You are on page 1of 154

Government of the Republic of Ghana

Ministry of Road Transport


SURFACE DRESSING MANUAL
May 2005

First Edition
________________________________________________________________________________________________________________________

TABLE OF CONTENTS

1.

INTRODUCTION

1.1

SCOPE

1.2

SURFACE DRESSING

1.3

THE GHANA NETWORK

1.4

SURFACE DRESSED PAVEMENTS

1.5

RESEALING

2.

BITUMINOUS MATERIALS

2.1
GENERAL
Description
Types of Bitumen Binders
Selection of Type and Grade
Bitumen in Ghana
Viscosity
Methods to Change Viscosity
Polymer Modified Bitumen (PMB)

4
4
4
4
4
5
5
5

2.2
BITUMEN
Base Crudes
Production
Standard Classification
Specification Requirements
Physical Properties of Bitumen

6
6
6
6
6
7

2.3
CUTBACK BITUMEN
Production
Grades and Applications of Cutback in Ghana
Setting Up

10
10
10
10

2.4
BITUMEN EMULSION
Description
Types
Composition
Production
Standard Grades
Special Products
Specification
Breaking of an Emulsion
Handling and Storage
Mixing Emulsions
Field Behaviour
Co-efficient of Expansion

12
12
12
13
13
13
14
14
14
16
16
16
17

2.5
POLYMER MODIFIED BINDERS (PMBs)
General
Adhesion and Cohesion Characteristics

17
17
18

2.6
ADDITIVES
General

18
18

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 1

Cutter Oil
Adhesion Agent

3.

CHIPPINGS

18
18

19

3.1
GENERAL
Source Rock
Types of Chippings in Ghana

19
19
19

3.2
CHIPPING REQUIREMENTS
Material and Shape Requirements
Wearing Qualities
Adhesion
Shape
Grading
One Sized Chippings
Average Least Dimension (ALD)

19
19
19
20
20
22
22
23

3.3
PRECOATING OF CHIPPINGS
General
Precoating Materials

25
25
25

3.4
GEOTEXTILES
General
Choice of Geotextile

26
26
26

4.

TYPES OF TREATMENT

27

4.1

GENERAL

27

4.2
CLASSIFICATION OF TREATMENTS
Initial treatments
Seals
Reseals
Types of Seals and Reseals
Other Treatments

27
27
28
28
29
29

5.

DESIGN

30

5.1
GENERAL
Definitions

30
30

5.2
DESIGN OF PRIMES
General
Design Procedure
Application Rates

30
30
31
31

5.3
DESIGN OF PRIMERSEALS
General
Design Procedure

34
34
34

5.4
DESIGN OF SEALS AND RESEALS
General
Single Application Seals
Double Application Seals
Binder
Chipping Size

38
38
38
38
39
39

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 2

Chipping ALD
Curing of Primerseals
Seal and Reseal Design Procedure
Chipping Design Procedures
Design Calculation Sheet

39
39
40
42
43

5.5
DESIGN OF BITUMEN EMULSION SEALS
General
Binder Design Primersealing
Binder Design Seals and Reseals
Emulsion Calculations
Maximum Allowable Rates
Design Calculation Sheet
Chipping Design Procedures

48
49
49
49
49
50
50
50

5.6
DESIGN EXAMPLES
Primerseal
Seal
Double Seal Hot Applied Bitumen

52
52
53
56

5.7
DESIGN SHEETS
Prime Design
Primerseal Design for Cutback Bitumen
Primerseal Design for Bitumen Emulsion ( 70% Bitumen)
Seal and Reseal Design for Hot Applied Bitumen Binder
Double Seal Design for Hot Applied Bitumen Binder
Seal and Reseal Design for Bitumen Emulsion

59
59
60
60
61
62
64

5.8
DETERMINING AVERAGE LEAST DIMENSION (ALD)
General
Apparatus
Sampling
Procedure
Calculation

65
65
65
65
65
66

5.9
SAND TEXTURE TEST
Equipment
Test Sites
Test Procedure
Calculate Surface Texture Depth (T)

68
68
68
68
69

5.10 BALL PENETRATION TEST


Definitions
Apparatus
Procedure

71
71
71
71

5.11 RESISTANCE TO STRIPPING OF CHIPPINGS


Apparatus
Test Samples
Preparation Of Test Samples
Test Procedure
Calculations
Reporting

74
75
76
76
77
78
79

6.

