layer of chippings is possible, such as
a newly constructed cement stabilised road base or a dense
crushed rock base, a 'pad coat' of 6mm chippings should be
applied first followed by l0mm or 14 mm chippings in the second
12
layer. The first layer of small chippings will adhere well to the
hard surface and will provide a key' for the larger stone of the
second dressing.
Selecting the binder
5.10 The selection of the appropriate binder for a
surface dressing is usually constrained by the range of binders
available from suppliers, although it is possible for the user to
modify the viscosity of penetration grade and cutback binders to
suit local conditions as described in paragraphs 4.14 to 4.16.
5.11 The factors to be taken into account in selecting an
appropriate binder are:
The road surface temperature at the time the surface
dressing is undertaken. For penetration grade and cutback
binders the viscosity of the binder should be between 1 0~
and 7x 10~ centistokes at the road surface temperature
(see paragraphs 4.5 to 4.9).
The nature of the chippings. If dusty chippings are
anticipated and no pre-treatment is planned, the viscosity
of the binder used should be towards the lower end of the
permissible range. if the binder selected is an emulsion it
should be borne in mind that anionic emulsions may not
adhere well to certain acidic aggregates such as granite
and quartzite.
The characteristics of the road site. Fluid binders such as
emulsions are not suited to steep cross falls or gradients
since they may drain off the road before 'breaking'.
However, it may be possible to use a 'split application' of
binder.
The type of binder handling and spraying equipment
available. The equipment must be capable of maintaining
an adequate quantity of the selected binder at its
appropriate spraying temperature and spraying it evenly
at the required rate of spread.
The available binders. There may be limited choice of
binders but a balanced choice should be made where
possible. Factors which may influence the final selection
of a binder include cost, ease of use, flexibility with
regard to adjusting binder viscosity on site and any
influence on the quality of the finished dressing.
5.12 Consideration of these factors will usually narrow the
choice of binder to one or two options. The final selection will
be determined by other factors such as the past experience of
the surface dressing team.
Choice of binder and timing of construction work
5.13 The choice of cutback grade or penetration
grade bitumen for surface dressing work is largely controlled
by road temperatures at and shortly after the time of
construction. However, there are relative advantages and
disadvantages associated with the use of penetration grade
binders or cutback bitumen.
5.14 MC 3000 cutback binder typically contains 12 to 17
per cent of cutter. Under warm road conditions this makes the
binder very tolerant of short delays in the application of
chippings and of the use of moderately dusty chippings. It is
therefore a good material to use for training new surface
dressing teams and for use in areas where water for cleaning
chippings is scarce. However, a substantial percentage of the
cutter, especially if it is diesel, can remain in the seal for many
months. If road temperatures increase soon after construction,
it is likely that MC3000 will be found to be 'tender' and that
the seal can be easily damaged. This should not be a problem
for lightly trafficked roads and for new roads that are not
opened to general traffic for several days after the surface
dressing is constructed. If a road must be opened to fast high
volume traffic within a few hours of construction then there
will be considerable advantage in using as high a viscosity
binder as conditions will permit. For instance, if the road
temperature is 40
0
C then for heavy traffic the chart in Figure
2 would suggest that MC 3000 would be only just viscous
enough. 400/500 penetration grade bitumen would be on the
limit of being too viscous, however, it would be preferable to
cut-back the bitumen to a 500/600 penetration grade rather
than use a MC3000 grade. If pre-coated chippings could be
used then the use of a 400 penetration grade bitumen would
be acceptable.
5.15 Penetration grade bitumens as hard as 80/100 are o ften
used for surface dressing work when road temperatures are
high. With such a high viscosity bitumen it is very important
that the chippings are applied immediately after spraying and,
to achieve this, the chipping spreader must follow closely
behind the distributor. The construction team must be well
organised and skilful. This type of binder will not be tolerant
of delays in the application of the chippings nor of the use of
dusty chippings. In either situation, early trafficking is very
likely to dislodge chippings and seriously damage the seal.
5.16 The use of penetration grade binders in the range
80/100 to 400 is preferred to MC3000 wherever
circumstances allow this. For high volume fast traffic, where
very early adhesion of the chippings is essential,
consideration should be given to the use of pre-coated
chippings. This will allow the use of a more viscous binder
for a given road temperature and will ensure that a strong
early bonding of the chippings is obtained. A polymer
modified or rubberised binder can also provide immediate
strong adhesion. Alternatively, emulsions will provide good
'wetting' and early adhesion provided rainfall does not
interfere with curing.
5.17 The most difficult situations occur when it is required
to start work early in the day and temperatures are
considerably lower than they will be in the afternoon. It may
appear to be appropriate to use a cutback binder, such as
MC3000, for the low road temperature but, by the afternoon,
the seal is likely to be too 'soft'. In these situations it better to
use a more viscous binder and keep the traffic off of the new
seal until it has been rolled in the afternoon.
Designing the surface dressing
Basis for the design method
5.18 Having selected the nominal size of chipping and the
type of binder to be used, the next step in the design of a
surface dressing is to determine the rate of spread of the
binder. In this respect the recommendations given in Road
Note 39 (TRL, 1996) for conditions in the United Kingdom
are not appropriate for most tropical or sub-tropical countries.
Differences in climate, uniformity of road surfaces, the
quality of aggregates, traffic characteristics and construction
practice, necessitate a more general
13
approach to the determination of the rate of spread of the
binder for application in tropical countries.
5.19 The method of surface dressing design put forward
by Jackson (1963) is suitable for general application and
trials undertaken by the TRL in Kenya (Hitch, 1981)
indicate that with some minor modifications, it works well
under a range of tropical and sub-tropical conditions.
Accordingly this method is recommended as a good basis
on which to develop national or regional standards for
surface dressing design in tropical countries.
5.20 The Jackson method of design incorporates
concepts first put forward by Hanson (1934) which relate
the voids in a layer of chippings to the amount of binder
necessary to hold the chippings in place. Hanson calculated
that in a loose single layer of chippings, such as is spread
for a surface dressing, the voids are initially about 50 per
cent decreasing to about 30 per cent after rolling and
subsequently to 20 per cent by the action of traffic. For best
results, between 50 and 70 per cent of the voids in the
compacted aggregate should be filled with binder.
Hence it is possible to calculate the amount of binder required
to retain a layer of regular, cubical chippings of any size.
However, in practice chippings are rarely the ideal cubical
shape (especially when unsuitable crushing plant has been
used) and this is why the ALD concept was originally
introduced.
Determining the average least dimension of chippings
5.21 The ALD of chippings is a function of both the
average size of the chippings, as determined by normal square
mesh sieves, and the degree of flakiness. The ALD may be
determined in two ways.
Method A. A grading analysis is performed on a
representative sample of the chippings in accordance with
British Standard 812:1985. The sieve size through which 50
per cent of the chippings pass is determined (i.e. the median
size'). The flakiness index is then also determined in
accordance with British Standard 812:1985. The ALD of the
chippings is then derived from the nomograph shown in
Figure 6.
Figure 6 Determination of average least dimension
14
Method B. A representative sample of the chippings is
carefully subdivided (in accordance with British
Standard 812:1985) to give approximately 200
chippings. The least dimension of each chipping is
measured manually and the mean value, or ALD, is
calculated.
Determining the overall weighting factor
5.22 The ALD of the chippings is used with an overall
weighting factor to determine the basic rate of spray of
bitumen. The overall weighting factor F' is determined by
adding together four factors that represent: the level of
traffic, the condition of the existing road surface, the
climate and the type of chippings that will be used. Factors
appropriate to the site to be surface dressed are selected
from Table 5.
Table 5 Weighting factors for surface dressing design
Description Factor
Total traffic (all classes)
Vehicles/lane/day
Very light 0 - 50 +3
Light 50 - 250 +1
Medium 250 - 500 0
Medium-heavy 500 - 1500 -l
Heavy 1500 - 3000 -3
Very heavy 3000+ -5
Existing surface
Untreated or primed base +6
Very lean bituminous +4
Lean bituminous 0
Average bituminous -1
Very rich bituminous -3
Climatic conditions
Wet and cold +2
Tropical (wet and hot) +1
Temperate 0
Semi-arid (hot and dry) -l
Arid (very dry and very hot) -2
Type of chippings
Round/dusty +2
Cubical 0
Flaky (see Appendix A) -2
Pre-coated -2
5.23 For example. if flaky chippings (factor -2) are to be
used at a road site carrying medium to heavy traffic (factor
- 1) and which has a very rich bituminous surface (factor -
3) in a wet tropical climate (factor +1) the overall
weighting factor 'F' is:
-2-1-3 + 1 = -5
5.24 The rating for the existing surface allows for the
amount of binder which is required to fill the surface voids
and which is therefore not available to contribute to the
binder film that retains the chippings. If the existing surface
of the road is rough, it should be rated as 'very lean
bituminous' even if its overall colour is dark with bitumen.
