8.

SURFACE DRESSING

8.1 Introduction

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.

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.

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.

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 surfacing, 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.

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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.

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.

8.2 Types of surface dressing

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

When applied as a maintenance operation to an existing bituminous road surface a single

surface dressing can fulfill the functions required of 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 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.

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Double surface dressing

Double surface dressings are robust and should be used when:

ƒ A new road base is surface dressed.
ƒ Extra 'cover' is required on an existing bituminous road surface because of its
condition (e.g. when the surface is slightly cracked or patched).
ƒ There is a requirement to maximise durability and minimise the frequency of
maintenance and resealing operations.
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.

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Figure 1: Type of surface dressings

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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.

Triple surface dressings

A triple 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 third seal will reduce noise generated by traffic and the additional
binder will ensure a longer maintenance-free service life.

Racked-in surface dressing

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:
ƒ Less risk of dislodged large chippings.
ƒ Early stability through good mechanical interlock.
ƒ Good surface texture.
Other types of surface dressing

'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.

'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

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stabilized 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.

8.3 Chippings for surface dressings

The selection of chipping sizes is based on the volume of commercial vehicles having
unladen weights of more than 1.5 tones 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).

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).

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.

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

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value (AAV). Appendix gives recommended values of PSV and AAV for various road
and traffic conditions in Britain and provides an indication of the required aggregate
properties.

The nominal sizes of chippings normally used for 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.

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 the next pages where guidance is given on the
selection of the appropriate nominal size of chipping and the effect of flakiness on
surface dressing design.

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.

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.

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, which shows that the chippings

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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.

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 pretreating chippings:
ƒ 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.
ƒ Pre-coating the chippings with a thin coating of hard bitumen such that the
chippings do not stick together andcan flow freely.
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 1400C for bitumen binders and 1200C for tar binders.
Table 1 indicates the amount of binder recommended for lightly coating chippings.

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Pre-coated chippings should not be used with emulsions because the breaking of the
emulsion will be adversely affected.

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
before the use of an adhesion agent or pre-treated chippings is considered.

8.4 Bitumen’s
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
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.
ƒ It assists in promoting and maintaining adhesion between the roadbase and a
surface dressing by pre-coating the roadbase and penetrating surface voids.
ƒ It helps to seal the surface pores in the roadbase thus reducing the absorption
of the first spray of binder of the surface dressing.

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 ƒ It helps to strengthen the roadbase near its surface by binding the finer
particles of aggregate together.
ƒ 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.
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/m2 . Low viscosity cutbacks are necessary for dense cement or lime stabilized
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.
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

Bitumens for surface dressings

The correct choice of bitumen for surface dressing work is critical. The bitumen must
fulfil a number of important requirements. They must:
ƒ be capable of being sprayed;
ƒ 'wet' the surface of the road in a continuous film;

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 ƒ not run off a cambered road or form pools of binder in local depressions;
ƒ 'wet' and adhere to the chippings at road temperature;
ƒ be strong enough to resist traffic forces and hold the chippings at the highest
prevailing ambient temperatures;
ƒ remain flexible at the lowest ambient temperature, neither cracking nor
becoming brittle enough to allow traffic to 'pick-off' the chippings; and
ƒ resist premature weathering and hardening.
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.

Figure 2 shows the permissible range of binder viscosity for successful surface dressing
at various roads about 250C and 500C, 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 l04 and 7 x l05 centistokes. At the lower road temperatures
cutback grades of bitumen are most appropriate. Whilst at higher road temperatures
penetration grade bitumens can be used.

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.

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:
ƒ Penetration grade.
ƒ Cutback.
ƒ Emulsion.
ƒ Modified bitumens.

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Penetration grade bitumens
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
150C for long periods of the year.
Bitumen emulsion
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 850C 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.

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.

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 Figure 2: Surface temperature/choice of binder for surface dressings

If split application of the binder is used care must be taken with the following:
ƒ The rate of application of chippings must be correct so that there is a
minimum of excess chippings.

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 ƒ The second application of binder must be applied before traffic is allowed
onto the dressing.
ƒ For a single seal it will be necessary to apply grit or sand after the second
application of binder.
Cutback bitumens
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.

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 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 were 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.

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149
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

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 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.