80

CONSTRUCTION PRACTICE

6.1
PREPARATIONS FOR SEALING
General
Inspections

80
80
80

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 3

Site Preparation
Supply of Binder
Supply and Precoating of Chippings
Sampling of Chippings
Plant Requirements
Spray Gang
Traffic Control Strategy
Job Instructions
Repairing Pavement before Sealing

81
81
81
84
84
85
85
86
86

6.2
HANDLING HOT BITUMINOUS MATERIALS
General
Transferring Material
Heating
Mixing Bituminous Materials
Storage

87
87
87
88
88
92

6.3
PREPARATION OF PAVEMENT SURFACE
General
Primers and Primerseals
Seals and Reseals

94
94
94
95

6.4
SPRAYING OPERATIONS
Setting Out
Spray Width
Quantity of Binder to be Sprayed
Loading the Distributor
Spraying
Spray Nozzles
Measurement of Binder Quantity
Binder Temperature
Traffic Control
Cut Off Paper
Positioning the Distributor and Chipping Trucks
Commence Spraying
Remove Cut Off Paper
Determine Binder Application Rate
Overlap Longitudinal Joints

95
96
96
96
96
97
97
97
97
97
97
97
98
98
98
99

6.5
CHIPPING OPERATIONS
Loading
Spreading
Rolling Chippings
Sweeping

99
99
99
101
102

6.6
TRAFFIC CONTROL
General
Spraying Operation
Protection of New Bituminous Seals

103
103
104
104

6.7
PRIMING
Spraying Temperature
Primer Set Up
Covering Primes
After Care

104
104
104
105
105

6.8
PRIMERSEALING
Spraying Primerbinder
Trafficking the Primerseal

105
105
106

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 4

6.9
SEALING AND RESEALING
Curing of Primes and Primerseals
Spraying Binder
Trafficking Seals and Reseals
After Care

106
106
106
106
106

6.10 EMULSION SEALING AND RESEALING


General
Type of Emulsion
Precoating Chippings
Pavement Preparation
Heating Emulsion
Spraying
Chip Spreading
Scatter Coat
Rolling
Traffic on the Fresh Seal
Sweeping

107
107
107
108
108
108
108
108
108
108
109
109

6.11 SITE INSPECTION SHEETS


Site Visit Checklist
Surface Texture Assessment

110
110
112

6.12

DAILY SPRAY RECORD SHEET

113

6.13

CHECK SHEET FOR TRAY TESTING BITUMEN SPRAY RATE

113

7.

MAJOR PLANT ITEMS

7.1

GENERAL

115

7.2

BITUMEN STORAGES AND ROAD TANKERS

115

115

7.3
BITUMEN DISTRIBUTOR
Calibration
Spraying Certificate and Table
Spraying Jets

115
116
117
117

7.4

CHIPPING LOADER

121

7.5

CHIPPING SPREADERS

121

7.6

ROLLERS

121

7.7

BROOM

122

8.

FAILURES AND REMEDIES

8.1

GENERAL

123
123

8.2
DEFECTS IN TREATMENTS
Initial Treatments
Retreatments

123
123
124

8.3
REMEDIES
Priming
Primersealing
Sealing

124
124
124
125

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 5

9.

TRAFFIC MANAGEMENT

127

9.1
GENERAL
Basic Requirements

127
127

9.2
SIGNING THE WORKSITE
Planning
Design
Installation
Operation
Removal

127
127
128
128
129
129

9.3
TRAFFIC CONTROLLERS
Functions of a Traffic Controller
Equipment
Instructions
Approach Tapers

130
130
130
130
131

10.

SAFETY

134

10.1 GENERAL
Storage and Blending Areas

134
134

10.2 PERSONNEL
Manual Handling
Falls
Protective gear
Burns Treatment (see Bitumen Burn Card)
Shock
Fumes
Hydrogen Sulphide
Skin Exposure
Public Safety
Contractors / Subcontractors

135
135
135
136
136
136
136
137
137
137
137

10.3 ROAD TANKERS


Loading and Unloading
Transfer
Blending
Heating
Using LPG
Blockages
Distributors
Brooms
Trucks
Roller Operators
Drum Cleaning and Filling
Drum Handling-Loading / Unloading Vehicles
Drum Opening Decanting
Fire
Testing
- Sampling
Office
Supervisor instructions

138
138
138
138
139
139
140
140
140
141
141
141
141
142
142
142
142
143

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 6

1.

INTRODUCTION
1.1

SCOPE

This manual has been prepared to assist personnel involved in surface dressing in
Ghana. It provides a reliable approach to all aspects of surface dressing including
design and practice.
The information provided is based on the current best practice of overseas road
authorities and the experience of road agency staff of Ghana.

1.2

SURFACE DRESSING

Surface dressing is the common name given to the method of applying a bituminous
film that water proofs the surface, and acts as a binder to hold the stone chips in
place. The stone chips then provide the wearing surface for traffic. Surface dressing
however, is also known as sprayed sealing.
The main objectives of surface dressing are:

To waterproof the pavement thereby protecting the pavement from traffic


abrasion and weather
To provide a surface with good riding qualities for road users
To reduce vehicle operating and maintenance costs.

The choice of a surface dressing over asphalt depends on many factors including the
operating environment and financial considerations. On a flexible pavement in rural
locations, surface dressing will generally be selected unless other factors notably
traffic volume dictate a higher class pavement and surfacing.

1.3

THE GHANA NETWORK

The Ministry of Road Transport is responsible for approximately 48,000 km of roads


of which about 6,900 km or 14% are surfaced dressed, or 1,600 km or 3.3 %,
surfaced in asphalt or concrete, with the remaining 39,500 km being gravel.
Delivery of services for the construction and maintenance work on the road network
is generally performed by contracts managed by the road agencies, namely Ghana
Highway Authority, Department of Feeder Roads, and Department of Urban Roads.