Similarly, when determining the rate of spread of binder for
the second layer of a double surface dressing, the first layer
should also be rated 'very lean bituminous'.
5.25 The Jackson method of determining the rate of
spread of binder requires the estimation of traffic in terms of
numbers of vehicles only. However, if the proportion of
commercial vehicles in the traffic stream is high (say more
than 20 per cent) the traffic factor selected should be for the
next higher category of traffic than is indicated by the simple
volume count.
Determining the basic bitumen spray rate
5.26 Using the ALD and 'F' values in equation 1 will
give the required basic rate of spread of binder.
R = 0.625+(F*0.023)+[0.0375+(F*0.0011)]ALD (1)
Where F = Overall weighting factor
ALD = the average least dimension of the
chippings (mm)
R = Basic rate of spread of bitumen
(kg/m
2
)
5.27 Alternatively, the two values can be used in the
design chart given in Figure 7. The intercept between the
appropriate factor line and the ALD line is located and the
rate of spread of the binder is then read off directly at the
bottom of the chart. The basic rate of spread of bitumen (R)
is the mass of MC3000 binder per unit area on the road
surface immediately after spraying. The relative density of
MC3000 can be assumed to be 1.0 and the spread rate can
therefore also be expressed in 1/m
2
, however, calibration of a
distributor is easier to do by measuring spray rates in terms
of mass.
Spray rate adjustment factors
5.28 Research in Kenya (Hitch, 1981) and elsewhere, has
indicated that best results will be obtained if the basic rate of
spread of binder is adjusted to take account of traffic speed
and road gradient as follows.
For slow traffic or climbing grades with gradients
steeper than 3 per cent, the basic rate of spread of
binder should be reduced by approximately 10 per
cent.
For fast traffic or downgrades steeper than 3 per cent
the basic rate of spread of binder should be increased
by approximately 10 per cent.
15
Figure 7 Surface dressing design chart
5.29 The definition of traffic speed is not precise but is
meant to differentiate between roads with a high proportion
of heavy vehicles and those carrying mainly cars travelling
at 80km/h or more.
5.30 The basic rate of spread of binder must also be
modified to allow for the type of binder used. The
following modifications are appropriate:
Penetration grade binders: decrease the rate of spread
by 10 per cent.
Cutback binders: for MC/RC 3000 no modification is
required. (In the rare cases when cutbacks with lower
viscosity are used the rate of spread should be
increased to allow for the additional percentage of
cutter used).
Emulsion binders: multiply the rate of spread given in
the chart by 90/bitumen content of the emulsion (per
cent). This calculation includes a reduction of ten per
cent for the residual penetration grade binder.
16
5.31 Suggested adjustment factors for different binders
and different site conditions are given in Table 6. The
adjustment factors reflect the amount of cutter used in the
base 80/100 penetration grade bitumen but must be regarded
as approximate values.
5.32 The amount of cutter required for 'on-site' blending
should be determined in the laboratory by making viscosity
tests on a range of blends of bitumen and cutter. Work at
TRL (Hitch and Stewart, 1987) has shown that MC3000 can
be made in the field by blending 90 penetration bitumen with
12 to 14 per cent by volume of a 3:1 mixture of kerosene and
diesel. It is suggested that if there is significantly more than
14 per cent of cutter by volume then the spray rate should be
adjusted to compensate for this. For binders which have been
cutback at the refinery, the cutter content should be obtained
from the manufacturer.
5.33 If a different grade of binder is required then
the adjustment factor should reflect the different
amount of cutter used. For instance, a 200 penetration
Table 6 Typical bitumen spray rate adjustment factors
Basic spray rate from Flat terrain, moderate High speed traffic, Low speed traffic,
Binder grade Figure 7 or equation 1 traffic speeds down-hill grades >3% up-hill grades >3%
MC3000 R R R*l.1 R*0.9
300 pen R R*0.95 R~1.05 R*0.86
80/100 pen R R*0.9 R*0.99 R*0.81
Emulsion
1
R R*(90/%binder) R*(99/%binder) R*(8l/%binder)
1
% binder is the percentage of bitumen in the emulsion.
binder may have 3 per cent cutter in it and therefore the
spray rate is 103 per cent of the rate for a 80/100
penetration bitumen. Appendix E gives an example of the
use of the design chart and adjustment factors.
Adjusting rates of spray for maximum durability
5.34 The spray rate which will be arrived at after
applying the adjustment factors in Table 6 will provide very
good surface texture and use an 'economic' quantity of
binder. However, because of the difficulties experienced in
many countries in carrying out effective maintenance, there
is considerable merit in sacrificing some surface texture for
increased durability of the seal. For roads on flat terrain and
carrying moderate to high speed traffic it is possible to
increase the spray rates obtained by applying the factors
given in Table 6 by approximately 8 per cent. The heavier
spray rate may result in the surface having a 'bitumen-rich'
appearance in the wheel paths of roads carrying appreciable
volumes of traffic. However, the additional binder should
not result in bleeding and it can still be expected that more
surface texture will be retained than is usual in an asphalt
concrete wearing course.
Surface dressing design for low volume roads
5.35 if a low volume road, carrying less than about
100 vehicles per day, is surface dressed it is very important
that the seal is designed to be as durable as possible to
minimise the need for subsequent maintenance.
5.36 A double surface dressing should be used on new
roadbases and the maximum durability of the seal can be
obtained by using the heaviest application of bitumen
which does not result in bleeding.
5.37 Where crushing facilities are put in place solely to
produce chippings for a project, it will be important to
maximise use of the crusher output. This will require the
use of different combinations of chipping sizes and
correspondingly different bitumen spray rates. The
normally recommended sizes of chippings for different
road hardness and low commercial traffic volumes are
reproduced in Table 7.
5.38 It may be desirable to use chippings of a larger size
than those recommended in Table 7 for reasons of
economy. It is likely that the rate of application of
Table 7 Nominal size of chippings for different hardness
of road surface
No. of commercial
Vehicles/lane/day
1
20-100 <20
Category of road
surface hardness Nominal chipping size mm)
Very hard 6 6
Hard 6 6
Normal 10 6
Soft 14 10
1
Vehicles with an unladen weight greater than 1.5 tonnes
bitumen determined in the normal way will be too low to
obtain good durability. Low volumes of traffic are also
unlikely to cause the chippings to be 'rotated' into a tight
matrix and this will result in the layer being of greater depth
than the ALD of the chippings, which is assumed in the
design process. It should therefore be safe to increase bitumen
spray rates on low volume roads to compensate for the
reduced embedment of 'oversize' chippings and the increased
texture depth that results from less re orientation of the
chippings under light traffic
5.39 Ideally the ALD of the two aggregate sizes used in a
double surface dressing should differ by at least a factor of
two. If the ALD of the chippings in the second seal is more
than half the ALD of the chippings in the first seal then the
texture depth will be further increased and the capacity of the
aggregate structure for bitumen will be increased.
5.40 It is suggested that on low volume roads the bitumen
spray rates should be increased above the basic rate of spread
of bitumen (see paragraphs 5.26 to 5.27) by up to the
percentages given in Table 8. It is important that these
increased spray rates are adjusted on the basis of trial sections
and local experience.
