NORTH CAROLINA DEPARTMENT OF TRANSPORTATION

Chip Seal Best

Practices Manual
June 2015

Prepared By: SEPI Engineering & Construction, Inc.

 NCDOT CHIP SEAL BEST PRACTICES MANUAL

T ABLE OF C ONTENTS

Chapter
1. The “Art of Road Oil” ................................................................................................. 1
2. The Existing Roadway ............................................................................................... 3
3. Tools of the Trade ..................................................................................................... 6
Emulsion Distributor ..................................................................................................... 6
Stone Spreader ............................................................................................................ 7
Dump Truck ................................................................................................................ 8
Pneumatic Roller .......................................................................................................... 9
Static Steel Wheel Roller ............................................................................................... 9
Combination Roller ...................................................................................................... 10
Mechanical Broom ....................................................................................................... 11
Vacuum Truck............................................................................................................. 11
Calibrating Equipment.................................................................................................. 12
4. Emulsion and Aggregate ......................................................................................... 15
5. The Right Blend ....................................................................................................... 17
Section 660 - Asphalt Surface Treatment........................................................................ 17
660-1 Description ........................................................................................... 17
660-2 Materials .............................................................................................. 17
660-3 Weather and Seasonal Limitations ........................................................... 18
660-4 Surface Preparation ............................................................................... 18
660-5 Acceptance of Asphalt Materials ............................................................... 18
660-6 Application Equipment ............................................................................ 18
660-7 Application of Emulsion .......................................................................... 18
660-8 Application of Aggregates ....................................................................... 19
660-9 Construction Methods............................................................................. 20
660-10 Temporary Traffic Control ..................................................................... 23
660-11 Warranty ............................................................................................ 23
660-12 Maintenance and Protection................................................................... 24
660-13 Measurement and Payment ................................................................... 25
6. “Weather” to Pave or Not ........................................................................................ 26
Moisture .......................................................................................................... 26
Temperature .................................................................................................... 27
7. Traffic Control and Safety........................................................................................ 28
8. The Processes and Sequences ................................................................................. 31
Single Seal ................................................................................................................. 31
Double Seal ................................................................................................................ 32
Triple Seal .................................................................................................................. 33
Modified Double Seal ................................................................................................... 33
9. Proper Rolling Practices .......................................................................................... 38
10. The Varying Rates ................................................................................................. 41
11. Construction Issues .............................................................................................. 43
Insufficient Emulsion ................................................................................................. 43
Excessive Emulsion ................................................................................................... 44
Insufficient Aggregate ................................................................................................ 45
Excessive Aggregate .................................................................................................. 46
Wash Boarding.......................................................................................................... 47
 NCDOT CHIP SEAL BEST PRACTICES MANUAL

12. Common Practices ................................................................................................. 48

Operator Orientation ........................................................................................ 48
Removal of Excess Aggregate ............................................................................ 49
Blotting Sand .................................................................................................. 49
Intersections ................................................................................................... 49
Construction Vechicle Management..................................................................... 49
13. Inspection and QA/QC .......................................................................................... 51
Inspection ....................................................................................................... 51
Sampling ......................................................................................................... 54
14. Summary ............................................................................................................... 55

L IST OF FIGURES
Figure 1. Road Oil in North Carolina in 1942; courtesy of E.D. Etnyre & Company. .......................... 1
Figure 2. Profile..........................................................................................................
4
Figure 3. Rutting .........................................................................................................
5
Figure 4. Severe Alligator Cracking ................................................................................... 5
Figure 5. Asphalt Distributor operating at the proper spray bar height to apply double coverage ....... 7
Figure 6. Dump Truck Hitch ............................................................................................ 8
Figure 7 Stone spreader attached to dump truck.. ................................................................. 8
Figure 8. Pneumatic tire roller being followed by static steel wheel roller ............................................. 9
Figure 9. Combination roller… ....................................................................................... 10
Figure 10. Mechanical broom operation….......................................................................... 11
Figure 11. Vacuum Truck.. ............................................................................................ 11
Figure 12. Spray Bar…. ................................................................................................ 13
Figure 13. Calibrating the stone spreader.. ....................................................................... 14
Figure 14. Chip Seal Diagram ........................................................................................ 16
Figure 15. Asphalt Surface Treatment Signing… ................................................................. 30
Figure 16. Single Seal Paving Sequence ........................................................................... 34
Figure 17. Double Seal Paving Sequence .......................................................................... 35
Figure 18. Triple Seal Paving Sequence. ........................................................................... 36
Figure 19. Modified Double Seal Paving Sequence (Different Sized Aggregate) ........................... 37
Figure 20. Asphalt distributor followed by the stone spreader and roller. .................................. 39
Figure 21. Two pneumatic tire rollers followed by a static steel wheel roller or combination roller……39
Figure 22. The rolling sequence on the first side of the road……… ........................................... 40
Figure 23. Bleeding Road….. ......................................................................................... 41
Figure 24. Oxidized Road ............................................................................................. 42
Figure 25. Insufficient Emulsion .................................................................................... 44
Figure 26. Insufficient Aggregate ................................................................................... 45
Figure 27. Excessive Aggregate ..................................................................................... 46
Figure 28. Centerline Tie Strip – Longitudial Joints .............................................................. 48
Figure 29. AST Inspectors Daily Report.. .......................................................................... 52
Figure 30. NCDOT Chip Seal Best Practices Checklist ..……….. ................................................. 53
 NCDOT CHIP SEAL BEST PRACTICES MANUAL

1. T HE “A RT OF R OAD O IL ”

From the earliest days of the North Carolina Department of Transportation (NCDOT), Road Oil has
played an important role in the maintenance of North Carolina’s highways. What began as a
practice of placing oil on soil roads has evolved to be the primary pavement surface on the majority
of North Carolina’s Secondary Road System. Although the technologies, equipment, materials, and
people have changed through the years, the affectionately assigned name has stayed the same:
Road Oil. This manual represents over 70 years of progress since the early days of Road Oil. It is
offered as a reference for a proven method of applying the “Art of Road Oil” to the backbone of
North Carolina’s roadway system.

Figure 1. Road Oil in North Carolina in 1942; courtesy of E.D. Etnyre & Company.

For years, Asphalt Surface Treatments, commonly called “Tar and Gravel,” were limited to the
pavements placed by the Road Oil Units throughout the fourteen NCDOT Divisions. This practice
was limited by the equipment and the materials available, but did serve the NCDOT very well as a
low cost pavement surface. Today, Asphalt Surface Treatments have developed into numerous
treatment types with various names, all under the heading of Pavement Preservation. This manual
will concentrate on one particular Pavement Preservation treatment referred to as Chip Seals.

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Chip Seals; in basic terms, consist of a layer of emulsified asphalt and uniform graded aggregate
placed on the roadway and rolled. The type of emulsions and aggregates vary as does the number
of layers but each successive lift of asphalt and emulsion should be rolled to assure aggregate
retention. This Best Practices Manual was developed by the NCDOT to provide guidance for the
proper placement of a Chip Seal.

Chip Seals provide several excellent benefits for the roadway, especially where the structural
integrity of the base is decent prior to resurfacing. It must be understood that this treatment does
not provide a real structural coefficient for the pavement, but it is excellent in providing a water
resistant barrier for the underling pavement and base of the roadway. Given the lack of structural
strength provided by the seal, it is important for the pavement to be adequately prepared before
sealing. Chapter 2 in this manual is dedicated to pavement preparation prior to placing a Chip
Seal. Chip Seals can extend the life of pavements that are oxidized or aged, which causes the
pavement to become brittle. It will also seal off surface cracks that are just beginning to form and
restore the water proofing qualities needed in flexible pavements. Chip Seals also provide good
skid resistance on pavements that have become polished or slick due to aging or bleeding. Chip
Seals are often used to delineate main travel lanes where pavement is provided for errant vehicles,
but not intended for continuous use. Where concrete or plant mix asphalts are used on Primary
Routes, Chip Seals can be used on shoulders or gore areas to differentiate the riding surface from
the shoulder or recovery areas.

One of the most interesting aspects of Chip Seals is the variability of the process. Chip Seals consist
of one or more applications of emulsion and aggregate followed by rolling. Unlike plant mix
pavements, Chip Seal design is greatly influenced by the old pavement it is being placed on. For
example, a severely oxidized roadway will require a heavier asphalt rate on the initial pass whereas
a roadway experiencing bleeding will require a slightly reduced asphalt rate. The type of emulsion
and aggregate can vary and details of these variances will be discussed further in this manual. The
type of Chip Seal (single, double, or triple), and the size of the aggregate used in each pass will
determine the overall depth of the seal. Chip Seal pavement depths rarely exceed an inch and are
most often a quarter to a half-inch deep. The unique practice of varying emulsion and aggregate
rates and types has generated the term the “Art of Chip Seals.” This variability also makes
quantifying a standard rate of application difficult. The rates given in Chapter 10 reflect this “art.”
Also, Chapter 5 will provide the Standard Specifications for Asphalt Surface Treatments.

This manual serves as one piece in this mission by providing a reference to 70 years of
progressive experience in the “Art of Road Oil.” The standard practices and everyday
experiences of generations of Road Oil practitioners contained within this manual will help deliver
a Chip Seal program that will propel North Carolina into the future, preserving it as the “Good Road
State.”

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2. T HE E XISTING R OADWAY
The strength of Asphalt Surface Treatments (AST), Chip Seals in particular, is that they provide
water proofing of the underlying structure. They can be thought of as a wearing surface or a
protective skin for the existing roadway. However, the Chip Seal cannot replace the need for a
strong sub-base, so it is imperative that the existing surface be prepared correctly. Often, this
preparation work will be completed by State Forces prior to the overlay. However, in certain
circumstances, the Chip Seal Contractor may be required to perform this work. This chapter will
discuss the importance of correcting structurally deficient pavements, common causes, and
symptoms of structurally deficient pavements and will provide guidance for preparing the surface
of the existing road for placement of the overlay.

Chip Seals will take the shape of the existing pavement. Therefore, if there are ruts, bumps or
other surface issues in the existing pavement, they will reflect up through the new overlay. The
newly applied Chip Seal will follow the contours of the existing road, so an improvement in the
road profile will not be achieved by this treatment. A single, double, or even triple seal is placed
across the entire width of the road in a uniform pass and then rolled, not allowing any noticeable
changes in the profile of the existing road.