1.4

SURFACE DRESSED PAVEMENTS

Pavements which are to be surface dressed in Ghana are often made up of naturally
occurring materials. On the more heavily trafficked roads a mechanically stabilised
rock or manufactured crushed material is often used for the road base.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 1

To prepare a pavement for initial sealing (the first sprayed seal ) the top of the
pavement is watered, rolled and graded to provide a surface with a smooth tight and
uniform texture. The surface dressing is then applied to the prepared surface. While
there are various techniques, essentially they are all a sprayed layer of bitumen with
stone chips rolled into the bitumen.
Proper preparation of the pavement surface is essential to achieve a first class
surface dressing. Therefore the pavement must properly designed and constructed
to withstand the expected traffic loading before sealing is done.
The traffic runs on top of the stone chippings and the tyres do not come into contact
with the bitumen. A sketch of the basic arrangement of a sprayed seal is shown in
Figure 1.1.
The stone chippings are one sized and must be clean and durable. They must also
be precoated with a mixture of diesel fuel oil and bitumen before being spread onto
the bitumen.

Note: Bitumen rises around chippings and holds it in place


Bitumen does not come into contact with tyre

Figure 1.1

Sketch Showing Tyre Contacting the Chippings and


Clearance to the Bitumen

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 2

1.5

RESEALING

As surface dressing is very thin, it requires regular maintenance to quickly repair


tears to the surface and pot holes. Pavements surfaced with surface dressing are
normally treated by resealing on a regular basis.
After the pavement has been treated initially, it should be resealed every 6-10 years
as part of a periodic maintenance program.
Resealing restores the surface texture, and water proofs the pavement. As a seal
ages, the bitumen oxidizes resulting in loss of chippings. The bitumen then tears
and pot holes form in the pavement from traffic abrasion. The oxidization also
causes cracking in the seal which allows water to enter the pavement resulting in
pavement failure.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 3

2.

BITUMINOUS MATERIALS

2.1

GENERAL

Description
The basic material used as a binder for bituminous surfacing work is residual
bitumen, obtained by processing the residual from the refining of naturally occurring
crude petroleum.
Types of Bitumen Binders
Various grades of bitumen binders are generally prepared and used in one of the
following forms:

Bitumen
Cutback Bitumen using kerosene as a solvent (cutter)
Bitumen Emulsion
Polymer Modified Bitumen or PMB (by the addition of natural rubber or other
polymers)
Fluxed bitumen using diesel as a solvent (not used in Ghana)

Selection of Type and Grade


The choice and type of grade of binder selection include:

The nature of the work


Climatic conditions
Traffic
The loads to be carried
Type and size of chippings used

For economy, a binder should have as long a life as possible and be resistant to
hardening by weathering. To achieve this, the binder used should contain the largest
proportion of the softest practical grade of bitumen to perform in the service
conditions expected

Bitumen in Ghana
The bitumen used for surface dressing in Ghana is grade AC10 as discussed
below. It is also proposed to introduce polymer modified bitumen in the future for use
in special circumstances, such as areas subject to high speed traffic, and to
minimise crack reflection in distressed pavements or to improve chipping retention.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 4

Viscosity
Viscosity is the main property used to classify grades of bitumen. It gives an
indication of the state of the bitumen at various temperatures. The variation in
viscosity of grade AC10 bitumen with temperature is shown in Table 2.1.

Table 2.1
Variation in Viscosity with Temperature of Grade AC-10 Bitumen

Temperature
C
25
60
70
135
185

Approx. Viscosity
Poise
500,000
1000
300
1.5
0.8

Condition
Very Viscous, semi-solid

Heavy Liquid
Free flowing liquid

Methods to Change Viscosity


The viscosity of grade AC-10 bitumen at ambient temperatures is very high which
means that it is very viscous or semi solid. Bitumen cannot be used in this condition.
To change the viscosity of a binder into a condition suitable for the particular type of
work, one or a combination of the following methods may be used:

Heating
Cutting back
Emulsification

The most common method of reducing viscosity is by heating. Heating to the


specified temperature reduces the viscosity so that it is suitable for spraying.

Polymer Modified Bitumen (PMB)


It may at times be necessary to enhance the properties of the bitumen (e.g.
elasticity, toughness, adhesion) by the addition of special materials.
Polymer modified binders are mainly used to minimise crack reflection in sprayed
seal work over cracked pavements or to improve chipping retention in high stress
areas such as on winding alignments.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 5

2.2

BITUMEN

Base Crudes
Deposits of crude petroleum occur all over the world in varying quantities and
qualities. The bitumen used in Ghana is supplied by the oil refinery in Cote DIvoire.
The refinery imports the crude petroleum from Venezuela which is one of the worlds
most important oil producing areas. The crude petroleum found in Nigeria is
unsuitable for the production of bitumen.
Bitumen is also found in naturally occurring deposits but these cannot compete
economically with refinery-produced bitumen and are not generally used in the road
industry.
Production
Crude petroleum is a mixture of a large number of individual hydrocarbons, many of
them closely related to each other, with boiling ranges which extends continuously
from far below 0C to above 300C.
At the refinery crude oil, is distilled by heating with the lighter fractions evaporating
off leaving a residue. This residue is processed to produce a soft bitumen.
The various grades of bitumen are produced by blowing air through the soft bitumen
to oxidise it and make it harder or by combining soft and harder grades. The end
product is known as residual bitumen.
A sketch of the distillation process is shown in Figure. 1.2.