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.

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 2000C.

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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.

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.

Adhesion agents
Proprietary additives, known as adhesion agents. are available for adding to binders to
help to minimize 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.

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

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bitumen-aggregate adhesion and it should also improve the resistance of the bitumen to
oxidative hardening (Dickinson,1984).

Cationic emulsions inherently contain an adhesion agent and lime should not be used
with this type of binder.

8.5 Design
The key stages in the surface dressing design procedure are illustrated in Figure 5.

Existing site conditions

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.

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.

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 Figure 5: Outline procedures for design of surface dressings

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.

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Road surface hardness may be assessed by a simple penetration probe test (TRL. 1996).
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.

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.

Table 3 Recommended nominal size of chippings (mm)

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 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.

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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.

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 stabilized 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 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

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.

The factors to be taken into account in selecting an appropriate binder are:

ƒ 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 04 and 7x 105 centistokes at the road surface temperature (see
paragraphs 4.5 to 4.9).
ƒ 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.
ƒ 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.

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 ƒ 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.
ƒ 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.
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
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.

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 400C then for heavy
traffic the chart in Figure 2 would suggest that MC 3000 would be only just viscous

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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.

Penetration grade bitumens as hard as 80/100 are often 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.

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.

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.

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Designing the surface dressing

Basis for the design method

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 approach to the
determination of the rate of spread of the binder for application in tropical countries.

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.

The Jackson method of design incorporates concepts first put forward by Hanson (1934)
which relatethe 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
bestresults, 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.

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Determining the average least dimension of chippings

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 percent
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 monograph shown in Figure 6.

Figure 6 : Determination of average least dimension

159
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

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 chipping 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

160
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

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'.

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

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/m2)

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

161
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/m2, however, calibration of a
distributor is easier to do by measuring spray rates in terms of mass.

Spray rate adjustment factors

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.
ƒ 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.
ƒ 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.

162
Figure 7 : Surface dressing design charts

163
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 traveling at
80km/h or more.

The basic rate of spread of binder must also be modified to allow for the type of binder
used. The following modifications are appropriate:
ƒ Penetration grade binders: decrease the rate of spread by 10 per cent.
ƒ 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).
ƒ Emulsion binders: multiply the rate of spread given in the chart by 90/bitumen
content of the emulsion (percent). This calculation includes a reduction of ten
percent for the residual penetration grade binder.
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.

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.

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 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.

164
Table 6: Typical bitumen spray rate adjustment factors

Adjusting rates of spray for maximum durability

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

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 minimize the
need for subsequent maintenance.

A double surface dressing should be used on new road bases and the maximum durability
of the seal can be obtained by using the heaviest application of bitumen which does not
result in bleeding.

165
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.

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 bitumen determined in
the normal way will be too low to obtain good durability.
Table 7: Nominal size of chippings for different hardness of road surface

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 those results from less reorientation
of the chippings under light traffic.

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.

It is suggested that on low volume roads the bitumen spray rates should be increased
above the basic rate of spread of bitumen by up to the percentages given in Table 8. It is

166
important that these increased spray rates are adjusted on the basis of trial sections and
local experience.

Spread rate of chippings

An estimate of the rate of application of the chippings assuming that the chippings have a
loose density of 1.35Mg/m3, can be obtained from the following equation: Chipping
application rate (kg/m2) = 1 .364*ALD or alternatively : The chippings should comply in
all respects with the requirements of BS 63:
Specification for single sized road stone and chippings (BSI, 1971), Samples of the
chippings to be used should be tested before the start of the work and subsequently as
new deliveries is received. The sampling and testing should be in accordance with the
methods described in BS 812 (BSI, 1975). The size of chippings should be chosen to suit
the amount of traffic and hardness of the existing road surface, as given in Tables above.
The quantity of chippings needed must be sufficient to cover the entire surface of the
binder film after rolling. The most reliable way of ensuring a complete cover is to lay a
slight excess of chippings. The rate at which chippings should be spread depends on their
size, shape and specific gravity, but rates can be estimated using Fig.7 The least
dimension of at least 200 chippings should be measured, and the 'Average Least
Dimension' (ALD) determined. The Average Least Dimension is then entered in Fig. 7 to
intersect line AB and the approximate rate of application of chippings can be read off.
This rate should only be used as a guide for supply purposes; the actual rate of spread
should be adjusted as required on site when the spreading characteristics of the chippings
can be observed.
Table 8: Suggested maximum increases in bitumen spray rate for low volume roads

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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.