Spread rate of chippings
5.41 An estimate of the rate of application of the chippings
assuming that the chippings have a loose density of
1.35Mg/m
3
, can be obtained from the following equation:
Chipping application rate (kg/m
2
) - 1 .364*ALD
17
Table 8 Suggested maximum increases in bitumen spray rate for low volume roads
ALD of chippings (mm) 3 6 >6
All traffic (vehicles/lane/day) <20 20-100 <20 20-100 <20 20-100
Increase in bitumen spray rate (per cent) 15 10 20 15 30 20
5.42 The chipping application rate should be regarded as
a rough guide only. It is useful in estimating the quantity of
chippings that is required for a surface dressing project
before crushing and stockpiling of the chippings is carried
out. A better method of estimating the approximate
application rate of the chippings is to spread a single layer
of chippings taken from the stockpile on a tray of known
area. The chippings are then weighed, the process repeated
ten times with fresh chippings, and the mean value
calculated. An additional ten per cent is allowed for whip
off. Storage and handling losses must also be allowed for
when stockpiling chippings.
5.43 The precise chipping application rate must be
determined by observing on site whether any exposed
binder remains after spreading the chippings, indicating too
low a rate of application of chippings, or whether chippings
are resting on top of each other, indicating too high an
application rate. Best results are obtained when the
chippings are tightly packed together, one layer thick. To
achieve this. a slight excess of chippings must be applied.
Some will be moved by the traffic and will tend to fill small
areas where there are insufficient chippings. Too great an
excess of chippings will increase the risk of whip-off and
windscreen damage.
6 Plant and equipment
Methods of distributing binder
6.1 The success of a surface dressing is very dependent
on the binder being applied uniformly at the correct rate of
spread. The method adopted for distributing binder must
therefore;
be capable of spreading the binder uniformly and at
the predetermined rate of spread; and
be able to spray a large enough area in a working day
to match the required surface dressing programme.
6.2 The use of hand-held containers such as watering
cans, perforated buckets etc, has a place for minor works.
Any type of binder from penetration grades to emulsion can
be applied in this way but uniform spreading of
predetermined amounts cannot be achieved by this method
and hence it is not recommended for anything other than
small-scale work. A rather more controllable method of
hand
18
application is to use hand lances. if skilfully used, they can
produce an acceptably uniform rate of spread but it is very
difficult to achieve a specified rate of spread with them. They
cannot therefore be recommended for other than small-scale
work and limited maintenance operations. The use of either of
these hand methods of binder application for larger scale work
invariably results in waste of valuable binder and a poor
quality surface dressing which will have a short 'life'.
6.3 The spreading of binder on a larger scale requires the
use of a bulk binder distributor, which may be either a self
propelled or a towed unit (British Standards BS 1707:1989,
and BS 3136:Part 2:1972)
6.4 There are two basic types of bulk binder distributors,
the pressurised tank, constant rate of spread, constant volume,
and constant pressure machines.
Constant volume distributors
6.5 These distributors are fitted with positive displacement
pumps, the output of which can be pre-set. All the binder
delivered by the pump is fed to the spray-bar when spraying is
in progress and there is no by-pass arrangement for re-
circulating binder to the tank. For a spray bar of given length
and output, the rate of spread of binder on the road is
inversely proportional to the forward road speed of the
distributor. On most constant volume machines it is possible
to preheat the spray bar by circulating hot binder to it before
spraying commences but this facility is not available on all
machines.
6.6 Constant volume distributors can spray a wide range of
types of binder and they are quite common in tropical
developing countries. Disadvantages of constant volume
distributors are;
Calibration involves three inter-related variables, i.e. the
pump output, the road speed and the spray bar width;
hence the calibration procedures need to be extensive if,
for example, it is required to vary spray bar width to
allow for different lane widths. However, some constant
volume machines have a limited but useful degree of
automatic control of bitumen pump speed to compensate
for variation in road speed.
The relative mechanical complexity of the machines
means that they are not suitable for operation by partly
skilled operators.
6.7 Most distributors manufactured in the USA are
constant volume machines.
Constant pressure distributors
6.8 In these machines a pump of adequate capacity
delivers binder to the spray bar at a pre-set pressure. A
relief valve regulates the pressure and permits binder to
bypass the spray bar and return to the tank. The pressure in
the spray bar is not affected by the number of jets in use,
and hence re-calibration is not required when spray bar
extensions are fitted or the number of jets are reduced. As
with constant volume machines, the rate of spread of binder
varies inversely with the road speed of the distributor.
6.9 Most distributors made in the UK are of the constant
pressure type.
Principal components of binder distributors
6.10 Distributors spray the bitumen through a spray bar
to which the binder is delivered by a pump. or under
pressure, from a heated insulated storage tank. Brief
descriptions of these principal components and general
guidelines on their operation are given below.
Manufacturers instruction manuals give detailed operating
instructions for each model of distributor. These should be
carefully followed and used to train operators so that they
fully understand the principles and the correct method of
operation of their distributor.
Spray bars and spray jets
6.11 There are basically two types of spray jets, slotted
jets and whirling spray jets. Slotted jets are usually high
output jets and are particularly suitable for spraying
polymer modified binders or for grouting. However, some
manufacturers can supply jets with a range of different slot
widths or whirling spray jets for the same spray bar.
Whirling spray jets are of lower output and have the
advantage for normal surface dressing in that the forward
speed of the distributor can be slower than when slotted jets
are used. This can enable the speed to be controlled more
easily and for the chipping operation to keep pace with the
spraying. Higher bitumen temperatures are necessary when
spraying with whirling jets and suitable spraying
temperatures for both types of jets are given in Table 9.
6.12 The swirl chamber of whirling spray jets is enclosed
in the spray bar so that the jets can be pre-heated effectively
by circulating hot binder through the spray bar prior to
spraying. The fine spray produced by whirling spray jets
necessitates protecting the spray bar with a hood and
canvas curtains to prevent wind from deflecting the spray.
This is not required with slotted jets.
Table 9 Spraying temperatures for binders
Whirling spray jets Slotted jets
Cutback grades Min C Max C Min C Max C
MC30 50 60 40 50
RC/MC70 65 80 55 70
RC/MC250 95 115 80 90
RC/MC800 115 135 105 115
RC/MC3000 135 150 120 130
Penetration grades
400/500 160 170 140 150
280/320 165 175 150 160
180/200 170 190 155 165
80/100 180 200 165 175
1 Because of the flammable nature of the solvent used in
RC-type cutbacks, application temperatures should be
restricted to the lower parts of the ranges given above.
2 It is essential to extinguish flames and prohibit smoking
when heating, pumping or spraying all cutbacks. Fire
extinguishers should always be readily at hand.
6.13 On constant pressure distributors a pressure gauge
fitted to the spray bar registers the spraying pressure during
spraying (though not when re-circulating only), and on some
machines a temperature gauge is also fitted to the spray bar.
6.14 The uniformity of transverse distribution of a spray
bar should be checked by the 'Depot tray test' at least once a
year. This test is specified fully in BS 1707:1989 (1989) and
is described in Appendix F.
6.15 Attention should also be paid to maintaining the
correct height of the spray bar above the road. Whilst jets are
positioned on the spray bar so that their sprays overlap to
minimise the effect of variations in spray bar height on the
uniformity of transverse distribution of binder. some adverse
effects are likely if the spray bar is operated at an incorrect
height. Slotted jets are more critical than whirling spray jets in
this respect.
6.16 Since the spray of the last jet at each end of a spray bar
is not overlapped by an adjacent spray the rate of spread of
binder is less at the ends of a spray bar than along its length.
For this reason, adjacent spraying runs of a distributor are
normally overlapped. Some distributors are fitted with a larger
jet at the end of the spray bar to compensate for this effect.
The alternative practice of turning the last jet of a slotted jet
spray bar at right angles is not recommended, nor is the
practice of attempting to spray butt joints. This invariably
results in narrow unsprayed strips between adjacent paths of
the distributor.
6.17 To ensure satisfactory performance of the spray bar,
strainers and in-line filters in the binder feed system must be
cleaned regularly otherwise blocked jets will result. Before
commencing
19
spraying, the spray bar and jets should be preheated by
circulating hot binder and then the jets should be operated
for a few seconds, discharging on to waste ground, to
ensure they are operating freely.
6.18 If spraying is interrupted briefly. for example, to
allow the chipping operation to catch up, the spray bar
should be kept hot by circulating binder, preferably with
the distributor standing off the road. When spraying is
stopped for a longer period, such as at the end of the day or
when the tank is being re-filled, the binder pump should be
opened to air and the feed line to the spray bar, the spray
bar itself, and the return line back to the tank emptied. The
return valve should then be closed and the jets blown out
with air. If the machine is being allowed to cool completely
the binder pump should be flushed out with diesel fuel.