Standard Classification
The residual bitumen is classified into grades mainly on the basis of viscosity
measured at 60C. The grade of bitumen specified by the Road Agencies for use in
sealing work in Ghana is grade AC10 which has a viscosity of 1000200 Poise at
60C.

Specification Requirements
Grade AC -10 bitumen must conform to the properties of ASTM D3381.92 as shown
in Table 2.2 .

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 6

Figure 1.2

Sketch Showing Crude Oil Distillation Process

Table 2.2
Properties of Bitumen ASTM D3381.92

Test

AC-2.5

AC-5

AC-10

AC-20

AC-40

Viscosity 60C Poise


Viscosity 135C cst
Penetration 100g 5min
Flash point Cleveland
Open cup
Solubility in TrichloroEthylene min %
Tests on residue form
Thin film oven test
Ductility 25 cm/min

25050
80
200

500100
110
120

1000200
150
70

2000400
210
40

4000800
300
20

219

232

232

163

177
99.0

99.0

99.0

99.0
1250
100

99.0
2500
100

5000
50

10000
20

20000
10

Physical Properties of Bitumen


The physical properties of residual bitumen to be considered when heating and
handling are as follows:
________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 7

(a)

Specific Gravity
The specific gravity (SG) of a material may be taken as the mass of a volume
of that material compared to the volume of mass of an equal volume of water.
The specific gravity of bituminous materials is normally given at 150C.
Using the fact that 1 tonne = 1000 kilogram and that 1 litre of water has a
mass of approximately 1 kilogram, the volume of material delivered can be
calculated from the known mass.
For convenience the specific gravity, mass per litre, and litres per tonne that
may be used for conversion from mass to volume are tabulated in Table 2.3

(b)

Co-efficient of Expansion
Bitumen expands when heated and contracts when cooled from a given
temperature. The rate of expansion or contraction is uniform and is expressed
as the co-efficient of expansion. For convenience, the multiplier to be used to
correct volumes for any temperature between 15C and 200C are shown in
Table 2.4

Table 2.3
Mass and Litres Conversion Table

Material

Specific
Gravity

Kilograms
per Litre

Litres per
Tonne

1.030

1.030

970

Cutback Bitumen
AMC 00
AMC 0
AMC 1
AMC 2
AMC 3
AMC 4

0.90
0.92
0.94
0.96
0.98
1.00

0.90
0.92
0.94
0.96
0.98
1.00

1115
1085
1060
1040
1020
1000

Bitumen Emulsion

1.00

1.00

1000

Flux Oil

0.84

0.84

1190

Cutter

0.78

0.78

1285

0.95

0.95

1055

Grade AC-10
bitumen

Adhesion Agent

Approximate Average at 15C

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 8

Table 2.4
Bitumen Volume Correction Tables
BITUMEN VOLUME CORRECTION TABLES
0

COLD BITUMEN to HOT BITUMEN at 15 C

HOT BITUMEN to COLD BITUMEN at 15 C

Temperature
C -celsius

Multiplier

Temperature
C -celsius

Multiplier

15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
125
130
135
140
145
150
155
160
165
170
175
180
185
190
195
200
205
210
215
220

1.0000
1.0034
1.0068
1.0102
1.0137
1.0171
1.0205
1.0239
1.0273
1.0307
1.0341
1.0376
1.0410
1.0444
1.0478
1.0512
1.0546
1.0580
1.0615
1.0649
1.0683
1.0717
1.0751
1.0785
1.0819
1.0854
1.0888
1.0922
1.0956
1.0990
1.1024
1.1058
1.1093
1.1127
1.1161
1.1195
1.1229
1.1263
1.1298
1.1332
1.1366
1.1400

15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
125
130
135
140
145
150
155
160
165
170
175
180
185
190
195
200
205
210
215
220

1.0000
0.9970
0.9940
0.9910
0.9880
0.9850
0.9820
0.9790
0.9760
0.9730
0.9701
0.9671
0.9641
0.9611
0.9581
0.9551
0.9521
0.9491
0.9461
0.9431
0.9401
0.9371
0.9341
0.9311
0.9281
0.9251
0.9221
0.9191
0.9161
0.9131
0.9102
0.9072
0.9042
0.9012
0.8982
0.8952
0.8922
0.8892
0.8862
0.8832
0.8802
0.8772

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 9

2.3

CUTBACK BITUMEN

Production
Cutback bitumen is manufactured from refinery produced bitumen, cut back (thinned)
with petroleum solvents of selected volatility to produce products which are more
fluid and of easily worked viscosities. The distillation range of the solvent used
determines the curing characteristics and the types that may be made.