Prior to applying a Chip Seal, it is very important to repair structural defects that can cause
movement in the existing pavement. Movement is often seen in pavements with excessive alligator
cracking or rutting. These defects are normally present if water has been able to penetrate the
stone, sand or soil sub-base or if there is simply a lack of base material. When water is able to
penetrate the sub-base, the material in the wheel path can become compacted or the base material
can be washed to the top of the pavement. In either scenario, the strength of the base is
compromised. Where there is a lack of base material, an increase in vehicular usage or the sudden
presence of heavier trucks will cause the deflections in the pavement to become too great and the
road profile will change shape. These types of defects will cause the Chip Seal to fail prematurely
and, therefore, must be repaired before sealing.

Severe alligator cracking usually presents itself in one of two ways. The most common is in the
form of potholes. As the existing pavement deflects, it will break into roughly three or four-inch
square pieces, allowing water into the base. This process will continue to grow on itself unless it is
repaired. Alligator cracking can also appear in the wheel paths, where the weight of the vehicles
compact the sub-base. These cracks run longitudinally along the length of the road and are
associated with rutting. In either scenario, the underlying cause of alligator cracking is a lack of
structural strength in the base. Rutting in the existing pavement caused by the weight of axle
loading, will typically cause a depression in the pavement profile. If properly sealed, water will sit
on top of the pavement and create hydroplaning issues because it cannot run across the normal
crown of the pavement. Where the pavement is cracked, water will penetrate the base and cause
additional rutting or cracking. When rutting takes place in the inside or left hand wheel path,
slippery pavement will always follow because of trapped water in the rut. On the outside or right
wheel path of typically narrow roads, rutting will cause the road to round. “Rounding” often leads
to high shoulders where water is being trapped between the pavement and shoulder. The

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deformation of the base near the edge of the pavement will cause additional pavement
deterioration because of increased rutting and eventual cracking of the pavement edge. To repair
this type of distress, the areas involved must be removed and additional base must be placed in
the void areas. Care should be taken not to allow the new material to protrude higher than the
profile of the undisturbed existing pavement surface.

The success of the Chip Seal also depends on the ability of the emulsion to bond the existing road
to the aggregate placed on top. Typical Chip Seal contracts will have preparation work performed
by State Forces prior to letting of the contract, but it is not out of the realm of possibilities that
patching could be included in the contract. However, preparation of the existing road itself will
always be required. To ensure the success of an AST, any loose material must be removed from
the roadway surface. This includes rock, dirt, dust, grass, and other debris. Any loose material will
cause the seal to shell off and have the appearance of a pothole. Any raised pavement markers
will have to be removed prior to Chip Seal Treatment. Any type of raised hump or bump in the
pavement will create issues if it remains on the pavement prior to placement of the Chip Seal. If
mud or dirt is caked on the road, it must be washed off. A mechanical broom is required to remove
debris prior to Chip Seal Treatment and will also be used to remove excess aggregate once the
Chip Seal has cured. Cleanliness of the road, helps deliver an effective Chip Seal. The broom will
be discussed further in Chapter 3.

Although so far this chapter has focused on the distresses that must be repaired prior to
resurfacing, Chip Seals are also an excellent treatment for several other surface type distresses.
Oxidation or aging, bleeding, raveling, and minor surface cracking are problems that a properly
placed Chip Seal will correct. In these cases, the Chip Seal can extend the life of the pavement for
five to seven years without the need for any further maintenance. The asphalt emulsions will seal
the cracks and put life back into the riding surface of the existing road.

Figure 2. Profile.

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 NCDOT CHIP SEAL BEST PRACTICES MANUAL

Figure 3. Rutting.

Figure 4. Severe Alligator Cracking.

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 NCDOT CHIP SEAL BEST PRACTICES MANUAL

3. T OOLS OF THE T RADE

Emulsion Distributor

The distributor is used to apply a uniform layer of liquid asphalt or emulsion to the roadway at a
specific rate and within a specific temperature range. It has a truck-mounted insulated tank and
spray bar capable of circulating emulsion at a constant temperature. The heating system must be
able to maintain the emulsion temperature within the operation range. Distributors normally range
from 800 to 2,500 gallons. The distributor is equipped with a valve system that controls the
emulsion internal to the tank while allowing circulation through the spray bar that controls the flow
of the emulsion. It will have a foot meter to record linear distance of emulsion laydown and a
pressure gauge or tachometer that registers pump output. These values will be important to
calculate application rates during Chip Seal Treatment. The spray bar is normally 8 to 14 feet wide
and can be adjusted to the appropriate width of the roadway. It has adjustable nozzles, usually
set between 15 and 30 degrees to allow uniform application and overlap of the emulsion during
spraying. The spray bar also has a height adjustment to allow single, double, or triple coverage of
the emulsion spray as it is applied to the roadway.

For most North Carolina locations, the double coverage lends itself to the most accurate laydown.
The single coverage can allow streaking at times and the height off the road needed for the triple
coverage can sometimes be affected by wind. Both circumstances can cause a non-uniform
application of the emulsion. The spray bar has to be able to apply the emulsion under pressure
and in a uniform layer across the width of the roadway and sustain the application rate as the
distributor travels down the length of the roadway. The distributor will also need a hand wand for
applications where it is impractical to apply the total width of the spray bar without causing
excessive emulsion build up on the roadway.

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Figure 5. Asphalt Distributor operating at the proper spray bar height to apply double
coverage; courtesy of E.D. Etnyre & Company.

Stone Spreader

The stone spreader is used to apply a uniform layer of aggregate to the roadway at a specific rate.
The stone spreader is self-propelled. It is equipped with a hopper at the rear that accepts bulk
aggregate from a dump truck, a delivery, or belt system internal to the machine that carries the
aggregate to the front of the machine, and a series of gates on the front hopper that applies a
uniform layer of aggregate across the width of the roadway. The front hopper is normally 10 to 12
feet wide and the width of the laydown can be adjusted by turning on or off gates. The spreader
should be able to connect to the dump truck and pull it along the roadway, eliminating excessive
spillage between the two.

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Dump Truck

The dump truck is used to deliver aggregate to the stone spreader. Two adjustments are
sometimes required for the dump truck. One adjustment is a hitch that will allow connection to
the spreader for towing down the road. The other adjustment is the addition of fins around the
tailgate to stop aggregate from spilling out while the spreader is attached to the dump truck and
the dump bed is raised. Aggregate will stockpile in the rear hopper of the stone spreader and will
easily overflow without the fins attached.

Figure 6. Dump Truck Hitch.

Figure 7. Stone spreader attached to dump truck.

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Pneumatic Roller
A pneumatic tire roller should be the first roller to embed the aggregate into the emulsion. The
independent and flexible movement of the tires allows the roller to compress the aggregate into
the emulsion without bridging over the minor depressions inherent to the roadway surface. The
pneumatic roller will provide excellent aggregate realignment after placement by the spreader. A
self-propelled pneumatic tire roller will allow the aggregate to be compressed uniformly because
it follows the contours of the existing road. The rolling process will be described more fully in
Chapter 9, but for maximum effectiveness, the rollers must follow the stone spreader closely so
that the compaction effort will take place prior to the emulsion breaking.

Static Steel Wheel Roller

The final passes of the rolling process will be performed by a static steel wheel roller. The steel
wheel roller will further assist in compressing the aggregate into the emulsion to provide a better
bond between the aggregate and emulsion. The steel wheel roller cannot be too heavy for it will
crush the aggregate. The steel wheel roller must be operated without the vibrating function of the
roller switched on. The compaction effort is not needed to obtain a specific density; rather, the
effort here is to bind the aggregate to the emulsion. The ability of the finished treatment to bind
the individual aggregate pieces together and to the existing roadway by the emulsion is what gives
the Chip Seal its strength and extended service life.

Figure 8. Pneumatic tire roller (in background) being followed by static steel wheel roller (in
foreground).

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 NCDOT CHIP SEAL BEST PRACTICES MANUAL

Combination Roller
The NCDOT has introduced the combination roller over the last few years and this machine’s
performance has been positive. It is a combination of a pneumatic tire roller in the front and a
steel wheel roller in the back. The combination roller can provide the qualities of both rollers on
one machine. It does not reduce the number of passes required, but in the event of a breakdown
of one of the other rollers, it could keep production moving. Rollers and rolling patterns will be
discussed in Chapter 9.

Figure 9. Combination roller.

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 NCDOT CHIP SEAL BEST PRACTICES MANUAL

Mechanical Broom
The first and last piece of equipment that will be used on a project is the mechanical broom. It will
be used to begin the Chip Seal process by removing any debris from the roadway. After the Chip
Seal has cured, the mechanical broom is used to remove any loose aggregate. Care has to be
exercised when sweeping after the Chip Seal has cured. Excessive force or down pressure can
cause the aggregates to fly off.

Figure 10. Mechanical broom operation.

Vacuum Truck
The use of vacuum trucks to retrieve loose aggregate after Chip Seal Treatment is also
permitted. The vacuum truck alternative eliminates the sweeping action of the broom and
reduces the chance of dislodging the aggregate from the Chip Seal.

Figure 11. Vacuum Truck.

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 NCDOT CHIP SEAL BEST PRACTICES MANUAL

Calibrating Equipment

The ability to adjust both emulsion and aggregate application rates in the field is required to comply
with the contract specifications. Calibrating the equipment at the beginning of the season by
adjusting nozzle angles and the height of the spray bar will help ensure accurate application rates.
The speed and pressure settings for the asphalt distributor must be adjusted for the type of
emulsion being applied. In addition to using the appropriate settings on the asphalt distributor and
stone spreader, records of daily application quantities will be required to verify actual production
rates. Subsection 660-9 of the Standard Specifications states the following: For any type of AST
work, demonstrate that all equipment has been calibrated in the presence of the Engineer with a
minimum 100-foot test section. If the test section is not feasible, submit a calibration plan to the
Engineer with detailed information on equipment and a designated area for calibration. The
following technique will guide the operators in applying the proper rates.