Most spray bars are fitted with a drain cock so that binder
or flushing oil can be drained off when required.
Binder pumps and air pumps
6.19 On most distributors the binder pump is driven by a
separate engine, usually mounted either at the rear of the
tank or between the tank and the driving cab. The pump
itself is normally located inside the binder tank so that it is
kept hot by the surrounding binder. The engine drive to the
pump is usually through a clutch and the same engine
usually drives a small air compressor which supplies air
and fuel under pressure to the burners.
6.20 The binder tank should be emptied at the end of a
day's work so that when the tank is next filled with hot
binder there is no cold binder around the pump to prevent it
from warming up quickly. If the binder system is not
cleaned out as described above the pump will not work
until it has been cleared of cold bitumen. This should be
done by turning the engine crank manually as the bitumen
in the distributor is heated and not by using the engine.
6.21 On some distributors the pump drives are taken
either from the main power transmission of the vehicle or
are driven by the main engine through a hydraulic system.
Tanks and burners
6.22 Most binder distributors have tanks with a capacity
of between 500 and 16000 litres. The tanks are invariably
made of steel and are lagged to reduce heat loss. Baffles are
fitted internally to minimise surge. An inspection hatch
fitted with a strainer basket provides access at the top of the
tank, and a dipstick or contents gauge indicates the level of
the binder.
6.23 Flues fitted with burners run through the tank to
heat the binder and a thermometer is fitted to indicate the
temperature. The burners use either
20
kerosene or diesel fuel which is usually drawn from the main
fuel tank of the vehicle. Vaporising burners require the
vaporising coil to be heated before they can operate, whilst
atomising burners, which are preferable. can start up from
cold. Fire extinguishers, suitable for fighting fires fuelled by
bitumen or solvents, should be located in convenient
positions. It is important that professional advice is obtained
on fire-fighting matters well before work commences.
6.24 The burners in a distributor should be used to make
only relatively small adjustments to the binder temperature.
Wherever possible the main operation of heating the binder
should be done in pre-heaters and the binder transferred to the
distributor at or above the spraying temperature.
6.25 When heating binder in the tank it is necessary to
ensure that the burner flues are fully covered by the binder,
preferably with a depth of at least 150mm of binder over the
top of the flues. On some distributors a danger level is
indicated on the contents gauge. If this precaution is not
observed the burner flues may burn out, causing a fire or
explosion.
6.26 Burners must not be operated when the distributor is
spraying or moving or if any blending is in progress. To
prevent 'coking' of binder in the vicinity of the flues it is
recommended that the binder is circulated when the burners
are lit. This will also speed up the transfer of heat throughout
the binder.
Distributor speed control and calibration
6.27 Most binder distributors are equipped with a 'fifth
wheel' which operates a low range speedometer. The
speedometer is located in the driver's cab in a prominent
position so that a steady forward speed can be maintained
relatively easily.
6.28 To spray binder at a specified rate of spread all that is
necessary with constant pressure machines is to read off the
corresponding road speed from the 'Driver's chart' or
calibration chart which should be carried by every distributor.
With constant volume machines it is necessary to select from
the chart both the pump output and the road speed necessary
to give the required rate of spread for the width of spray bar
being used.
6.29 If the distributor has not previously been calibrated or
if the calibration chart has been lost either of the following
two methods can be used to calibrate the machine.
Method A. This method is preferred for initial
calibration. The distributor is loaded with binder which is
raised to the correct spraying temperature and circulated
around the spray bar to heat it. Static spraying is done
into suitable containers to check the evenness of the
appearance of the binder spray.
Binder is then sprayed into weighed containers of
suitable dimensions for an accurately measured period
of time and the mass of sprayed binder determined by
weighing. The mass of binder delivered per unit time
is calculated and the rate of spread/speed of distributor
relationship is determined as described in Appendix G.
Method B. Four or five weighed metal trays of known
area (0.lm square is a suitable size) are placed in the
path of the distributor as it makes a spraying run at a
constant speed. The trays are then picked up and
weighed and the rate of spread of binder is calculated.
The process is repeated with different distributor
speeds until the required rate of spread/speed chart can
be drawn up. This tray test should be repeated
periodically during surface dressing operations to
check the consistency of the rate of spread of bitumen.
It will, of course, be necessary to complete the
dressing by hand on the areas where the trays were
located.
6.30 Tar and bitumen binders have been found to have
different outflow characteristics when sprayed from
whirling spray jets; hence, if both kinds of binder are likely
to be used, it is advisable to draw up a calibration chart for
both binders for machines fitted with this type of jet.
Chip spreaders
6.31 Chippings can be spread on the sprayed binder by
hand and good results can be obtained by this method with
a well-trained and plentiful labour force. In general,
however, better results will be obtained when chippings are
spread mechanically since this facilitates a more even
distribution and rapid application of the chippings after the
binder has been sprayed.
6.32 There are three main types of chip spreader;
Metering or non-metering 'tail-board' types.
Pushed metering chip spreaders.
Self-propelled metering or non metering chip
spreaders.
6.33 Non-metering tail board chip spreaders are
bolted in place of the tailgate of a normal tipping lorry.
They are the cheapest and simplest kind of mechanical chip
spreader, having very few moving parts. A serrated steel
comb controls the flow of chippings and a rotary gate with
a helical edge controls the width of spread and the starting
and stopping of the flow. The 'Hornsey gritter' is a popular
example of this type. The flow of chippings is controlled by
an operator who walks beside the tipper lorry, whilst it is
driven in reverse at walking speed with the tipper body
partly raised. Since the
rate of spread of the chippings is dependent on gravity and the
speed of the tipper lorry acting independently, the skill of the
lorry driver is crucial in ensuring an even distribution of the
chippings. Nevertheless good results can be obtained with
these simple machines.
6.34 However, to reduce dependence on the skill of the
tipper driver, metering devices are available for tailboard chip
spreaders that control the rate of discharge of the chippings by
delivering them over a roller which is driven from the road
wheels of the lorry or from a fifth wheel attached to the chip
spreader. In this way variations in road speed of the tipper
produce corresponding variations in the rate of discharge of
the chippings.
6.35 Pushed metering chip spreaders operate on a similar
principle but the metering roll is located at the base of a
wheeled hopper which is pushed along the road by a reversing
tipper lorry. The roll is driven by the road wheels of the
hopper and the chippings in the hopper are replenished from
the raised body of the tipper.
6.36 Self-propelled metering chip spreaders are the most
effective machines available for applying chippings. They
have a hopper at the rear into which chippings are discharged
from the delivering tipper lorry which, during the transfer of
the chippings, is towed along in reverse by the chip spreader
through a quick release mechanism. Conveyor belts transfer
the chippings to a transverse hopper at the front of the
machine at the bottom of which is the metering roll that
delivers the chippings to the road. However, there are self-
propelled models which do not meter the chippings but rely
on gravity feed and these machines require careful operation
to ensure that a constant road speed is maintained.
6.37 It should be noted that none of these chip spreaders
can deliver chippings at a pre-determined rate of spread; they
simply facilitate an even distribution of the chippings and the
operator must ensure that an adequate, but not excessive, rate
of application is maintained.
6.38 The number of tipper lorries must be sufficient to
provide a steady supply of chippings at a rate that allows the
planned daily output of the surface dressing unit to be
achieved. Depending on the distance of the stockpile of
chippings from the surface dressing site, a minimum of four
or five tippers is usually required plus one spare tipper for
applying chippings by hand to awkward shaped corners and
other areas that may not have been covered by the chip
spreader.
Rollers and other equipment
6.39 The rolling of a surface dressing plays an important
part in ensuring the retention of the chippings by assisting in
the initial orientation and
21
bedding down of the chippings in the binder. Traditionally,
steel-wheeled rollers have been used but these tend to crush
weaker aggregates and to crack poorly shaped chippings.
Accordingly, if steel-wheeled rollers are used they should
not exceed 8 tonnes in weight and should only be used on
chippings which are strong enough. Some steel-wheeled
rollers are fitted with rubber sleeves which makes them
more suitable for surface dressing work but, as for any
roller of this type. they will bridge' depressions in the
existing road surface. In general. pneumatic tyred rollers
are preferred because the tyres have a kneading action
which tends to manoeuvre the chippings into a tight mosaic
without splitting them and they do not bridge' depressions.