Grades and Applications of Cutback in Ghana


The grades of cutback bitumen produced fall into three main categories:

Standard Grades

These grades were originally divided into grades based on viscosity as detailed in
Table 2.5. However, following a review in 1998, it was decided to include a second
grading system to extend the viscosity range. The two grading systems are detailed
in Table 2.6. The grade of cutback bitumen specified for primersealing is AMC4
which contains 16 % cutter by volume.

Proprietary Grades

These grades were also divided based on viscosity, but using refinery residues
and/or different cutters to the standard grades. They may or may not comply with the
Standard Grades.

Field Produced Grades

These grades are produced in the field by mixing AC-10 bitumen, and cutter to
produce grades which are broadly equivalent in performance to the standard grades.

Setting Up
Cutbacks set up or thicken and increase in viscosity after spraying by three
processes:

Reduction in temperature
Loss of the light oils by evaporation
Selective absorption of the oils by the fines in the pavement material.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 10

Table 2.5
Grades of Cutback Bitumen Originally Specified

Kinematic Viscocity at 60C (140F)


(See Note 1) centistokes
Flash point (Tag. open-cup).
degrees C (F)
Water, percent
Distillation test:
Distillate, percentage by volume of total distillate to
360 C (680 F)
to 225 C (437 F)
to 260 C (500 F)
to 315 C (600 F)
Residue from distillation to 360 C
(680 F) Volume percentage
of sample difference
Tests on residue from distillation:
Absolute viscosity at 60C (140 F)
poises
Ductility,5cm/min,cm(See Note 2)
Solubility in Trichloroethylene. - %
Spot test (See Note 3) with:
Standard naphtha
Naphtha-xylene solvent - percent xylene
Heptane-xylane solvet, - percent xylene

MC-30
Min.
Max.

MC-70
Min.
Max.

MC-250
Min.
Max.

MC-800
Min.
Max.

MC-3000
Min.
Max.

30
38
(100)
-

140
-

0.2

3,000
66
(150)
-

6,000
-

0.2

800
66
(150)
-

1,600
-

0.2

250
66
(150)
-

500
-

0.2

70
38
(100)
-

40
75

25
70
93

0
20
65

20
60
90

0
15
60

10
55
87

0
45

35
80

0
15

15
75

50

55

67

75

80

300
100
99.0

1200
-

300
100
99.0

1200
-

300
100
99.0

1200
-

300
100
99.0

1,200
-

300
100
99.0

1,200
-

60
-

0.2

Negative for all Grades


Negative for all Grades
Negative for all Grades

NOTE 1 - As an alternate, Saybolt-Furol viscosities may be specified as follows


Grade MC-70 - Furol viscosity at 50 C (122 F) - 60 to 120 sec.
Grade MC-73 - Furol viscoity at 25C (77F) - 75 to 150 sec.
Grade MC-250 - Furol viscoity at 60C (140F) - 125 to 250 sec.
Grade MC-800 - Furol viscoity at 82.2C (180 F) - 100 to 200 sec.
Grade MC-3000 - Furol viscoity at 82. 2C (77F) - 300 to 600 sec.
NOTE 2 - If the ductitlity at 25 C (77 F) is less than 100, the material will be acceptable if ductility at 15.5 C (60 F) is more
than 100.
NOTE 3 - The use of the spot test is optional. When specified, the Engineer shall indicate whether the standard naphtha solvent, the naphtha xylene solvent, or the heptane xylene solvent will be
used in determining compliance with the requirement, and also, in the case of the xylene solvents, the percentage of xylene to be used.

Ministry of Road Transport

Surface Dressing Manual 11

Table 2.6
Grades of Cutback Bitumen Currently Specified
Classification
Priming

Primerseal

Seal

Additional
Grade
AMC00
AMC0
AMC1
AMC2
AMC3
AMC4
AMC5
AMC6
AMC7

2.4

Approx.
ASTM Grade
MC30
MC70
MC250
MC800
MC3000

Viscosity Cst
8-20
30-60
70-140
250-500
500-1500
1500-5000
5000-12000
12000-32000

% Kerosene
by volume
56
44
34
27
21
16
11
7
3

BITUMEN EMULSION

Description
Bitumen emulsion is a liquid product in which a substantial amount of very finely
divided bitumen is suspended in water by means of one or more emulsifying and
stabilising agents.
Types
The nature and type of emulsifying agents control the type of the bitumen emulsion
that is produced. The types of bitumen emulsion manufactured for road making
purposes are:
(a)

Anionic
Anionic emulsion is one in which the suspended bitumen particles are
negatively charged.

(b)

Cationic
Cationic emulsion is one in which the suspended bitumen particles are
positively charged.

(c)

Non Ionic
Non-ionic emulsion is an inverted bitumen emulsion, which is basically
droplets of water dispersed in bitumen, and the bitumen has no electrical
charge. These emulsions are not commonly used.

Ministry of Road Transport

Surface Dressing Manual 12

Composition
Bitumen emulsions are manufactured from three components, which may be varied
in proportion in the mixture to provide specific properties. The components are:

Binder - generally AC-10 bitumen, but other grades may also be used.
Water
Emulsifier

Emulsions can also be made from polymer modified binders.