The two factors that affect uniform applications are the nozzle angle and the height of the spray
bar. The nozzles should be between 15 and 30 degrees. Some distributors used in other asphalt
applications turn the end nozzles to a 60 to 75 degree angle for better coverage at the pavement
edges. For Chip Seal applications, this will leave the emulsion thin just inside the outside edges,
which will reduce aggregate retention in these areas and could cause bleeding on the edges and
at the centerline. This practice is not recommended for Chip Seal applications. The spray bar on
the distributor should be adjusted prior to running a test strip for the emulsion. It is recommended
that the emulsion be applied at a spray bar height that provides double coverage. This adjustment
can be made by turning off the even nozzles and adjusting the pressure so that the spray from
each individual nozzle will match up evenly with the adjacent spraying nozzle. When uniform
coverage is being obtained with the even nozzles turned off, turn the even nozzles back on for the
double coverage. The distributor is now ready for the 100 foot test section.

The rate of emulsion application is measured in gallons per square yard (gal/yd2). A 100 foot test
strip is used to determine the quantity of emulsion needed. The quantity of emulsion in the
distributor will be recorded at the beginning and end of the test section. The 100 linear feet of the
test trip is multiplied by the width of spray to determine the area in square feet. Dividing the total
square feet by nine converts the measurement to square yards. Divide the gallons used by the
area to obtain gallons per square yard. Observe the pull to make sure the emulsion is covering
evenly. Also, check that the spray bar height and the individual nozzle spray widths are double
covering the existing road. Depending on the type of distributor used, the pressure or RPM’s
required to provide the desired rate should be recorded. The temperature of the emulsion will
affect the spray pattern so be sure to have the emulsion within the operating range of 160 to 170
degrees Fahrenheit.

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 NCDOT CHIP SEAL BEST PRACTICES MANUAL

Figure 12. Spray Bar.

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The rate of aggregate application is measured in pounds per square yard (lbs/yd2). To determine
the amount of aggregate used, place a tightly woven burlap bag or an old metal sign on the
maintenance yard and spread the aggregate over it. The material used to collect the aggregate
should be cut to exactly one square yard and weighed prior to application. Spread the aggregate
and then weigh the material plus aggregate and subtract the difference. This will be the weight of
the aggregate spread over one square yard. This is a simplistic way of calibrating the equipment
and will help prevent under or over applying aggregate. When the weights are close to the
specifications directed for use and a uniform aggregate pattern is obtained across the mat, the
stone spreader settings can be recorded for use in the field. Adjustments for the various application
rates can then be based on the findings from the approved location.

A change in the standard specifications will require a separate pay item for the emulsion and
aggregate. The total quantity of materials will be calculated per map or per day, depending on the
amount of production completed. This information will be collected on the inspector’s daily log and
it will be used to calculate the final rates for the emulsion and aggregate used per map. These
rates should be within the guidelines required by the contract. See Chapter 13 for further
discussion on this topic.

Figure 13. Calibrating the stone spreader.

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4. E MULSION AND A GGREGATE

This chapter deals with the asphalt emulsions and aggregates use in Chip Seal production only.
The recommended asphalt emulsion grades are CRS-2L or CRS-2P for Chip Seal production. These
grades have been field tested and used by the NCDOT for the last several years. They have proven
to be very durable, long-lasting, and to give good aggregate retention. The loss of aggregate (loose
rock) once placement is complete is one of the issues that cause a reduction in the service life of
Chip Seal treatments. The use of the latex modified or polymer modified grade asphalt emulsions
has greatly improved the performance of Chip Seals and reduced the number of complaints from
the traveling public.

By design, emulsions are mixtures of liquid asphalt and water, with additives for stability. The
handler must keep the mixture circulated and within a certain temperature range. If the
temperature drops below 100 degrees, the asphalt starts separating out. If the temperature
exceeds 200 degrees, the water starts boiling out. If care is not exercised in storing the emulsions,
problems will be encountered during and after the Chip Seal Treatment process is completed. The
proper storage and handling of these emulsions are paramount to the success of a Chip Seal.

The two emulsions recommended for use by the NCDOT have the CRS designation, which stands
for Cationic Rapid Set. This implies that the emulsion will have a slightly positive charge. This helps
the emulsion remain stable and will enhance the retention of aggregate, provided the aggregate
has a slightly negative charge. Most aggregates produced in North Carolina have a slightly negative
charge. A Certificate of Compatibility must be obtained from the asphalt supplier showing that the
proposed aggregate and emulsion are approved for use. This certificate must be provided prior to
beginning work. In Chapter 5, Section 660-2 of the Standard Specification details can be found in
assisting with the Certificate of Compatibility.

Aggregate, the other major player, also has characteristic storage and handling requirements to
ensure the Chip Seal is going to be successful. The choice of aggregate is as vital as the choice of
emulsion. The compatibility, shape, hardness, and cleanliness of the aggregate will determine the
overall function and effectiveness of the Chip Seal. The ability of the aggregate to bond properly
to the emulsion provides the strength and durability of a Chip Seal. Assuming the Certificate of
Compatibility is obtained, the following characteristics of the aggregate must also be taken into
consideration.

Uniform size and shape are two attributes that are very important in the choice of aggregate. The
aggregate should be gap graded and relatively the same size. When the aggregate is realigned
under the roller, the theoretical result is a layer of uniform size stone. If small pieces are present,
the aggregate can be completely submerged in the emulsion whereas larger pieces can bridge the
emulsion and only have partial absorption. If the aggregate is not of uniform size and shape, the
success of the Chip Seal can be compromised.

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Other important qualities of the aggregate are cleanliness and hardness. The aggregate must be
washed of all dust and sand. It is important that the surface of the individual particles is free from
dust and sand to provide a clean surface for the bonding of the asphalt to the surface of the stone.
Care should also be taken to ensure the aggregate is not too soft. If the aggregate crushes under
the roller, the fractured pieces will shell off and create the same type of pavement failure as the
dirty aggregate: a bleeding road with no aggregate for strength.

Bituminous Binder
Uniformly Graded Aggregate

Cross-section of a one-size seal coat aggregate

Smaller Aggregate Application

Second Binder Application
Uniformly Graded Aggregate
Initial Binder Application

Double Seal (2 layers of binder and aggregate)

Figure 14. Chip Seal Diagram.

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5. T HE R IGHT B LEND

The NCDOT has had standard specifications for AST for years. These have been adjusted over time
because materials have changed over the years. The specifications were adequate for certain road
conditions but did not allow for the variability of pavement conditions across the state. The rigid
rates often created failures in the final pavement not because of workmanship, but because the
specifications needed to be adjusted due to field conditions. As a result, the new standards have
been developed to allow the pavement design engineer to modify the type and rate of seal to be
placed on the road. The new specifications also allow the contract to be paid in quantities of
material (gallons of emulsion and square yards of aggregate). By offering various typical pavement
lift options, the engineer can build a pavement structure to provide the amounts of asphalt and
aggregate in each lift that is more inclined with the existing pavement state of repair. The following
are the new Special Provisions for AST:

SECTION 660 ASPHALT SURFACE TREATMENT

660-1 DESCRIPTION

Perform the work covered by this section including, but not limited to, furnishing, hauling,
spreading and rolling the emulsion and aggregate consisting of one or more applications of
liquid asphalt material and one or more applications of aggregate cover coat material on a
prepared surface; and maintaining and repairing the asphalt surface treatment (AST).

Schedule a pre-application meeting prior to installing the asphalt surface treatment including
representatives from the Subcontractor, Project Engineer, Area Roadway Construction
Engineer, and may include the State Pavement Construction Engineer and a representative
from the Materials and Tests Unit.

660-2 MATERIALS

Refer to Division 10 of the 2012 Standard Specifications.

Item Section
Aggregates for Asphalt Surface Treatment 1012-2
Emulsified Asphalt, Grade CRS-2L 1020-3
Emulsified Asphalt, Grade CRS-2P 1020-3
Emulsified Asphalt, Grade CRS-1H 1020-3
Emulsified Asphalt, Grade CSS-1H 1020-3
Emulsified Asphalt, Grade CQS-1H 1020-3
Fine Aggregate 1014
Mineral Filler 1012-1(D)
Water 1024-4

Before any asphalt surface treatment is placed, obtain from the asphalt supplier and furnish
to the Engineer a Certification of Compatibility of the emulsion with the aggregate proposed
for use.

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660-3 WEATHER AND SEASONAL LIMITATIONS

Do not place any asphalt surface treatment between October 15 and April 1, except for asphalt
surface treatment that is to be overlaid immediately with asphalt plant mix.

Apply AST only when the surface to be treated is dry and when the air or surface
temperatures, measured at the location of the AST operation away from artificial heat, is 50°F
and rising.

When placing asphalt surface treatment that is to be immediately overlaid with asphalt plant
mix, the seasonal and temperature limitations of Article 610-4 of the 2012 Standard
Specifications shall apply.

Do not apply asphalt material when the weather is foggy or rainy.

660-4 SURFACE PREPARATION

Clean the surface to be treated of all dust, dirt, clay, grass, sod, and any other deleterious
matter before application of the asphalt surface treatment.

660-5 ACCEPTANCE OF ASPHALT MATERIALS

The acceptance of asphalt materials will be in accordance with Article 1020-1 of the
2012 Standard Specifications.

660-6 APPLICATION EQUIPMENT

Use asphalt application equipment that meets Article 600-5 of the 2012 Standard
Specifications.

Apply aggregate by the use of a self-propelled, pneumatic-tire aggregate spreader capable of

maintaining a specified rate with a uniform application for the width of asphalt material being
covered. Tailgate spreaders will not be permitted. Areas that are inaccessible to the aggregate
spreader shall be covered by hand spreading or other acceptable methods.

660-7 APPLICATION OF EMULSION

The grades of emulsion shall be CRS-2L or CRS-2P.

The target rates of application and the temperature that the emulsion is to be applied shall
be as shown in Table 660-1 or as directed by the Engineer.

Base the required rates of application on the volume of material at the application
temperature.