6.40 In favourable conditions, adhesion should be well
established within 30 minutes of rolling after which
considerable benefit can be obtained by allowing slow-
moving traffic, particularly heavy lorries, to traverse the
dressing provided that traffic speed is kept below 20 to 30
km/hr. This is very important and the use of a lead vehicle
to 'convoy' traffic at slow speed is recommended.
6.41 Other important items of equipment required for
surface dressing are mechanical brooms, binder heaters,
decanters and transporters, and front-end loaders.
Mechanical brooms, either towed or powered, are
invaluable for obtaining a clean road surface prior to
spraying the binder. Whilst hand brooming is an alternative,
it is difficult to obtain as good results by this method,
particularly when sweeping the surface of a newly
constructed roadbase from which all loose particles should
be removed.
6.42 Binder heaters are required to raise bulk stocks of
binder to the spraying temperature. They should have
sufficient capacity to supply. at the correct temperature, all
the binder required for the planned output of the surface
dressing unit. Binder decanters fulfil the same function
when the binder is supplied in drums. Their capacity tends
to be small hence it is usually necessary to provide several
decanters to supply the required quantity of hot binder.
When binder is supplied in bulk it is desirable to transport it
from the bulk supply point in binder transporters. It is not
desirable to use distributors for this, nor should the burners
in a distributor be used for raising the binder from pumping
temperature, at which it is usually discharged at the supply
point, to the spraying temperature.
6.43 Front-end loaders are required primarily for
handling chippings. They are essential for loading tipping
lorries quickly with chippings at the stockpile to ensure that
a continuous supply of chippings is delivered to the surface
dressing site. Front-end loaders are, of course, also useful
for many general lifting duties such as lifting drums of
binder onto decanters. In addition to these major items of
22
equipment a surface dressing unit requires a variety of small
equipment such as road signs, hand tools etc. These are listed
in Appendix H.
6.44 The routine maintenance and servicing of the
mechanical equipment of a surface dressing unit usually has
to be undertaken in the field, often remote from a base
maintenance workshop. Machine operators do not normally
have the skills to undertake running repairs or adjustments to
their machines, nor are they usually authorised to do such
work. There is thus a need to provide for a certain level of
running repairs on site if long delays are to be avoided whilst
plant fitters and spares are supplied from a distant
maintenance workshop. The employment in the unit of a plant
operator who is also a trained filler is therefore an advantage.
together with the provision on site of a basic set of spares and
the necessary tools.
7 The surface dressing process
Planning
7.1 A typical sequence of events in the planning of
a surface dressing operation is as follows:
1 Select lengths of road requiring surface dressing and detail
the preliminary work required on each road before the
surface dressing can be carried out.
2 Implement the necessary preliminary work such as
patching. heating and planing, shoulder and edge repairs,
drainage works. reinstatement of service trenches etc.
Allow as much time as possible for trafficking before
commencement of surface dressing operations.
3 Decide on the type of surface dressing, the binder to be
used and nominal chipping sizes, i.e. use the road surface
hardness probe and make a preliminary design, taking into
account constraints on the supplies of binder and
chippings and limitations of plant and labour.
4 Ensure that the chippings will be of adequate quality with
suitable ALD value(s). Stockpile chippings at convenient
points along the road to be surface dressed so as to
minimise haul distances during construction. Sample the
chippings and confirm their suitability, modify the surface
dressing design if necessary.
5 Order the appropriate binder for the anticipated weather
conditions, or make provision for blending and adding
adhesion agents as required.
6 Ensure that all the plant and equipment of the unit is in
good working order.
7 Instruct the construction team of the details of the work
programme.
8 Inform the police and other organisations likely to be
affected by the surface dressing operation.
9 Inform the Materials Laboratory and arrange for the
testing of aggregates and binder and rate of spread
checks during spraying.
The surface dressing operation
7.2 The following sequence of events normally
comprises the complete surface dressing operation:
1 Raising the temperature of the binder in the depot tanks
is started early in the morning so that the distributor can
be loaded with bitumen. The temperature should,
preferably, be just above the ideal spraying temperature.
2 The supervisor arrives on site with traffic control
equipment and supervises the placing of warning signs,
control barriers, traffic cones, etc.
3 The surface dressing unit arrives on site and the
distributor is parked off the road, preferably on a level
site where the tank can be 'dipped' before and after
spraying. If the parking area is not level and alternative
site must be located.
4 Whilst the binder temperature is adjusted using the
burners; binder is circulated through the spray bar, and
the jets are checked for correct operation.
5 The calibrated 'dip-stick' supplied with the distributor is
used to measure the volume of binder in the tank at the
start of the day's work.
6 The supervisor instructs the distributor crew on the
spray rate required, the corresponding road speed and
the pump output, where this is necessary.
7 The chipping crew load the tipper lorries with chippings
and the lorries line up ready to follow the distributor at
the location specified by the supervisor. The rollers also
prepare to follow the distributor after the chipping
lorries.
8 The road is thoroughly swept and road furniture such as
manhole covers, reflective studs etc, is masked so as to
prevent contamination with binder.
9 Cut-off sheets of paper or other material are placed at
the beginning and end of the spray run. The supervisor
checks that the road is in fit condition for spraying and
that laboratory staff, if present, are ready to do tray
tests.
10 The burners on the distributor are extinguished and the
distributor is positioned at the beginning of the spray
run.
11 The driver adjusts the guide chain, the fifth wheel is
lowered to the ground, and the height of the spray bar is
adjusted.
12 The distributor then commences the spraying run, the
cut-off sheets being removed immediately the
distributor passes to avoid contamination of the wheels
of the chip spreader or tipper lorries.
13 The chip spreader, tippers and the rollers should follow
closely behind the distributor. Spraying should he
stopped if the chipping operation is delayed for any
reason. A strip of binder 150mm wide is left un-chipped
at the edge of the lane to allow for the overlap of the
adjacent run of the distributor.
14 A tipper and crew should move slowly over the new
dressing, spreading chippings by hand shovels on areas
where there is a deficiency of chippings.
15 The operation is then repeated on the adjacent pass (if
any) and traffic is allowed to move slowly over the new
dressing.
16 The distributor then returns to the original level parking
site and the volume of binder remaining in the tank is
checked with the 'dip-stick'. The supervisor records the
amount of binder used and, knowing the total area
sprayed, calculates the average rate-of-spread.
17 Speed control and other traffic warning signs are left in
position along the length of the new surface dressing.
18 At the completion of the day's work the distributor
spray bar is cleaned, all vehicles and plant refuelled and
lubricated and the supervisor checks that the bitumen
heaters are loaded ready to supply the binder required
for the next day.
After-care
7.3 After-care is an essential part of the surfacing process
and consists of removing excess chippings within 24 to 48
hours of the construction of a dressing. Some of the excess
chippings will have been thrown clear by passing vehicles but
some loose chippings will remain on the surface and these are
a hazard to windscreens and, hence, a source of public
complaint. They can be removed by brooming or by
purposed-made suction cleaners. Care must be taken with
brooming to avoid damage to the new dressing and it is
usually best to do this work in the early
23
morning when the surface dressing binder is still relatively
stiff. It is Important to stress that over-chipping can reduce
the quality of a dressing, make after-care a more time
consuming process and also unnecessarily increase costs.
8 Other surface treatments
8.1 Apart from surface dressing there are several other
kinds of surface treatment that complement surface
dressings, five of which are described briefly below.
Slurry seals
8.2 A slurry seal is a mixture of fine aggregates, Portland
cement filler, bitumen emulsion and additional water
(ASTM, D 3910, 1996; BS 434, Parts 1 and 2, 1984).
When freshly mixed they have a thick creamy consistency
and can be spread to a thickness of 5 to 10 mm. This
method of surfacing is not normally used for new
construction because it is more expensive than surface
dressing, does not provide as good a surface texture, and is
not as durable as a properly designed and constructed
surface dressing. Slurry mixes are best made and spread by
purpose made machines as shown in Figure 8.
8.3 Slurry seals are often used in combination with a
surface dressing to make a 'Cape-seal'. In this technique the
slurry seal is applied on top of a single surface dressing to
produce a surface texture which is less harsh than a surface
dressing alone and a surface which is flexible and durable.