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.

8.6. Plant and equipment Methods of distributing binder

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;
ƒ Be capable of spreading the binder uniformly and at the predetermined rate of
spread; and
ƒ Be able to spray a large enough area in a working day to match the required
surface dressing programme.
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

168
rather more controllable method of hand application is to use hand lances. if skillfully
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'.

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)

There are two basic types of bulk binder distributors, the pressurised tank, and constant
rate of spread, constant volume, and constant pressure machines.

Constant volume distributors

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 recirculating 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.

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;
ƒ 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

169
 limited but useful degree of automatic control of bitumen pump speed to
compensate for variation in road speed.
ƒ The relative mechanical complexity of the machines means that they are not
suitable for operation by partly skilled operators.
Most distributors manufactured in the USA are constant volume machines.
Constant pressure distributors
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 numbers of jets are reduced. As with constant volume machines, the rate of spread of
binder varies inversely with the road speed of the distributor.

Most distributors made in the UK are of the constant pressure type.

Principal components of binder distributors
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
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

170
when spraying with whirling jets and suitable spraying temperatures for both types of jets
are given in Table 9.

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

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.

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.

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).
Attention should also be paid to maintaining the correct height of the spray bar above the

171
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.

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.

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 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.

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.

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Binder pumps and air pumps
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.

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 notcleaned 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.

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
Most binder distributors have tanks with a capacity of between 500 and 16000 liters. 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.

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 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.

173
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.

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.

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

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.

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.

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

174
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.

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

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.

175
There are three main types of chip spreader;
1. Metering or non-metering 'tail-board' types.
2. Pushed metering chip spreaders.
3. Self-propelled metering or non metering chip spreaders.
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.

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.

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.

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

176
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.

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.

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

The rolling of a surface dressing plays an important part in ensuring the retention of the
chippings by assisting in the initial orientation and 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.

In favourable conditions, adhesion should be well established within 30 minutes of

rolling after which considerable benefit can be obtained by allowing slowmoving traffic,

177
particularly heavy lorries, to traverse the dressing provided that traffic speed is kept
below 20 to 30km/hr. This is very important and the use of a lead vehicle to 'convoy'
traffic at slow speed is recommended.

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.

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.

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 equipment a surface dressing unit requires a
variety of small equipment such as road signs, hand tools etc.

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

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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 trained filler is
therefore an advantage. Together with the provision on site of a basic set of spares and
the necessary tools.

8.7 The surface dressing process Planning

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 organizations likely to be affected by the surface
dressing operation.

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 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
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.

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 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
After-cares are an essential part of the surfacing process and consist 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 area 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 morning when the surface dressing binder is still
relatively stiff. It is Important to stress that over-chipping can reduce the quality of a

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dressing, make after-care a more time consuming process and also unnecessarily increase
costs.

8.8 Other surface treatments

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

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 ressing, 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.

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 ressing 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.

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.

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 Table 10: Aggregate particle size distribution for slurry Seals

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'

Figure 8 Slurry seal machine (diagrammatic)

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Otta seal

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).

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

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.

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Typically, spray rates (hot) for single seals are between 1.6 and 2 1/m2 but reference
must be made to the Design Guide (NPRA, 1999) so that necessary detailed adjustments
can be made.

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.

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.

After care can take as long as twelve days and involve sweeping dislodged aggregate
back into the wheel paths for further compaction by traffic.

Sand seals
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.

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.

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

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material finer than 0.1 5mm. The sand should be applied at a rate of 6 to 7 x 10-³ m3 /m2
(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/m2 depending on the type of surface being sealed.

Synthetic aggregate and resin treatments

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

There are two main uses for light sprays of bitumen:

ƒ 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.
ƒ 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.
These applications may be referred to by different authorities as Fog Sprays or
Enrichment sprays.

Fog sprays
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

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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 trial batches.

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/m2. It is important to avoid over application of bitumen
which could result in poor skid resistance.

Enrichment sprays
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/m2 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.

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