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TABLE 660-1
MATERIAL APPLICATION RATES AND TEMPERATURES
Layer Aggregate Type Aggregate Emulsion
Type of Coat Target RateA Target RateB,C,D
(Lbs./Sy) (Gal/Sy)
78M 18 0.35
5/16” LW 10 0.32
Single Seal Top
#9 10 0.32
CA-9 LW 10 0.35
78M 12 0.25
5/16” LW 9 0.25
Top #9 9 0.25
Double Seal CA-9 LW 9 0.25
#14 7 0.20
78M 18 0.30
Bottom
5/16” LW 10 0.30
78M 12 0.22
5/16” LW 9 0.25
Top #9 9 0.25
CA-9 LW 9 0.25
#14 7 0.20
Triple Seal
78M 15 0.24
Middle
5/16” LW 9 0.25
78M 18 0.30
Bottom #67 30 0.32
5/16" LW 10 0.30
78M 14 0.22
Top
Mat and 5/16" LW 9 0.25
Single Seal #67 38 0.32
Mat
#57 40 0.35
78M 12 0.25
Top
Mat and 5/16" LW 9 0.25
Double Seal Middle 78M 16 0.25
Mat #67 38 0.40
78M 18 0.35
Mat Coat
#67 38 0.40
A. Aggregate Target Rates have +/- 1.0 lbs./sy tolerance limit.
B. Grade of Asphalt (emulsion) shall be CRS-2L or CRS-2P.
C. Emulsion Target Rates have +/- 0.03 gal/sy tolerance limit.
D. Application temperatures shall be 160-170ºF.

660-8 APPLICATION OF AGGREGATES

The type and size of the aggregate shall be as shown in Table 660-1 for the mat coat or the
type of seal coat to be constructed. The rate of application for mat and seal aggregates shall
be within the limits shown in Table 660-1. When directed, weigh a sufficient number of
truckloads of aggregate before spreading to verify that the rate of application is within the
required limits and use ASTM D5624 to determine rate of application.

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660-9 CONSTRUCTION METHODS

For any type of AST work, demonstrate that all equipment has been calibrated in the presence
of the Engineer with a minimum 100-foot test section. If the test section is not feasible, submit
a calibration plan to the Engineer with detailed information on equipment and a designated
area for calibration.

(A) Asphalt Seal Coat

Use the type of Seal Coat as required by the contract. Seal Coat aggregates shall be
drained of free moisture and dust free before use. Place the Seal Coat in full-lane
widths.

Adjust the aggregate rates to provide a sufficient quantity of cover material to be

spread over the surface of the Seal Coat preventing traffic damage, where it is
necessary to permit traffic on sections of a completed Seal Coat.

Perform rolling of each layer immediately after the aggregate has been uniformly
spread. Rolling will consist of at least 3 complete coverages with one pneumatic-tire
roller followed by at least one complete coverage with a 5 to 8 ton steel-wheel roller.
All roller coverages shall be completed within 5 minutes of the asphalt emulsion being
placed. Do not allow crushing of the aggregate or picking up of the material by the
rollers.

The use of a combination steel-wheel and pneumatic-tire roller will be permitted

instead of the 5 to 8 ton steel-wheel roller.

After the aggregate is thoroughly seated, broom all excess aggregate off of the surface
of the Seal Coat after 3 days but no more than 7 calendar days. Traffic may be
permitted on the Seal Coat immediately after the rolling is complete.

Blotting sand may be required as directed by the Engineer and shall be applied in
accordance with Section 818 of the 2012 Standard Specifications.

The construction of the various types of Seal Coats will be in accordance with the
following additional requirements:

(1) Single Seal

Apply emulsion to the existing surface followed immediately by an application

of aggregate using Table 660-1 and requirements in the contract. Uniformly
spread the full required amount of aggregate in one application and correct all
non-uniform areas before rolling.

Immediately after the aggregate has been uniformly spread, perform rolling
as previously described.

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 NCDOT CHIP SEAL BEST PRACTICES MANUAL

(2) Double Seal

Apply emulsion to the existing surface followed immediately by an application

of aggregate using Table 660-1 and requirements in the contract ensuring each
is uniformly placed over the existing surface and rolled as previously described.

Immediately after the first application of seal aggregate has been made uniform
and rolled, apply the second application of the required amount of emulsion
and seal coat aggregate and roll as previously described.

(3) Triple Seal

Follow the procedure outlined in Subarticle 660-9(A) (2) and apply emulsion
and aggregate as a third layer and roll as previously described.

(4) Sand Seal

Place the fully required amount of asphalt material in one application and
immediately cover with the seal coat aggregate. Uniformly spread the fully
required amount of aggregate in one application and correct all non-uniform
areas before rolling.

Immediately after the aggregate has been uniformly spread, perform rolling.

Broom excess aggregate material from the surface of the Seal Coat.

When the sand seal is to be constructed for temporary sealing purposes only
and will not be used by traffic, use other grades of asphalt material meeting
the requirements of Articles 1020-5 and 1020-6 of the 2012 Standard
Specifications.

(B) Asphalt Mat and Seal

Construct the Seal Coat in accordance with Subarticle 660-9(A) using the size
aggregate required by the contract.

Construct the mat coat in accordance with Subarticle 660-9(C) using the type seal
required by the contract.

(C) Asphalt Mat Coat for Soil Subgrade

The surface on which the mat coat is to be applied shall be approved by the Engineer
before the mat coat emulsion is applied.

Place a string line guide for application equipment. Place the mat coat in full-lane
widths.

Existing surface shall be damp prior to placement of the mat coat.

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Immediately follow the application of emulsion with the spreading of the aggregate.
No more than 5 minutes can elapse from the time the emulsion is applied and the
rolling is completed when using CRS-2L or CRS-2P.

Mat coat aggregate shall be drained of free moisture and dust free before use. Spread
the aggregate uniformly at the required rate and correct all non-uniform areas before
rolling.

Roll immediately after the aggregate is uniformly spread. Rolling consists of at

least 3 complete coverages with two 5 to 10 ton steel-wheel rollers. Continue rolling
until the aggregate is thoroughly keyed into the emulsion. Do not allow crushing of the
aggregate or picking up of the material by the rollers. A combination steel-wheel and
pneumatic-tire roller will not be permitted. Use 2 individual steel-wheel rollers. The
3 coverages shall be completed within 5 minutes of the spraying of the emulsion.

At the discretion of the Engineer, at the beginning of each emulsion application, spread
a paper over the end of the previously completed mat coat and begin the asphalt
application on the paper. After application, remove and dispose of the paper.

After the aggregate is thoroughly seated, traffic may be permitted on the mat coat
after the rolling is complete. No brooming shall be performed on the mat coat.

Correct defects or damage to the mat coat before the application of Seal Coat or plant
mix overlay. The seal coat or plant mix may be applied the same day the mat coat is
placed provided the mat coat has been satisfactorily applied and rolled.

(D) Asphalt Mat Coat for Pavement Surfaces

For mat coats with an asphalt overlay, construct the mat coat in accordance with
Subarticle 660-9(C). The emulsion for the mat coat may be the same as the tack coat
of the asphalt overlay with the application rate as specified in Table 605-1 Application
Rates for Tack Coat.

For mat coats constructed on existing pavement surfaces, construct the mat coat in
accordance with Subarticle 660-9(C) using the sized aggregate required by the
contract and the application rates specified in Table 660-1.

(E) Fog Seal

Apply an emulsified asphalt and water mixture as an aggregate loss preventative or

surface seal.

Use a base material from a CRS-1H, CSS-1H or CQS-1H emulsion in accordance with
the requirements of Article 1020-3 of the 2012 Standard Specifications. Emulsion will
be diluted with water at a 1:1 ratio unless otherwise directed by the Engineer.

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For emulsions containing modifiers other than those allowed in Article 1020-3, submit
to the Engineer for approval. These emulsions with modifiers shall meet the
requirements of Article 1020-3 and manufacturer specifications.

Provide a distributor for heating and uniformly applying the emulsion in accordance
with the requirements of Article 600-5 of the 2012 Standard Specifications. Provide a
hand spray hose and nozzle to cover areas inaccessible to the spray bars.

The pavement surface must be clean and dry before applying the fog seal. Apply the
mixture when the air temperature is 60°F and above. Do not apply asphalt material
when the weather is foggy or rainy. The application temperature will be between 160°F
and 170°F or per manufacturer’s recommendations. Care is to be taken not to overlap
the existing thermoplastic edge line while spraying. The typical target application rate
for diluted emulsions shall be 0.12 gal/sy +/- 0.03 gal/sy. The Engineer may request
a test strip prior to construction to determine the application rate.

660-10 TEMPORARY TRAFFIC CONTROL (TTC)

All AST operations shall be conducted in daylight hours. Provide temporary traffic control for
the asphalt surface treatment operations in accordance with the contract and in accordance
with the provision RWZ-1 TEMPORARY TRAFFIC CONTROL (TTC) found elsewhere in the
proposal except the following sections do not apply:

TRAFFIC OPERATIONS, Drop-Off Requirements and Time Limitations.

TRAFFIC OPERATIONS, Project Requirements.

Install advance/general warning work zone signs according to the Detail Drawing titled
Signing for Asphalt Surface Treatment provided in these plans.

660-11 WARRANTY

The Asphalt Surface Treatment (AST) shall be warranted by the project payment and
performance bonds for a period of 12 months.

(A) Warranty Period

The Department will conduct an inspection of the work and provide written acceptance
in accordance with Article 105-17 of the 2012 Standard Specifications. Written
acceptance of the work will constitute the start date for the 12 month AST warranty
period.

(B) Situations Affecting the Warranty

During the warranty period, the Contractor will not be held responsible for distresses
that are caused by factors not related to materials and workmanship. These include,
but are not limited to, chemical and fuel spills, vehicle fires, base failures, and snow
plows. Other factors considered to be beyond the control of the Contractor, which may

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contribute to pavement distress, will be considered by the Engineer on a case by case

basis upon receipt of a written request from the Contractor. Maintaining traffic on the
pavement surface prior to the Engineer’s acceptance will not be a condition for voiding
the warranty.

(C) Emergency Repairs

If, in the opinion of the Department, a pavement condition covered by the warranty
requires immediate attention for the safety of the traveling public, the Contractor will
be notified immediately. If the Contractor cannot perform the work in a timely manner,
the Department may directly perform or have the corrective work performed by
another entity at the Contractor’s expense. Any emergency work performed will not
alter the requirements, responsibilities, or obligations of the warranty.