However, the combination is more
expensive than a double surface dressing and requires
careful control during construction.
8.4 Both anionic and cationic emulsions may be used in
slurry seals but cationic emulsion is normally used in
slurries containing acidic aggregates, and its'
early breaking characteristics are also advantageous when
rainfall is likely to occur. Suitable specifications for slurry
seals and for a Cape-seal are given in Tables 10 and 11.
Table 10 Aggregate particle size distribution for slurry
seals
Percentage by mass of total
aggregate passing test sieve
BS test sieve (mm) Fine General Coarse
10 - 100 100
5.0 100 90-100 70-90
2.36 90-100 65-90 45-70
1.18 65-90 45-70 28-50
0.6 40-60 30-50 19-34
0.3 25-42 18-30 12-25
0.15 15-30 10-21 7-18
0.075 10-20 5-15 5-15
Bitumen content
(per cent by mass
of dry aggregate) 10-16 7.5-13.5 6.5-12.0
The optimum mix design for the aggregate, filler, water and
emulsion mixture should be determined using ASTM
D 3910-84 (1996).
Table 11 Typical coverage for a new 'Cape seal'
Size of chipping in surface
dressing (mm) Coverage (m
2
/m
2
)
20 130-170
14 170-240
10 180-250
Figure 8 Slurry seal machine (diagrammatic)
24
Otta seal
8.5 An Otta seal is different to surface dressing in that a
graded gravel or crushed aggregate containing all sizes,
including filler, is used instead of single sized-chippings.
There is no formal design procedure but recommendations
based on case studies have been published (Norwegian
Public Roads Administration, 1999). An Otta seal may be
applied in a single or double layer. Evidence on the
performance of these types of seal has shown them to have
been satisfactory for over 12 years on roads carrying up to
300 vehicles per day (Overby, 1998).
8.6 The grading of the material is based on the level of
traffic expected. Recommended grading envelopes are
given in Table 12. Generally for roads carrying light traffic
(<100 vehicles per day), a 'coarse' grading should be
chosen while a 'dense' grading should be applied to one
carrying greater than 100 vehicles per day.
Table 12 Otta seal aggregate grading requirements
Percentage passing
Sieve (mm) Dense Coarse
19.0 100 100
16.0 79-100 77-100
12.0 61-100 59-100
9.5 42-100 40-85
4.750 19-68 17-46
2.360 8-51 1-20
1.180 6-40 0-10
0.600 3-30 0-3
0.300 2-21 0-2
0.150 1-16 0-1
0.075 0-10 0-1
Aggregate should be screened to remove stone greater than 19mm
8.7 The viscosities of binders used in construction should
reflect the quality of aggregate employed but normally cut
back bitumen MC 800, MC 3000 or 150/200 penetration
grade bitumen is used depending upon the traffic volumes
and type of aggregate cover. Spray rates can not be
calculated by design and must be chosen empirically.
Typically, spray rates (hot) for single seals are between 1.6
and 2 1/rn
2
but reference must be made to the Design Guide
(NPPA, 1999) so that necessary detailed adjustments can
be made.
8.8 It is because of the broad range of materials that may
be used and the empirical nature of the design of this type
of seal that it is imperative that pre-construction trials be
carried out. This strategy will identify any special local
conditions concerning the available aggregates and binders
to become apparent to enable the engineer to adjust the
nominal design.
8.9 An important aspect of Otta seal construction is the
need for extensive rolling by pneumatic rollers for two or
three days after construction. The action of rolling ensures the
binder is forced upwards, coating the aggregate, and thereby
initiating the process, continued by subsequent trafficking, of
forming a premix like appearance to the surface.
8.10 After care can take as long as twelve days and
involves sweeping dislodged aggregate back into the
wheelpaths for further compaction by traffic.
Sand seals
8.11 Where chippings for a surface dressing are
unobtainable or are very costly to provide, sand can be used
as 'cover material' for a seal. Sand seals are less durable than
surface dressings; the surface tends to abrade away under
traffic. Nevertheless a sand seal can provide a satisfactory
surfacing for lightly trafficked roads carrying less than 100
vehicles per lane per day.
8.12 It is not possible to design a sand seal in the same
sense that a surface dressing can be designed. The particles of
sand become submerged in the binder film, and the net result
is a thin layer of sand-binder mixture adhering to the road
surface.
8.13 The sand should be a clean coarse sand, with a
maximum size of 6mm, containing no more than 15 per cent
of material finer than 0.3 mm and a maximum of 2 per cent of
material finer than 0.1 5mm. The sand should be applied at a
rate of 6 to 7 x 10- m
3
/m
2
(CSRA, 1986). The binder, which
may be a cutback or an emulsion, should be spread at a rate of
approximately 1.0 to 1.2 kg/m
2
depending on the type of
surface being sealed.
Synthetic aggregate and resin treatments
8.14 These treatments are costly and are used only on
relatively small areas, usually in urban situations. where high
skidding resistance is required. The aggregate is normally a
small. single-sized, calcined bauxite which has a high
resistance to polishing under traffic. The aggregate is held by
a film of epoxy-resin binder (Denning, 1978). The process
requires special mixing and laying equipment and is normally
undertaken by specialist contractors.
Applications of light bitumen sprays
8.15 There are two main uses for light sprays of bitumen:
A light film of binder which can be applied as the final
spray on a new surface dressing. The advantage of this
procedure is that the risk of whip-off of chippings under
fast traffic is reduced. This is particularly useful where
management of traffic speed is difficult.
25
A light spray of binder can be used to extend the life
of a bituminous surfacing. This is particularly useful
where a surfacing is showing signs of bitumen ageing
by fretting or cracking.
8.16 These applications may be referred to by different
authorities as Fog Sprays or Enrichment sprays.
Fog sprays
8.17 A light spray of bitumen emulsion is ideal for
improving early retention of chippings in a new dressing
(CSRA, 1972). The road surface is usually dampened
before spraying or, if a low bitumen content emulsion (45
per cent) is available,. this dampening can be omitted.
Complete breaking of the emulsion must occur before
traffic is allowed onto the dressing and it may be necessary
to dust the surface with sand or crusher fines to prevent
pick-up by traffic. If emulsion is diluted with water, to
obtain a 45 per cent bitumen content to ensure the bitumen
will flow around the chippings, then the suitability of the
water must be established by mixing small triai batches.
8.18 The spray rate for the diluted emulsion will depend
upon the surface texture of the new dressing but the best
results will be achieved if the residual bitumen in the fog
spray is treated as part of the design spray rate for the
surface dressing. The spray rate is likely to be between 0.4
and 0.8 litre/m
2
. It is important to avoid over application of
bitumen which could result in poor skid resistance.
Enrichment sprays
8.19 Surfaces which are showing obvious signs of
disintegration through bitumen ageing can be enriched by
applying stable grade anionic bitumen emulsion which has
been diluted at a rate of 1: 1 with water (CSRA, 1972). The
rate of application will depend upon the texture of the
surfacing and this must be determined by trial sprays,
however, it is likely to be between 0.2 and 0.5 litres/m
2
of
residual bitumen. Great care must be taken to avoid leaving
a slippery surface and a light application of sand sized fines
may be require in some cases.
9 References
Asphalt Institute (1983). Specifications for paving and
industrial asphalts. Specification Series No.2 (SS-2).
College Park, Maryland (The Asphalt Institute).
American Society for Testing and Materials
(1998). D2097, Standard specification for cutback
asphalt (Medium Curing Type). Annual Book of
ASTM Standards, Vol.4.03. Philadelphia.
26
American Society for Testing and Materials (1996).
D3910, Annual book of ASTM standards, Vol.4.03.
Philadelphia.
British Standards Institution (1972). Cold emulsion
spraying machines for roads. Part 2, Metric Units. British
Standard, BS 3136:Part 2:1972. (British Standards Institution,
London).
British Standards Institution (1984). Specification for
bitumen road emulsions (anionic and cationic). British
Standard 434:1984 (Parts 1 and 2). (British Standards
Institution, London).
British Standards Institution (1985). Testing aggregates;
sieve tests. British Standard, BS 812: Part 103.1:1985. (British
Standards Institution, London).
British Standards Institution (1986). Specification for test
sieves. British Standard 410:1976. (British Standards
Institution, London).