Production
Bitumen emulsion is commonly manufactured using a colloid mill. In a colloid mill the
bitumen is subjected to a shearing force by means of two discs or cylinders rotating
in opposite directions, or in the same direction at different speeds, with only small
clearance between them. The shearing force from the mill produces fine droplets of
bitumen. The size of the droplets can be varied, by adjusting the clearance in the
mill. The two phases, bitumen and water plus emulsifier, are introduced into the mill
together. The mixture from the mill, is usually discharged into a holding tank fitted
with a mechanical stirrer to continue mixing the components and prevent
sedimentation.

Standard Grades
Bitumen emulsions are produced to conform to specific grades which are defined
according to the time it takes the emulsion to break, i.e. the time it takes to form a
continuous film of bitumen over the surface to which the emulsion is applied. The
standard grades are shown in Table 2.7.

Ministry of Road Transport

Surface Dressing Manual 13

Table 2.7
Standard Grades of Bitumen Emulsion
Type of emulsion
Anionic

Cationic

Grade
ARS = rapid setting
AMS = medium setting
ASS = slow setting
CRS = rapid setting
CMS = medium setting
CSS = slow setting
CAM = aggregate mixing

Special Products
Polymer Modified Binder (PMB) emulsions are special products that are currently not
available for use in Ghana. They are generally designed to suit particular
applications, for example, polymers may be added to improve the early strength,
produce a binder for a Strain Alleviating Membrane (SAM), a High Strength Seal
(HSS) or reduce temperature susceptibility.

Specification
Emulsions used in sealing and resealing work are normally the rapid setting type.
They are also predominantly cationic emulsions because they can be used with a
wider range of chippings and better tolerate the presence of water than anionic
emulsions.
The properties required of the cationic standard grades of bitumen emulsion
produced are given in Table 2.8.

Breaking of an Emulsion
A bitumen emulsion is said to break" when the bitumen and water separate out and
the bitumen forms a film on the surfaces to which the emulsion is applied. Breaking
can be seen by the emulsion changing colour from brown to black. The time taken to
break cannot be exactly predicted as it is influenced by the prevailing weather
conditions and the chippings. Rapid setting emulsion will break more quickly under
the same conditions than a medium or slow setting grade.
The types of bitumen emulsion produced break by different actions.
(a)

Anionic Emulsion
The breaking of an anionic emulsion normally occurs when the water is lost by
evaporation or absorption. The breaking of an anionic emulsion is therefore
more influenced by the prevailing weather conditions.

Ministry of Road Transport

Surface Dressing Manual 14

R E Q U IR E M E N T S F O R C A T IO N IC E M U L S IF IE D B IT U M E N
TYPE
GRADE
TE S TS
V is c o s ity ,S a y b o lt fu ro l a t 2 5 o C s
V is c o s ity ,S a y b o lt fu ro l a t 5 0 o C s
S to ra g e S ta b ility te s t 2 4 h , %
C la s s ific a tio n te s t
C o a tin g a b ility a n d W a te r re s is ta n c e
C o a tin g o f d ry a g g re g a te
C o a tin g a fte r s p ra y in g
C o a tin g w e t a g g re g a te
P a rtic le c h a rg e te s t
S ie v e te s t
B re a k in g In d e x (w ith s ilic a fille r) g
D is tilla tio n
O il d is tilla te b y v o lu m e o f E m u ls io n %
R e s id u e %
T e s t o n re s id u e fro m d is tilla tio n te s t
P e n e tra tio n 2 5 o C , 1 0 0 g 5 s
o
D u c tility 2 5 C 5 c m /m in , c m
S o lu b ility in T ric h lo ro e th y le n e %

Ministry of Road Transport

T A B L E 2 .8

R A P ID S E T T IN G
C R S -1
C R S -2
m in
m ax
m in
m ax

M E D IU M S E T T IN G
C M S -1
M S -2 h
m in
m ax
m in
m ax

S L O W S E T T IN G
C S S -1
C S S -1 h
m in
m ax
m in
m ax
20

20

100
1
Passes

P o s itiv e
0 .1
<100

100

400
1
P asses

P o s itiv e
0 .1
<100

3
60
80
40
9 7 .5

80
40
9 7 .5

450

G ood
F a ir
F a ir
F a ir
P o s itiv e
0 .1
8 0 -1 4 0

3
65

120

50

80
40
9 7 .5

100

P o s itiv e
0 .1
>120

P o s itiv e
0 .1
>120

12
65

120

20

450

G ood
F a ir
F a ir
F a ir
P o s itiv e
0 .1
8 0 -1 4 0

12
65

120

50

100

40
40
9 7 .5

Surface Dressing Manual 15

57
90

80
40
9 7 .5

57
120

40
40
9 7 .5

90

(b)

Cationic Emulsion
Cationic emulsions break for the same reason, but the positive charge on the
bitumen particles also reacts with the negative surface charge on the
chippings which gives a more rapid break and good adhesion. This is an
important advantage in the use of cationic emulsions as it makes them less
dependent on evaporation.