(D) Warranty Performance Criteria

Surface Extent
Defects Severity (Per Lot)
Alternate lean and heavy lines Greater than 20% of a lot affected;
Surface
streaking over the entire pavement distress spotted evenly over the lot
Patterns
surface. or over localized areas within the lot.
Bleeding/ Distinctive appearance (with excess Greater than 20% of the wheel
Flushing asphalt binder already free). tracks within a lot affected.
Large patches of cover aggregate Greater than 20% of a lot affected;
Loss of Cover
lost from the pavement surface. distress spotted evenly over the lot
Aggregate
or over localized areas within the lot.

Lot - A 1,000-foot section of pavement or portion thereof, a lane width wide, on which
AST is constructed on a single map.

The beginning point of the first lot will be the beginning point of each day’s operation
or the beginning of a map, whichever is applicable.

The Department will review the AST and advise the Contractor of any required
corrective work in writing prior to expiration of the warranty period.

The Department will approve all materials and methods used in warranty work.

The Department will determine if warranty work performed by the Contractor meets
the contract and provide written acceptance of the warranty work when complete.

The Chief Engineer will review any disputes for corrective work covered under the
warranty.

660-12 MAINTENANCE AND PROTECTION

Maintain and protect the asphalt surface treatment until it is accepted by the Department.
Make all necessary repairs in such a manner as to preserve the uniformity of the surface.

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660-13 MEASUREMENT AND PAYMENT

Asphalt Surface Treatment: Single Seal, Double Seal, Triple Seal, Mat and Single Seal, Mat
and Double Seal, Fog Seal, Sand Seal, and Mat Coat, No.____ Stone. All AST will be measured
and paid at the contract unit price per square yard. Payment at the above prices will be made
for replacing any satisfactorily completed asphalt surface treatment when such replacement
has been made necessary by defects in subgrade or base constructed by others.

Emulsion for Asphalt Surface Treatment will be measured and paid at the contract unit price
per gallon, which price will be full compensation for all materials including modifiers and
additives, tack coat, labor, tools, equipment, and all other incidentals necessary to complete
the work.

Price adjustments herein shall apply concurrently; however, price adjustment will not apply
in the event the material is rejected.

Furnishing and applying prime will be paid as provided in Article 600-9 of the 2012 Standard
Specifications for Prime Coat.

If included in the contract, furnishing and applying blotting sand will be paid as provided in
Article 818-4 of the 2012 Standard Specifications for Blotting Sand.

Adjustment for Emulsion for AST will be paid per the following formula:

A = B + ((D – C)/235)*0.65

Where:
A = Adjusted Contract Unit Price of Emulsion for AST per gallon
B = Contract Unit Price of Emulsion for AST per gallon
C = Base Price Index of PG 64-22 per ton
D = Monthly Average Terminal F.O.B. Selling Price for PG 64-22 per ton

See Price Adjustment - Asphalt Binder Special Provision found elsewhere in this proposal for
the base price index of PG 64-22 per ton.

Payment will be made under:

Pay Item Pay Unit

Asphalt Surface Treatment, Single Seal Square Yard

Asphalt Surface Treatment, Double Seal Square Yard
Asphalt Surface Treatment, Triple Seal Square Yard
Asphalt Surface Treatment, Mat and Single Seal Square Yard
Asphalt Surface Treatment, Mat and Double Seal Square Yard
Asphalt Surface Treatment, Fog Seal Square Yard
Asphalt Surface Treatment, Sand Seal Square Yard
Asphalt Surface Treatment, Mat Coat, No. __ Stone Square Yard
Emulsion for Asphalt Surface Treatment Gallon

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6. “W EATHER ” TO P AVE OR N OT
After securing the materials, equipment, and the right pavement design, the final question is
“weather” or not it is time to pave. Chip Seals are very temperamental and the weather conditions
will play a big role in the ultimate success of the seal. Given the extreme volatility of asphalt
emulsions, atmospheric conditions have the potential to cause great problems. For example,
excessive heat or moisture can cause problems in the binding of the asphalt to the aggregate. This
chapter will deal with the weather and how it can affect the outcome of the Chip Seal.

Moisture
When an emulsion and aggregate are placed, rolled, and allowed to cure properly, the success of
the seal is almost guaranteed. However, the correct amount of moisture is critical to this process.
The key to aggregate retention is the ability of the asphalt in the emulsion to lock onto the
aggregate before the emulsion breaks or sets. Basically, the water in the emulsion needs to
evaporate out leaving the asphalt to bind the individual pieces of aggregate to each other and to
the road. High moisture levels will erode the binding properties, effectively destroying the Chip
Seal. The amount of moisture present must be taken into consideration as the pavement is being
placed and as the pavement is breaking after the rolling is completed.

Excessive moisture in the form of rain or high humidity is the primary culprit for most unsuccessful
Chip Seal operations. The added presence of water during production can cause the pavement to
bleed. Afternoon showers have the potential to cause the asphalt to release its bond from the
aggregate and float to the top of the aggregate. The asphalt can then run off the road onto the
shoulder and onto driveways along the side of the road, turning driveways black with asphalt. This
is the worst case scenario, but it has happened. Cleanup from this event is both difficult and
expensive. With careful attention to the weather, incidents like this can be avoided. Understanding
that this potential exists, it is very important to allow adequate time for the pavement to cure
before a rain event.

The other extreme is an absence of moisture. In situations where the atmosphere is hot and dry,
the water in the emulsion will evaporate prematurely and cause the emulsion to break before the
aggregate is applied and rolled. If the asphalt does not have time to bond to the aggregate before
it breaks, the result will be loose aggregate. There have been cases where the asphalt broke so
fast that no traces of asphalt were evident on the individual pieces of the aggregate applied to the
road. Hot and dry weather patterns also reduce the moisture content of the aggregate in the
stockpiles. The ability of the asphalt to bind to the surface of the aggregate is reduced when the
aggregate is excessively dry. The bond becomes localized to the first point of contact rather than
coating the entire surface of the aggregate face. Water has to be infused into the aggregate at the
stockpile to help prevent this problem. However, care should be taken not to saturate the
aggregate to the point of free water flowing onto the pavement.

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Temperature
Temperature can also affect a Chip Seal. The AST Special Provision requires the air and surface
temperature to be 50°F and rising. The temperature, like the moisture, affects the breaking of the
asphalt and the subsequent bond that can be achieved between the emulsion and the aggregate.
Even if everything is done perfectly, a day that is too hot or too cold can have disastrous effects
on a Chip Seal. When temperatures are below 50°F, the asphalt will cool too fast and when the
cold aggregate is applied, it will not bond to the emulsion properly. Water is often trapped within
the bond between the aggregate pieces and the bond of the new pavement to the existing
roadway. The Chip Seal appears somewhat intact but freezing temperatures will cause the
aggregate to shell off in the weeks ahead because of the trapped water around the bond. Excessive
heat has just the opposite effect on the emulsion. Moisture retention is not a problem, but the
emulsion stays liquid too long and the bond never really breaks. The asphalt tends to migrate to
the top of the aggregate and bleeding will occur. If traffic is placed on the road too soon, tracking
of the asphalt will certainly take place. Furthermore, if allowed to eventually cure, the excessive
asphalt on top of the Chip Seal will make the pavement very slick.

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7. T RAFFIC C ONTROL AND S AFETY

The safety of the work crew and the traveling public is always of top priority. The Chip Seal process
is fast moving and often spread out over a half mile on a secondary road. Ensuring the safety of
workers and the traveling public can therefore be challenging. This chapter will discuss both the
safety of the worker and the roadway user.

Chip Sealing operations involve big pieces of equipment moving up and down the road in close
proximity to each other. The equipment travels in reverse as much as it does forward. Rollers must
make multiple passes on the road, so will be required to back over lanes just traveled over. Soft
or low shoulders can also be a potential problem for rollers if care is not taken when rolling the
edge of the roadway. Workers must pay careful attention to their surroundings to avoid collisions.

The dump trucks will have to back into the spreaders and be pulled down the road in reverse. The
pinch point between the spreader and dump truck is a potential for injury so crew members should
use extra caution around the hitch and tailgate of the dump truck.

Workers are also required to do hand work around intersection radii and narrow sections of cul-
de-sacs where they could be hidden or not seen due to the equipment. The distributor and roller
should never occupy the same spot as the work progresses down the road. Good practices for
worker safety include being aware of the potential accidents at the work site and maintaining
awareness of the locations of each part of the Chip Seal Treatment train. The crew’s understanding
of the Chip Seal Treatment sequence is very important to the success of the job and safety of the
workers.

Another potential safety concern is overhead power lines and tree limbs hanging over the
road. One of the primary responsibilities of the belt operator is to keep the raised beds of the
dump trucks from hooking power lines and trees, dragging them down on the trucks or onto
the spreader. The risk of electrical shock or injury from falling limbs can exist if the trucks are
not lowered in time as the train proceeds down the road. The spreader operator can assist in
pointing out hazards but the belt operator controls the dump truck operations while the trucks
are connected to the spreader.

Chip Seal operations also pose a potential hazard to the traveling public. Drivers do not understand
the Chip Seal process and they do not want to be inconvenienced. It can confuse travelers when
the Chip Seal Treatment sequence is spread out over a section of the road. Once travelers pass
one part of the operation they often believe it is finished only to run up on another grouping of
workers. For this reason, a pilot car with flaggers on each end of the work zone is required.

The Manual of Uniform Traffic Control Devices (MUTCD) typically restricts the work zone to two
miles. Anything in excess of this often creates large cues of backup while the pilot car is making
its laps. The volume of traffic using the road as well as number of intersecting roads within a given
map can cause the work zone to be lengthened or shortened. The ability to store traffic on either

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end of the work zone can also factor into the overall length. Higher volume intersections can
prevent the safe storage of traffic while the Chip Seal Treatment train is working.

Signing is required on each end of the work zone. Advanced signing advising “Road Construction
Ahead,” “Prepare to Stop,” and “Flaggers Ahead,” are required. Signing along the road being paved
advising a temporary reduction in speed to 35 MPH with warnings of unmarked pavement and
loose rocks is also required. Refer to AST signing detail that should be in every contract.