British Standards Institution (1987). Specification for
single sized aggregates for surface dressing. British Standard,
BS 63: Part 2:1987. (British Standards Institution, London).
British Standards Institution (1989). Specification for hot
binder distributors for road surface dressing. British Standard
1707:1989. (British Standards Institution, London).
British Standards Institution (1989a). Testing aggregates:
method for sampling. British Standard, BS 812: Part
102:1989. (British Standards Institution, London).
British Standards Institution (1989b). Testing aggregates:
method for determination of the polished-stone value. British
Standard, BS 812: Part 114:1989. (British Standards
Institution, London).
British Standards Institution (1990a). Testing aggregates:
method for determination of aggregate crushing value (ACV).
British Standard, BS 812: Part 110:1990. (British Standards
Institution, London).
British Standards Institution (1990b). Testing aggregates:
method for determination of aggregate abrasion value (AAV).
British Standard, BS 812: Part 113:1990. (British Standards
Institution, London).
Committee for State Road Authorities (1972).
TRH 7. The use of bitumen emulsions in the constriction and
maintenance of roads. Technical Recommendations for
Highways. Department of Transport, Pretoria.
Committee for State Road Authorities (1986).
TRH 3. Surfacing seals for rural and urban roads and
compendium of design methods for surfacing seals used in the
Republic of South Africa. Technical Recommendations for
Highways. Department of Transport, Pretoria.
Denning J H (1978). Epoxy- resin/calcined bauxite surface
dressing on A1, Sandy, Bedfordshire: skid resistance
measurements 1968 to 1977. Laboratory Report LR867.
TRL Limited, Crowthorne.
Dickinson E J (1984). Bituminous roads in
Australia. Australian Road Research Board, Vermont
South, Victoria.
Hanson F M (1934). Bituminous surface treatment
of rural highways. Proc. New Zealand Soc. Civ.
Engrs., Vol 21.1934/35 (New Zealand Society of
Civil Engineers).
Hitch L S (1981). Surface dressing in developing
countries: research in Kenya. Laboratory Report
LR 1019. TRL Limited, Crowthorne.
Hitch L S and Stewart M (1987). The preparation
of cutback bitumens to ASTM specifications by
blending readily available constituents. Research
Report RR 104. TRL Limited, Crowthorne.
Jackson G P (1963). Surface dressing. Shell
International Petroleum Co., London.
National Association of Australian State Road
Authorities (1986). Principles and practice of
bituminous surfacing Vol 1: Sprayed work. (National
Association of Australian State Road Authorities,
Sydney).
Norwegian Public Roads Administration (1999). A
guide to the use of Otta Seals. Publication No.93.
Directorate of Public Roads, Road Technology
Department, International Division. Oslo.
Overby C (1998). Otta seal - a durable and cost
effective global solution for low volume sealed roads.
9
th
REAAA Conference, 'An International Focus on
Roads: Strategies for the Future'. Wellington.
Salt G F and Szatkowski W S (1973). A guide to
levels of skidding resistance for roads. Laboratory Report
LR510. TRL Limited, Crowthorne.
Transport Research Laboratory (1992). Design
guide for road surface dressings. Road Note 39 3rd
edition. (TRL Limited, Crowthorne).
Transport Research Laboratory (1996). Design
guide for road surface dressings. Road Note 39 4th
edition. (TRL Limited, Crowthorne).
27
Appendix A: Requirements for grading and particle shape (Reproduced from
BS 63: Part 2: 1987)
Specified sizes for given nominal sizes are given in Table Al and the grading limits for each nominal size of aggregate are given
in Table A2. Specified values which can be applied to roads carrying up to 250 vehicles per day are given in Table A3.
Table Al Specified sizes for given nominal sizes (mm)
Specified size
Nominal Passing Retained on
size BS test sieve
1
BS test sieve
20 20 14
14 14 10
10 10 6.3
6 6.3 3.35
1
In accordance with BS410 (1986), specification for test
sieves
Table A2 Grading limits, specified size and maximum
flakiness index for surface dressing aggregates
Nominal size of aggregates (mm)
Grading limits
BS test sieve
1
20 14 10 6.3
28 100 - - -
20 85-100 100 - -
14 0-35 85-100 100 -
10 0-7 0-35 85-100 100
6.3 - 0-7 0-35 85-100
5.0 - - 0-10 -
3.35 - - - 0-35
2.36 0-2 0-2 0-2 0-10
0.600 - - - 0-2
0.075 0-1 0-1 0-1 0-1
Minimum percentage by mass
retained on BS test sieve
Specified size
Specified size 65 65 65 65
Maximum flakiness index
Maximum
flakiness
index 25 25 25 -
1
In accordance with BS 410 (1986), Specification for test
sieves
28
Table A3 Grading limits, specified size and maximum
flakiness index for surface dressing
aggregates for lightly trafficked roads
Nominal size of aggregates (mm)
Grading limits
BS test sieve' 20 14 10 6.3
28 100 - - -
20 85-100 100 - -
14 0-40 85-100 100 -
10 0-7 0-40 85-100 100
6.3 - 0-7 0-35 85-100
5.0 - - 0-10 -
3.35 - - - 0-35
2.36 0-3 0-3 0-3 0-10
0.600 0-2 0-2 0-2 0-2
0.075 - - - -
Minimum percentage by mass
retained on BS test sieve
Specified size
Specified size 60 60 65 65
Maximum flakiness index
Maximum
flakiness
index 35 35 35 -
1
In accordance with BS 410 (1986), specification for test
sieves
Appendix B: Recommended polished stone values of chippings for roads in
Britain
Table B1 Minimum PSV of chippings for roads in Britain
Reference: Design Manual for Roads and Bridges. HD 28/94 (DMRB 7.3.1) Stationery Office, London.
29
Appendix C: The immersion tray test for determining the concentration of
adhesion agent required
The following test procedure has been has been included in
Road Note 14 (1964) and editions of Road Note 39, Design
Guide for Road Surface Dressing (in the UK) since at least
1964 and it has in the past been published unchanged in
ORN3. The method is reproduced below and then suggestions
are made which may help to make it more appropriate for
tropical conditions.
In this test a tin lid approximately 135mm diameter is covered
with 15 to 20g of binder giving a film some l.5mm thick.
When this has cooled to the test temperature* it is immersed
in water also at test temperature to a depth of about 25mm.
Nominal l4mm chippings are then applied by hand and lightly
pressed in. At least six pieces of the aggregate are used. The
chippings are left for 10 minutes and are then carefully
removed from the binder film: the percentage of binder
retained on the chippings is assessed visually.
When testing an adhesion agent, a known quantity of agent is
added to the binder and thoroughly stirred to ensure good
dispersion. The procedure is then as outlined above. The test
is repeated with varying concentrations of agent in the binder
until the minimum concentration required to give satisfactory
results has been found. The concentration normally falls in the
range 0.5 to 2.5 per cent by mass of agent.
The agent may be considered satisfactory for use on the road
if, in the test, when the chippings are lifted from the binder
film the faces which have been in contact with the film are all
90-100 per cent coated with binder.
* The temperature of water and tray of binder in the
above test should be the expected temperature of the road
surface during the treatment. Where it is desired to
compare the behaviour of different agents with a given
stone and binder it is suggested that 20
0
C should be used
as the test temperature.
Suggested new procedure
For tropical conditions the test bitumen should be of the grade
to be used on site and it should be tested at appropriate site
temperatures. Testing different adhesion agents at 200C is not
practical if, for instance, hot conditions warrant the use of an
80/100 penetration grade bitumen. It is considered appropriate
to test the adhesion agents at a temperature which relates to
the design road temperature on which binder selection was
based.
30
A tin lid approximately 135mm diameter, or other suitable
tray, is covered with binder to give a film some l.5mm thick.
Place at least 10 chippings which are damp, but not with shiny
wet surfaces, in the film of binder at the 'design road
temperature' and leave for 10 minutes. Then withdraw some
of the chips to confirm coating. Add water to about half the
depth of the remaining chippings at the chosen test
temperature and leave for 10 minutes before withdrawing
them and noting the degree of coating. If the coating is less
than 90 per cent on any chipping then an adhesion agents
should be tried. In this case different percentages of the
adhesion agent are added to samples of the binder until 90-
100 per cent coverage is obtained, after soaking, on all
chippings.