Handling and Storage


Emulsion has a finite life in storage. The extent of the life depends on the
formulation, handling and storage. As bitumen is heavier than water the fine droplets
will settle out in time. This is known as sedimentation, which can be minimised by
periodic agitation of the emulsion.
When the droplets stick together and form lumps this is known as coagulation.
Coagulation is a partial or complete breakdown of the emulsion and is serious
because it cannot be corrected in the field. The whole of the emulsion in the
container becomes useless.
To overcome sedimentation it is recommended that drums be stored upright in a
sheltered position and turned end for end once a fortnight. Bulk storage tanks are
fitted with an automatic control electric heater and agitator, usually a mechanical
stirrer, to keep the emulsion warm and the bitumen droplets in suspension.

Mixing Emulsions
Anionic and cationic emulsion must not be mixed because when they come into
contact, the emulsions will break. Care is required when changing from one type to
another. It is essential to remove all traces of the material last used by flushing out
all tanks, hoses, etc. with clean water. If the emulsion has broken and a bitumen
residue is left in the equipment this may be removed using kerosene or distillate
followed by thorough flushing with clean water.

Field Behaviour
Cationic rather than anionic emulsions are commonly used in Ghana because they
are compatible with the chippings which generally have a negative surface charge.
However, the type of chippings to be used and whether the surface is positive or
negatively charged should be determined before the type of emulsion is chosen.
Bitumen emulsions should achieve results similar to cutback bitumen. An emulsion
primer is required to soak into and bind the pavement surface the same way as a
cutback bitumen prime. An emulsion primerseal is also required to soak into and
bind the surface of the pavement yet have sufficient binder remaining to hold the
chippings and waterproof the pavement, in the same way as a cutback bitumen
primerseal.
Ministry of Road Transport

Surface Dressing Manual 16

Co-efficient of Expansion
Bitumen emulsion expands when heated and contracts when cooled from a given
temperature. The rate of expansion or contraction is uniform and is expressed as the
co-efficient of expansion. For convenience, the multiplier to be used to correct
volumes for any temperature between 15C and 85C are shown in Table 2.9.

Table 2.9
Volume Correction Tables Bitumen Emulsion
Part A
Table for calculating the volume of
bitumen emulsion at a temperature
above 15C to its volume at 15C
Temperature C
Multiplier
15
1.000
20
0.9980
25
0.9956
30
0.9935
35
0.9913
40
0.9890
45
0.9868
50
0.9845
55
0.9823
60
0.9800
65
0.9778
70
0.9755
75
0.9733
80
0.9710
85
0.9688

3.

Part B
Table for calculating the volume of
bitumen emulsion at a temperature above
15C from its volume at 15C
Temperature C
Multiplie r
15
1.0000
20
1.0020
25
1.0043
30
1.0065
35
1.0088
40
1.0111
45
1.0134
50
1.0157
55
1.0181
60
1.0204
65
1.0228
70
1.0251
75
1.0274
80
1.0297
85
1.0320

POLYMER MODIFIED BINDERS (PMBs)

General
Polymer modified binders, PMBs are currently not available for use in Ghana but
have been included for completeness. They are used in surface dressing to:

Provide a more robust binder than grade AC-10 bitumen

To improve ability to resist crack reflection, waterproofing and chipping


retention properties

Common polymer materials used in surface dressing work include:

Granular Scrap Tyre Rubber


Styrene Butadiene Styrene (SBS)
Ethylene Vinyl Acetate (EVA)

Ministry of Road Transport

Surface Dressing Manual 17

Adhesion and Cohesion Characteristics


When a polymer is added to bitumen, the fluid characteristics of the end product are
very different from those of the bitumen. Generally the cohesive (internal strength)
characteristics increase, and the adhesive (ability to stick to other materials)
characteristics decrease. PMBs are therefore more resilient, viscous and cohesive
and consequently less able to wet the chipping stones (except PMB emulsions).
For sprayed work using PMBs, an adhesion agent should be added to the bitumen
binder at all times, and the chippings pre-coated with bitumen based pre-coat. With
high concentrations of polymer, adhesion to the chipping becomes more difficult,
even when the chippings are pre-coated.

3.1

ADDITIVES

General
Additives are used to temporarily or permanently alter some of the physical
properties of bitumen. The common additives are:
Cutter
Adhesion agent
Flux oil (or diesel which is not used in Ghana)
Other additives are:
Polymers (Granular scrap tyre rubber, SBS, and EVA as discussed above)
Anti-foaming agents (Not used in Ghana)

Cutter Oil
Cutter oil, which is more commonly known as kerosene, is used to temporarily
reduce the viscosity of grade AC-10 bitumen. In Ghana cutter oil is mainly used in
the field to produce cutback bitumen for primer sealing. It is also used to flush and
clean out bitumen from tanks, spray bitumen hoses, equipment etc.

Adhesion Agent
Adhesion agents are generally made from tallow, fish oil, sunflower oil or similar
material, which improves the adhesion between the binder and chippings.
It is generally added directly to the bitumen but may also be added to the chipping
pre-coating material, or both. A typical adhesion agent is Redicote 422N which is
available in Ghana.
Ministry of Road Transport

Surface Dressing Manual 18

4.