The distributor, spreader, and dump trucks are required to complete their pulls into the
intersection, so traffic will need to be stopped temporarily while the equipment is present at
intersections. Care should be taken at intersections and the need of additional flaggers to handle
traffic while the intersections are being paved may be required.

A key component of the ultimate strength of the Chip Seal is curing of the pavement. Time
must be allowed for the emulsion to break and for curing to begin before traffic is allowed
back onto the completed section. Depending on the weather conditions, amount of traffic and
type of seal, this curing time will vary. Traffic control must be maintained to prevent the
motoring public from dislodging the aggregate before it has time to cure. A pilot car should
be used to help maintain speed of the motoring public and to keep them off the newly paved
section of road while it is curing.

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Figure 15. Asphalt Surface Treatment Signing.

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8. T HE P ROCESSES AND S EQUENCES

Once the traffic control is in place, the existing road is prepared, and the pavement design is
known, it is time to begin placement of the Chip Seal. In its simplest form, the Chip Seal is a layer
of asphalt and a layer of aggregate spread evenly over the road and rolled. This series of asphalt
and aggregate applications will happen one, two, or three times; thus the names Single, Double
or Triple Seal. Provided the weather conditions are favorable, the asphalt and aggregate rates are
adjusted, and the existing road preparations are complete, the success of the Chip Seal depends
on the timing of the following processes.

As with most construction practices, there can be numerous ways to achieve the same quality
product. This chapter details one of these acceptable construction practices for Chip Seals.

Single Seal
The asphalt distributor will begin on the far left side of the road, covering half the width of the
roadway. The operator is seated on the left side of the distributor, so their line of sight is most
accurate on the left side of the distributor. To assure the left edge of the road has full coverage,
the distributor applies the emulsion over the length of the first pull. Depending on the length of
the road to be paved, the distributor might complete one side of the road or it could have to stop
before reaching the other end. In either case, this completes the first pull and the distributor must
wait on the final two processes (the stone spreader and the rollers) to catch up before proceeding.

Immediately behind the distributor is the stone spreader. Like the distributor, the aggregate
spreader operator is seated on the left side of the machine. The spreader will follow behind the
distributor pulling a dump truck down the road. The spreader operator must align the left edge of
the spreader gate with the edge of the emulsion that was just placed and align the right side such
that it covers all but a few inches of the centerline joint. The spreader will continue until it catches
up to the distributor. In the case where the distributor cannot reach the end of the road, the
spreader needs to stop a few feet short of covering up the completed emulsion application of the
first pull. Whenever the distributor cannot complete a pull, a joint will be introduced in the
pavement. Care should be taken to minimize the number of joints along a section of road. When
joints do have to be placed, the distributor will have to back up over the first application of emulsion
and overlap the joint by a few feet. Only the emulsion can be overlapped. If aggregate is applied,
it will cause a hump or bump in the road. In essence, there are two lifts of emulsion in this short
section in the vicinity of the joint. This area sometimes has the tendency to bleed. Reducing the
number of joints provides a better appearance and avoids excessive asphalt along the road.

The pneumatic tire rollers follow the spreader. One roller will begin on the edge line being careful
to compact all the way to the edge of the road and the other will begin on the centerline,
compacting all the way to the center. When the rollers catch up to the stone spreader or proceed
about half way down the mat, one roller will continue on following the spreader and the other one
will double back. The roller that doubles back rolls the edge line back to the beginning and the

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centerline coming back to the point where the rollers parted ways. The rollers continue making
two passes, alternating forward and back rolling down the road. The steel wheel roller will make
one pass on each side of the road to complete the Chip Seal. Research has proven that three
passes on a Single Seal is the most effective compaction effort; providing adequate realignment
of the aggregate without crushing. These three processes must be completed before the emulsion
breaks, so the Chip Seal Treatment train must stay in close proximity to each other. Traffic must
remain off the new pavement while the Chip Seal cures. The use of a pilot vehicle to maintain slow
speeds on the new pavement will help in this process.

The Chip Seal Treatment train can now return to the beginning of the road and pave the other side
in the same way. Returning to the beginning point will allow both the distributor and spreader
operators to have the best view of the centerline joint. On the second and final pull, the distributor
will lap the centerline joint where the spreader omitted placing aggregate on the first pull. The
spreader will place aggregate slightly over onto the first pull and all the way to the right edge of
the pavement. This provides complete centerline coverage and helps prevent raveling along the
longitudinal joint between the two sides of the road. The pneumatic tire rollers and the steel wheel
roller proceed as on the other side. A final common practice that strengthens the centerline joint
is to have the steel wheel roller make a final pass straddling the joint after all the required passes
have been completed. While the right lanes are being placed, the pilot vehicle and supply trucks
need to travel slowly reducing the chances of dislodging the aggregate. Care should be taken not
to back up, turn sharply, or apply heavy breaking on the new pavement while it is still curing. (See
Figure 16, pg. 34)

Double Seal
The process for the Double Seal begins just like the process for the Single Seal. However, after
the first pull, rather than coming back to the start of the road, the second pass is made in the
reverse direction. The distributor and stone spreader turn around at the end of the first pass and
apply the second coat of emulsion and aggregate on top of the just placed bottom layer.

The rate of application of both the emulsion and the aggregate will be different for the second
pass, so the adjustments need to be made to the equipment before the second pass begins. In
addition, some mixes require a different size aggregate on the top lift. If this is the case, refer to
the Modified Double Seal and follow these procedures.

The second lift must be applied before proceeding to the other side of the road. The bottom lifts
cannot all be applied before the top lifts are applied because too much time would pass and the
emulsion would break. The bottom layer needs two passes by the pneumatic rollers before the
second application of emulsion and aggregate. After the second application, the combination and
pattern of rollers used on the Single Seal can then finish the rolling. A total of six passes by the
rollers will complete the first pull; three on the bottom lift and three on the top lift.

As with the Single Seal, the centerline joint must be offset to prevent excessive buildup of materials
in the middle of the road. At no time can aggregate be placed on the roadway without the presence
of emulsion under it. The absence of emulsion will cause the aggregate to ravel off, leaving a
pothole in the pavement. The first layer of aggregate and the second layer of emulsion and
aggregate can be placed in the same plane, not allowing for any stepping over of the material

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when the adjacent lane is being paved. To assure the quality of the centerline joint, the first layer
of asphalt needs to extend about four inches out from under the first pull. When the equipment
has finished the left side of the road, it is in position to switch to the right lane. When the first pull
of the right lane is complete, the equipment must return to the start of the right side and proceed
down the road completing the second pass. The final pass needs to be pulled with the centerline
joint on the left side of the Chip Seal Treatment equipment. This prevents the distributor, spreader,
or dump trucks from tracking the new pavement and allows the operators the best sight line to
the centerline joint. (See Figure 17, pg. 35)

Triple Seal
The first two passes for the Triple Seal are just like the Double Seal. Both layers are rolled as
before and, upon completion of the first two passes, the distributor and spreader turn around and
proceed down the adjacent lane leaving the third pass for later. The bottom two lifts are applied
to the adjacent lane being careful to stagger the centerline joint on the first two passes. Once the
bottom two lift of the Triple Seal are complete, the third lift can be applied to both lanes. The
centerline joint should be placed in the middle of the road on the final pass. The final pass is pulled
from the edge line. Attention must be paid to the rates and type of aggregate placed on each lift.
(See Figure 18, pg. 36)

Modified Double Seal

The Double Seal processes above describes the lay down of like size aggregates. In the event
the specifications call for different size aggregate in the Double Seal, the process should be
modified as follows. Rather than completing one side of the road then switching to the other
side, each layer of the same size aggregate is placed then rolled. Each lift of emulsion and
aggregate must be rolled three times due to traffic being placed on the incomplete seal
following the Single Seal Rolling pattern. The size of aggregate will decrease in the upper lifts
for the Modified Double Seal. The second lift of aggregate will decrease in size; therefore
requiring the need to modify the placement of the Chip Seal. Mixing a smaller aggregate in
the underlying seal will tend to cause the road to bleed. Keeping the different size aggregates
separated is always a good practice and requires the spreader to be cleaned out when
aggregate size changes. (See Figure 19, pg. 37)

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Figure 16. Single Seal Paving Sequence.

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Figure 17. Double Seal Paving Sequence (Same Sized Aggregate).

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Figure 18. Triple Seal Paving Sequence.

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Figure 19. Modified Double Seal Paving Sequence (Different Sized Aggregate).

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9. P ROPER R OLLING P RACTICES

Given the particularities of placing emulsion and aggregate on the roadway, the ultimate strength
of the pavement can be maximized during the first few hours in the life of the pavement by
understanding “Art of Chip Seals.” Assuming the materials are placed properly, the factors that
will determine the success of the Chip Seal are the condition of the existing pavement, the rate,
and volume of traffic that is allowed to immediately travel on the new pavement, and how well the
new pavement is rolled. Although the existing condition of the road is a factor of the ultimate
strength of the Chip Seal (as discussed in Chapter 2), it is independent of the proper procedures
for placing a Chip Seal. Traffic volume added to the newly paved road is discussed in Chapter 7.
The remainder of Chapter 9 will concentrate on the proper rolling practices.

Rolling allows for the realignment of the aggregate within the mixture, removing excessive voids,
and providing closer bonding planes with the old pavement and the individual pieces of aggregate.
Research by the NCDOT and North Carolina State University has shown that the pneumatic tire
roller is the first roller needed in the rolling process. The independent wheels on the pneumatic
roller allow for maximum contact with the aggregate and emulsion to the existing pavement. Given
the types of emulsions used for Chip Seals, the passes by the rollers need to be within five minutes
of lay down. Two passes by the pneumatic roller need to be completed on the final lift for each
type of seal followed by the steel wheel. For underlying lifts, at least three passes should be made
on each lift.

The steel wheel roller must follow the pneumatic tire roller. Even though the steel wheel will not
vary with the contour of the road, the use of the steel wheel will actually provide a smoother ride.
The final lift is required to be made by the steel wheel roller. The use of the combination roller in
place of the steel wheel is permitted and will increase the aggregate retention on each of the
pavement types.