If limestone chippings are available they will provide a good
comparison of adhesion properties with the chippings to be
used on site because limestone has good affinity with bitumen
Appendix D: The probe penetration for test for measuring road surface
hardness
General description
This test utilises a modified soil assessment cone
penetrometer, originally designed by the UK Military
Engineering Experimental Establishment for the assessment
of in-situ Soil strength. The standard cone normally used with
this penetrometer is replaced by a 4mm diameter probe rod
with a hemispherical tip made of hardened steel. The probe is
forced into the road surface under a load of 35 kgf (343N)
applied for 10 seconds and the depth of penetration is
measured by a spring loaded collar that slides up the probe
rod. The distance the collar has moved is measured with a
modified dial gauge. The temperature of the road surface is
recorded and a graphical method is used to correct the probe
measurements to an equivalent value at a standard
temperature of 30
0
C.
Method of operation
All measurements are made in the nearside wheel track of
each traffic lane where maximum embedment of chippings
can be expected. A minimum of ten measurements are
required at each location. These should be evenly spaced
along the road at intervals of 0.5m. any recently repaired or
patched areas being ignored. For convenience the
measurement points can be marked with a chalk
cross. The probe tip should not be centred on any large stones
present in the road surface.
Before each measurement the collar is slid down the probe
rod until it is flush with the end of the probe. The probe is
then centred on the measurement mark and a pressure of 35
kgf is applied for 10 seconds care being taken to keep the
probe vertical. The probe is then lifted clear and the distance
the collar has slid up the probe is recorded in millimetres.
It sometimes occurs that the point selected for test is below
the general level of the surrounding road surface. It is then
necessary to deduct the measurement of the initial projection
of the probe tip from the final figure.
The road surface temperature should be measured at the same
time that the probe is used and the tests should not be made
when the surface temperature exceeds 35
0
C. This will limit
probe testing to the early morning in many tropical countries.
The probe readings are corrected to a standard temperature of
30
0
C using Figure D 1, and the mean of ten probe
measurements is calculated and reported as the mean
penetration at 30
0
C. Categories of road surface hardness and
the corresponding ranges of surface penetration values are
shown in Table 4 (paragraph 5.5).
Figure D1 Graphical method for correcting measurements of road surface hardness to the standard test temperature of 30
o
C
31
Appendix E: Example of a surface dressing design
Site description Aggregate (nominal 19 mm)
A two-lane trunk road at an altitude of approximately Median size (ie 50 per cent passing) l6mm
15OOm. Flakiness Index 16
Average Least Dimension 12
Vehicle count averaged 3370 per day/lane (i.e. (from nomograph, Figure 6)
'Heavy' rating).
Bitumen to be used is 400 penetration grade (made The determination of spread rates of 80/100 and 400
by cutting back 80/100 pen bitumen with 6.7 per pen bitumen for an F factor of -5 and an ALD of 12
cent by mass (or approximately 7.5 per cent by on a site where maximum durability is required are
volume) of a 3:1 mixture of kerosene and diesel. summarised in Table El.
Design Factor
Traffic (Heavy) -3
Existing surface (average bituminous) -1
Chippings (cubical) 0
Climate (hot/dry) -1
Overall weighing factor (F) -5
Table El Determination of spread rates for 400 penetration grade bitumen
Spread rates for penetration
Basic spread rate For increased grade binders (kg/m2)
R for MC3000 durability
(from Fig. 7 or equation 1) R
D
= (R*1.08) 80/100 pen 400 pen
Type Terrain (kg/m2) (kg/m2) (R
D
*0.9) (R
D
0.9 1.067)
Flat 0.89 0.96 0.87 0.92
Uphill grade>3% 0.89*0.9=0.80 0.87 0.78 0.84
Downhill grade>3% 0.89*1.1=0.98 1.06 0.95 1.02
32
Appendix F: Tests for uniformity of transverse distribution of binder (depot
tray tests) (reproduced from British Standard 1707:1989)
General
This standard includes requirements and tolerances for
uniformity of distribution of binder across the surface being
sprayed. A standard method for determining the transverse
uniformity of distribution has been developed, the
requirements of which are:
The conditions prevailing during the test are comparable
with those occurring during normal operations as
regards:
a Temperature of binder.
b Viscosity of binder.
c Height of distributor gear above the test surface.
d Pressure in the distribution system.
e Speed of operation of mechanical distributing gear,
when applicable.
The test surface is divided into strips of equal width,
usually 50 mm, the length of the strips being parallel to
the direction of travel of the distributor.
The test is so arranged that the distributor can operate for
a sufficient period to obtain the normal working
conditions, and when this has been achieved the test
surface is exposed to the discharge for a suitable period.
The amount of binder delivered on each 50 mm
strip is then measured and the results expressed as a
percentage deviation from the mean for all the 50mm
units over the effective width. (The effective width is
defined as the sprayed width less the 150 mm margin at
each side.)
The rests of the test are recorded in the form indicated in
Figure Fl.
Depot tray test apparatus and procedure
The apparatus consists of a wheeled trolley carrying a set of
removable containers. Each container is 50 mm wide x 1000
mm long x 150 nun deep, made of 0.9 mm mild steel sheet,
and of approximately 7 litres capacity. The containers extend
to a width of 150mm greater than the full spray width of the
distributor there being six containers per 300 mm of spray
width. The rim of each container is lipped on one side in order
that the containers will overlap and prevent binder escaping.
Before each test the containers are examined for damage and
replacements made if such damage is likely to affect the test.
The trolley runs on steel rails fastened to the top of a 1500
litres catch tank, the rails being horizontal and parallel to the
sides of the tank and sufficiently long to allow the trolley to
lie clear of the spray before the test. The top rim of each
container, when fitted on the trolley is parallel to the rails and
the same distance below the nozzles or distributing gear as the
road surface under normal working conditions.
The distributor is backed into position with the spray bar over
the catch tank, precautions being taken to see that the spray-
bar is horizontal and at right angles to the rails. The trolley
and containers rest on the rails clear of the spray hood. A
short preliminary spray is made to ensure that all nozzles are
functioning and that the machine is otherwise in normal
working condition.
The trolley and containers are then pushed underneath the
spray hood; spraying is commenced, and maintained for a
period of time sufficient almost to fill the containers. The
trolley is then withdrawn to the previous position.
The depth of binder in each container is measured by dipping
with a steel rule graduated in millimetres. Each container is
dipped in the same position, a convenient place being some
300 mm from one end. Dipping takes place when the froth has
settled.
33
Figure F1 Typical results for uniformity of transverse distribution of binder. Reproduced from British Standard 1707:1970
34
Appendix G: Bitumen distributor: rate of spread/speed calibration
The output of the spray bar will have been
determined for the given bitumen, operating
temperature and distributor settings. In the case of
constant pressure distributors, the operating pressure
must be fixed. Constant volume distributors require
separate calibrations for different combinations of
bitumen delivery pump speed and number of jets in
operation. By varying one of these variable at a time
calibration charts can be developed.
Having completed the static calibration tests, so that
the rate of delivery of bitumen is known, and
determined the design spray rate the required road
speed of the distributor can be calculated from
equation G1.
Speed of distributor = S/(R*W) (G1)
Where S is the rate of delivery (mass) from the
spray bar in kg/s
R is the design spray rate (mass) in kg/m
2
W is the sprayed width in metres
The required speed will then be in m/s. The
calibration should then be checked dynamically as
construction work progresses as described in
Method B' in paragraph 6.29.
Appendix H: Miscellaneous equipment required for a surface dressing unit
1 Fuel and lubricant for servicing plant. (a
purpose-built vehicle is often used and this is very
effective).
2 Temporary traffic warning signs.
3 Stop/go signs and warning flags.
4 Hand brooms, shovels, wheelbarrows (for
chipping small areas) watering cans, hammers and
chisels (for opening drums etc.).
5 Masking tape for protecting road furniture and covering
road markings.
6 Sample cans and bags.
7 Cut-off sheets of building paper or flattened drums for
clean starting and finishing of spraying.
8 Rotatherm' type thermometers.
9 Cleaning materials for plant and personnel.
10 A walking type distance measuring device.
11 First aid kit, including burn treatment supplies and
supply of water
12 Fire extinguishers.
35
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ISSN 0951-8797
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