The total number of coverages for a Single Seal is three: the first by the pneumatic tire roller and
the third by the steel wheel roller with the second pass being completed by a combination of the
two rollers. Each successive lift is rolled in the same manor so the number of complete coverages
for a Double Seal is six and for the Triple Seal is nine. Remember; to obtain a complete coverage
two or three passes by each individual roller may be required depending on the width of the pull.

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Figure 20. Asphalt distributor followed by the stone spreader and roller.

Figure 21. Two pneumatic tire rollers followed by a static steel wheel roller or combination
roller.

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Figure 22. The rolling sequence on the first side of the road.

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10. T HE V ARYING R ATES

Chapter 5 of this manual includes the current AST Special Provision to be used in all NCDOT
contracts effective in March of 2015. These specifications give the Divisions the ability to assign
the type of emulsion and aggregate to be used on the roads being advertised. These guidelines
allow for the adjustment of the emulsion rates due to the condition of the road. The new
specifications allow for a 0.03 gal/yd2 tolerance limit in the various lifts of emulsion placed on the
road. Years of experience have shown that the rates noted in the new specification will deliver a
Chip Seal that is neither too rich in asphalt, which causes bleeding, nor too lean in asphalt, which
results in loose aggregate. The rates provided will serve well in most cases. Divisions do have the
authority to specify a specific rate other than what is provided for in the AST Special Provision.
When necessary, the contract will specify a specific rate to be used. The other procedures described
in this manual would still be applicable, including the 0.03 gal/yd2 tolerance for emulsion.

If the existing road is bleeding or oxidation is present, the initial rate of asphalt must be adjusted.
The 0.03 gal/yd2 tolerance allows for this adjustment in the rate. Any additional emulsions added
to the pavement do not need to be adjusted, and should be shot at the rate provided. The common
issue in most of today’s pavement is oxidation, which requires additional emulsion added to the
first pass. Emulsions available in the last few years tend not to bleed as they once did when the
cutback asphalts were commonly used. The additional asphalt applied to an oxidized pavement
provides a better bond between the existing road and the aggregate. In the rare case where the
existing road is bleeding, the reduction in asphalt will prohibit the asphalt from working up through
the aggregate and perpetuating the bleeding problem.

Figure 23. Bleeding Road.

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Figure 24. Oxidized Road.

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11. C ONSTRUCTION I SSUES

The Chip Seal produces an excellent pavement when all the necessary factors come together.
Although the materials needed for a Chip Seal are simplistic, a finesse and understanding of how
these materials are handled, applied, and allowed to cure is required if the seal is going to be
effective. This is the “Art of Chip Seals” and it must be understood for the success of the seal.
Excluding the material handling issues covered in Chapter 4 and weather conditions covered in
Chapter 5, problems that typically arise during construction are related to the application of the
materials, the timing or sequence of their placement, and the rolling or curing of the pavement.
This chapter will offer guidelines to avoid the commonly observed issues in Chip Seal Construction.

Insufficient Emulsion
Insufficient or excessive material being applied to the roadway is a common problem that can be
caused by the abnormal operation of the equipment or by human error on the equipment. The
asphalt distributor and the function of its components are the primary causes of insufficient
emulsion being applied to the roadway. Typical signs of improper emulsion application will appear
in the form of streaking. Streaking occurs where the emulsion is not sprayed at a uniform rate
across the mat. There will be excessive amounts of emulsion applied adjacent to lean amounts of
emulsion. When this is observed, the first step in trouble shooting should be to ensure that the
emulsion is at the proper application temperature. Attempting to apply a cold emulsion or one that
is over-heated in the tank will cause malfunctions in the pressurized nozzles. In addition, emulsion
should not be over-heated or the asphalt will break. It is very important to maintain adequate
circulation and the emulsion must not be allowed to break in the spray bars. The omission of
emulsion or a non-standard rate of emulsion will cause the aggregate to shell or come off as soon
as traffic is allowed to run on the pavement. This loss of aggregate in a Chip Seal pavement is
called raveling and it will create potholes in the final surface. A clogged nozzle or an improperly
positioned spray bar will also cause this problem. Attention to the spray pattern of the distributor
is of utmost importance.

It is also important to cover the entire width of the pull with the distributor. Attention should be
given to the edge of the road and to pulling a straight line along the edge of the pavement or
slightly overlapping a previous pull when Chip Seal Treatment the adjacent lane. These practices
ensure there will not be any voids in the asphalt layer, which is critical to keep the aggregate from
shelling off. Double and Triple Seals require the centerline of the road to be sprayed multiple times.
Care should be exercised to cover the joint with the emulsion without an excessive buildup of
asphalt and aggregate at the joint. Insufficient emulsion can also be caused by equipment or
vehicles riding on the mat prior to the placement of the aggregate. Vehicles can contaminate the
asphalt layer or pick up the material causing these voids. For this reason, the asphalt distributor
and stone spreader should remain as close as possible.

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Figure 25. Insufficient Emulsion.

Excessive Emulsion
Unlike raveling, which occurs when there is insufficient emulsion in an asphalt mat, bleeding is the
problem that occurs when excessive asphalt is placed on the road. This can be a function of the
amount of residual asphalt on the existing roadway or the application of too much emulsion at the
time of Chip Seal Treatment. Chapter 10 deals with the varying application rates and how they are
related to concerns associated with the existing roadway. Excessive amounts of emulsion placed
at the time of Chip Seal Treatment are normally a result of the improper handling of the asphalt
distributor. The fact that the entire surface area of the roadway has to be sprayed to avoid
aggregate loss requires the distributor to fully coat the surface with emulsion. Total coverage of
the surface with emulsion means there will be locations where the emulsion will overlap. This is
required if the Chip Seal is going to perform correctly. That being said, care should be taken to
minimize the overlap. Typical problem areas along the road are at intersection radii, centerline
joints, and in cul-de-sacs or turnarounds. Special care should be taken to avoid over spraying in
these locations. The use of the hand wand in these odd shaped sections will reduce the chances
of over spraying the asphalt mat. Another problem area tends to be at the joints that form when
the distributor must stop and start during Chip Seal Treatment. The ability of the stone spreader
and dump trucks to keep the Chip Seal Treatment train close to the distributor goes a long way to
preventing this issue. (See Figure 23, pg. 41)

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Insufficient Aggregate
As with the emulsion, aggregate can often be applied too liberally or too conservatively during the
Chip Seal Treatment process, even when the rates are adjusted correctly. The majority of the
problems arise from the operation of the stone spreader. Insufficient aggregate coverage can
almost always be traced back to the spreader. As described in Chapter 3, the spreader has two
hoppers, one on each end of the machine. The rear hopper is where bulk aggregate is delivered
to the spreader. Failure to keep aggregate adequately supplied here will cause the front hopper to
run out. In addition, the front hopper must be continually fed by the belts or it will run out. Without
this constant supply of aggregate and the front gates open, the spreader will travel down the
roadway and leave gaps in the stone mat. It is extremely important for the belt operator to keep
the front hopper full. Sometimes, the gates on the front hopper will clog up, even with a constant
supply of aggregate. Debris can be a cause of clogging, so it is important to ensure the aggregate
is clean and free of debris. Often, debris can be introduced in the aggregate as a result of poor
stockpile management. Whatever the cause of insufficient aggregate coverage, allowing voids in
the aggregate will cause the emulsion to be uncovered, which can cause bleeding or pick up by
other equipment. This can create a problem during construction and certainly can reduce the life
of the pavement.

Figure 26. Insufficient Aggregate.

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Excessive Aggregate
The most common concern with the aggregate however, is excessive amounts on the road due to
spillage. Spillage can come from the spreader or the dump trucks that supply the spreader. When
excessive amounts of aggregate are spilled onto the asphalt mat, the locations will always shell off
leaving potholes in the final profile of the road. The emulsion cannot bind the extra aggregate, and
when traffic is allowed to travel on the road the loose material will pop off leaving a void in the
pavement surface. Even if multiple seals are applied, the loose aggregate will eventually shell off.

Figure 27. Excessive Aggregate.

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Wash Boarding
On rare occasions, wash-boarding is a problem for Asphalt Surface Treatments. Wash-boarding is
a defect in the surface of a Chip Seal that is usually felt more than it is seen. It is a series of ripples
placed in the pavement by the spreader and is a result of uneven aggregate spread. If the
spreader’s forward travel speed is too fast, the spreader will begin to bounce or jump and the
aggregate will fall out of the hopper. When this happens, the aggregate will be heavy for a few
inches and then light for a few inches then heavy again. This cycle will continue repeating itself
until the spreader speed is adjusted. The result is an uneven distribution of the aggregate and
ripples across the lane width. Poor patching or rough existing pavement profiles can also cause
this problem. As mentioned in Chapter 2, Chip Seals are a uniform thin lift of emulsion and
aggregate, so any discrepancy in the original profile of the road will be promoted up through the
new pavement and the road will have consistent shape characteristics as that of the existing road.

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12. C OMMON P RACTICES

Operator Orientation
The most advantageous pulls for the distributor and spreader are from the left hand side. The
operating positions on this equipment are on the left side, so the operators have a clear view of
the edge or joint, which they are aligning the new pavement up to. It is difficult to properly align
the right side of a pull up to a fixed location. Doing so is called “shooting blind” and has the potential
of leaving gaps or over-placing materials on the road. For this reason, most critical pulls are done
allowing the operator the best view possible. These pulls are typically the first and last pulls of a
section of road. In the first pull, the operator makes sure the material completely covers the left
edge. The last pull assures the centerline joint is matched without leaving gaps or placing excessive
material on the road.

Longitudinal Joints or Centerline tie strips require special care when they are constructed. If
allowances are not made for the overlapping of emulsion and aggregate the potential for
multiple layers of material to build up on the centerline exists. This overlap of material will
cause an exaggerated bump in the road. To prevent this, a common practice is to cut off the
outside gate of the aggregate spreader leaving 2 or 3 inches of emulsion exposed without
placing aggregate on top of it. When the adjacent lane is constructed, the emulsion is lapped
onto the exposed emulsion and then aggregate is placed on top the two layers of emulsion.
Bleeding does not typically occur here because the outside nozzle doesn’t receive double or
triple coverage. In other words it takes two passes by the outside nozzle to receive double or
triple coverage.

Figure 28. Centerline Tie Strip – Longitudinal Joints.

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Removal of Excess Aggregate

As noted in Chapter 3, sweeping or vacuuming is required to remove excessive aggregate when
the roadway has cured after completion of the Chip Seal Chip Seal Treatment. Curing typically
takes between three and seven days, depending on weather conditions and the amount of traffic
using the road. When temperatures remain high through the days, and especially the nights that
follow Chip Seal Treatment, the asphalt will take longer to cure. It is a good practice to wait until
the pavement has settled down before brooming. Often, it is best to sweep early in the day before
temperatures rise again. Higher traffic volumes sometimes require the Chip Seal to be broomed
before this time frame. In these circumstances, brooming the road early in the morning very lightly
can also help with the loose aggregate. A vacuum truck is an alternative method for situations like
this or in situations where development along the roadway will not allow brooming the aggregate
onto the shoulder. Vacuuming allows the loose aggregate to be picked up without using the
brooming action of the mechanical broom. Furthermore, using a vacuum truck will prevent
dislodging any additional aggregate and help reduce the aggregate from collecting in yards and
driveways of adjacent property owners.

Blotting Sand
As noted in Chapter 6, weather conditions play a major role in Chip Seal placement. Some crews
will carry blotting sand on their supply truck to be used on concrete driveways if the potential
exists for asphalt to run down the driveway. Afternoon showers can sometimes appear
unexpectedly and cause the asphalt in the emulsion to run off the road. Sand dikes or breaks can
redirect the water to the grass around the driveway. Blotting sand can also be applied on the
surface of the roadway if asphalt should puddle or concern about runoff is present.

Intersections
Intersections and radii at the beginning and along the map being paved are always a challenge for
traffic control and operations. Most often, they have to be done by hand and require personnel on
the ground. The emulsion is normally applied with the spray wand on the distributor and the stone
is spread by hand out of the back end of the spreader. These activities must be completed before
the final pass of the main line seal. It is common practice of the NCDOT to pave with plant mix
asphalt for the intersections. Plant mix asphalt is the pavement type for higher volume secondary
roads. Where this is the case, most maps will begin and end at the termini of the intersections.
These locations do not need to be resurfaced unless directed by the Engineer or specified in the
contract. Care should be taken to not over apply any of the material.

Construction Vehicle Management

The supply of materials to the Chip Seal Treatment train is vital to the ongoing production of the
Chip Seal Treatment crew. Distributors and dump trucks will make numerous trips back and forth
to loading areas to resupply the Chip Seal Treatment train. If care is not taken, the heavy vehicles,
multiple trips, and frequent turnarounds will dislodge the aggregate, even after it has been rolled.
The ultimate strength of a Chip Seal is developed from the time the rolling is completed through
the time it takes to cure. Quite often, the heaviest loads the surface will bear are the construction
equipment, which makes it the most likely to damage the newly paved surface. To that end, the
operators of these pieces of equipment need to use caution as they perform their duties. Where

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possible they should avoid turning around on newly constructed Chip Seals. They should stagger
their tire tracks across the lane by riding on the far left or far right on the lane lines avoiding the
wheel paths. They should also space themselves out over the entire section to be paved and avoid
any unnecessary trips.

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13. I NSPECTIONS AND QA/QC

Inspection

The NCDOT will provide inspectors for the placement all Chip Seal Treatment work within the
Divisions. Their function is to assure compliance to all Specifications contained in the contract and
standard specifications. They also are required to complete the AST Daily Report to obtain
quantities for pay items included in the contract. The completion of their work helps ensure both
quality of work accomplished and accuracy in materials placed for pay items. Understanding their
role is also important to the overall success of the project.

Typical areas of concern for the inspector are identical issues for the contractor and are as follows:
• Weather – temperature and rain
• Calibration – 100 foot test section
• Cleanliness of roadway
• Total square yards to be paved
• Temperature of emulsion
• Application rate of emulsion
• Amount of emulsion used
• Square yards of aggregate placed
• Timeliness of emulsion and aggregate laydown
• Timeliness of rolling
• Proper Signage and Traffic Control
• Quality of both emulsion and aggregate

Each of these items have been discussed in the manual so a general understanding of potential
issues will help ensure a successful project. Attention to the details in weather, temperatures, road
preparation, and uniform applications are the general observations that can be made before and
during laydown. The quantities of materials used can be easily calculated at the conclusion of each
lift and verified against the application rates being used that day. The Daily Report will help direct
the calculations and eventually calculate the pay items for each map. It is recommended an AST
Daily Report be done on each map completed even if multiple maps are completed on one day. If
the map requires multiple days then multiple Daily Reports would be required for that particular
map.

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Figure 29. AST Inspectors Daily Report.

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North Carolina Department of Transportation

Chip Seal Best Practices Checklist

1. Has the Certificate of Compatibility been submitted for each Chip Seal type?

2. Has the existing roadway surface been cleaned and prepared for the Chip Seal?

3. Are weather conditions, air, and surface temperatures sufficient for Chip Seal
application?

4. Are traffic control signs in place and is pilot car ready?

5. Have the Bills of Laden for the asphalt emulsion been received?

6. Has the Distributor truck been calibrated for this project?

7. Is the target rate of emulsion for each Chip Seal type known?

8. How will the gallons of emulsion be measured or determined?

9. Is the application temperature of emulsion between 160-170°F?

10. Does the Distributor spray a uniform lift of emulsion?

11. Is spray pattern free from streaks or heavy concentrations of emulsion?

12. Has the Aggregate Spreader been calibrated for this project?

13. Is the target rate of aggregate for each Chip Seal type known?

14. Has Aggregate Spreader been calibrated across the width of the Spreader box?

15. Does the Spreader apply a uniform lift of aggregate?

16. Is the aggregate clean and free from dirt, dust, or debris?

17. Are pulls covering the edge of road and centerline joints completely?

18. Is excess aggregate being removed before additional lifts are being placed?

19. Are the Pneumatic and Steel Wheel Rollers operational?

20. Are Roller coverages completed within 5 minutes of emulsion placement?

21. Is traffic being maintained through the work zone?

22. Are mechanical or other brooms in proper working condition?

Figure 30. NCDOT Chip Seal Best Practices Checklist.

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Sampling

The certificate of compatibility serves as the primary tool before beginning work to assure the
NCDOT that the materials supplied for the project are acceptable and will bond as required. The
Materials and Tests (M&T) Unit inspects source materials on a regular basis without the need of
project specific testing. However; once the project has begun should issues arise, the Engineer
has the ability to sample both the emulsion and aggregate to assure the materials are within
specification. The M&T Unit in Raleigh conducts testing for the Divisions and can be reached at
919-329-4000. The M&T Unit conducts periodic inspections of both emulsion and aggregate but in
the event there is a performance issue in the field, additional testing will be required. The inspector
can take samples of either the emulsion or aggregate according to M&T guidelines found in the
Asphalt Emulsion Field Manual or Aggregate Gradation Tests and send to the lab for additional
testing.

Asphalt Emulsion sampling is governed by AASHTO T40. There are several tests that can be run
but the ones that normally effect Chip Seals are the Viscosity, Penetration, Elastic Recovery, and
Particle Charge. Failures by the emulsion on any of these tests could result in bleeding or aggregate
loss and failure of the Chip Seal. These tests are described in the Asphalt Emulsion Lab Manual
and can be obtained from the M&T Unit.

Aggregate Gradation tests are described by AASHTO T27 and T11. Portions of both these tests are
important to a successful Chip Seal. They give the sieve analysis and amounts of fine materials
present in the aggregate. Aggregates failing either of these tests will cause aggregate loss and
bleeding. The Asphalt Section of the M&T Unit can assist with these tests and can be contacted at
919-329-4060.

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14. S UMMARY
A quality Chip Seal will be achieved provided the attention to details is put into every aspect of its
placement. Experience is the best teacher! There is no room for error in material handling, laydown
workmanship, and traffic control. Controlling all these factors and following the procedures in this
manual will aid in producing a successful project.

The use and handling of approved materials begins the process. Emulsions must be maintained
within appropriate temperature ranges. Excessive heating and cooling reduces the ability of the
emulsion to perform as desired. Aggregates must be clean and free from debris. Stockpiles must
be kept segregated and care should be taken by the loader to avoid digging too deep and adding
unwanted material that the aggregate is placed on. Spreader boxes and distributor bars should be
kept clean and free from debris. Periodically they should be cleaned for optimal performance.
Anything that restricts or reduces the uniform application of material will cause a problem.
Documentation of emulsion suppliers, temperatures, and application rates as well as aggregate
sources will assist in controlling and knowing approved materials are being used.

Using the right material is effective; provided it is placed properly. Observation of the Chip Seal
Treatment process is the best way to inspect this part of the work. The applications should be
uniform across the road surface. There should not be gaps, streaks, or voids in the emulsion or
aggregate. The rate could be correct but if the material is not uniformly placed, there will be
problems. The Chip Seal Treatment train should not become spread out. The aggregate spreader
should follow the distributor; within approximately 500 feet, followed by the rollers; within 5
minutes. Any foreign material or excessive aggregate piles observed should be removed before
rolling. Observation of the process provides the best assurance that the Chip Seal is being placed
properly.

Maintaining proper traffic control throughout the process is always of first importance. For the
safety of the traveling public, the crew, the inspector, and the effectiveness of the seal, traffic
control must be in place from beginning to end. As work is completed and the equipment removed
from the road, traffic control should continue to be deployed as traffic is allowed to resume travel
at reduced speeds. Loose aggregate is inevitable. By helping control the speeds of the traveling
public, the curing out process will be more effective and driver safety improved.

Road Oil has been and will continue to be an excellent cost effective treatment for the many
miles of Secondary Roads maintained by the Department. The proven technique’s developed
over the years and the research studies recently completed, only validate this approach to
roadway maintenance. This Best Practices Manual coupled with experience gained by placing
Chip Seal Treatments, will continue to serve the traveling public for years to come; all the
while, preserving the North Carolina Department of Transportation statues as the “Good
Roads State.”

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