CHIPPINGS

4.1

GENERAL

The name commonly used for stone chips in Ghana is chippings. However,
chippings are also known as aggregate. In sprayed sealing the function of the
chippings is to provide the surface for traffic to travel on and to transmit the wheel
loads to the base pavement material.

Source Rock
The material from which crushed chippings are produced should be either clean
quarried spalls of approved igneous, metamorphic or sedimentary rock free from
bedding planes or lines of weakness which would affect the product, or hard clean
gravel. It should be free from clay, organic matter, unsound rock and elongated flat
particles.

Types of Chippings in Ghana


The chippings used in Ghana are produced mainly from the granitic rock family. That
is, granite, granodiorite, tonalite, and gneiss.

4.2

CHIPPING REQUIREMENTS

Chippings should be clean, durable, and possess the necessary hardness,


toughness, wearing resistance, crushing strength and polishing resistance.

Material and Shape Requirements


The material and shape requirements of chippings are specified in Table 3.1. As
chippings are a critical component of surface dressing, it is important that all of these
requirements are met. Stripping deficiencies however, may be improved by the
addition of adhesion agents into the binder.

Wearing Qualities
The best indicator of the wearing qualities of a material is the Los Angeles Abrasion
(LAA) Test result. This test requires a sample of chippings and a number of steel
balls to be placed in a cylinder. The inside of the cylinder is fitted with shelves to lift
and drop the chippings and steel balls as it is rotated at a constant speed for a set
number of revolutions. The wearing quality of the chippings is measured by the
amount of breakdown during the test. The greater the amount of material broken
down, the poorer the quality of the chippings.
Ministry of Road Transport

Surface Dressing Manual 19

Adhesion
Adhesion between bitumen and chippings varies depending on the type and charge
of the stone. Adhesion values are determined by a laboratory test for the
assessment of resistance to stripping in the presence of moisture on samples of
chippings.

Shape
Chippings should be cubic in shape with crushed angular faces but not flat or flaky.
In practice a quantity of flat particles is always present. A flat particle is defined as a
particle having its least dimension (thickness) less than 0.6 of its mean dimension.
The quantity of flat particles is determined by the Flakiness Index test which
measures the percentage by volume of flat particles in the sample. In practice testing
and calculations are carried out on a "per mass" basis.
The lower the Flakiness Index the better the shape of the chippings, that is, the
higher the percentage of cubical stones as shown in Figure 3.1 (a) and 3.1 (b)
In Ghana the maximum permissible Flakiness Index for Size 14mm is 25% and for
Size 7 and Size 10 mm is 30%. A good quality chipping is in the range of 20 to 25%.

Chippings with good cubical shape - low flakiness index


Figure 3.1 (a)

Ministry of Road Transport

Sketch Showing Chipping with Good Shape

Surface Dressing Manual 20

Chippings with poor shape - high flakiness index


Figure 3.1 (b) Sketch Showing Chippings with Poor Shape

Table 3.1
Material and Shape Requirements of Chippings
Test

Limit

Los Angeles Abrasion (LAA)

Max %

30

Aggregate Crushing Value (ACV)

Max %

25

Sodium Sulphate Soundness (SSS)

Max %

12

Flakiness Indexes:

Elongation Indexes:
10% Fines
Wet / Dry Strength Ratio
Stripping Test [ASTM D1644-80]

Ministry of Road Transport

Max (14mm)
(10mm, 7mm)

25
30

Max

35

Min (dry) KN

210

75

Max%

Surface Dressing Manual 21

Grading
The ideal grading for surface dressing work is one which all the particles of stone are
very close to one size. One sized chippings are defined as chippings of which 60 to
70% by mass of the whole material passes a sieve of a specified size and is retained
on a sieve having an opening of 0.7 of the specified size.
For reasons of economy and practicability some variation from the ideal must be
allowed, but the range of grading should be limited as much as is reasonably
possible.
The grading requirements for one sized chippings are specified in Table 3.2.

Table 3.2
Grading of Chippings
Percentage by Weight Passing
Nominal Sizes

Sieve
Size (mm)
14mm
26.5
19.0
13.2
9.5
6.7
4.75
2.36
1.18
Min ALD

100
95-100
0-20
0-5

0-0.5
7.0

10mm

100
85-100
0-30
0-5
0-0.5
5.0

7mm

5mm

100
85-100
0-30
0-10
0-0.5
3.5

100
85-100
0-30
0-5
2.5

One Sized Chippings


As noted above only one sized chippings should be used for sealing and primer
sealing work. Figure 3.2 illustrates a sprayed seal in which one sized chippings have
been used. The figure also tries to show why oversize and undersize materials are
undesirable.
When a good one-sized chipping is used with the correct quantity of binder,
maximum contact and skid resistance are obtained between the tyre and the
chipping.
Sprayed seals also provide drainage passages between the chipping particles
allowing the rapid removal of water between the tyre and road surface. This assists
in maintaining skid resistance when the surface is wet as does the tyre tread design,
the road cross fall grade and drainage characteristics.

Ministry of Road Transport

Surface Dressing Manual 22

Figure 3.2 Sprayed Seal with One Sized Chippings

Average Least Dimension (ALD)


The first use of the term Average Least Dimension (ALD) is attributed to F. M.
Hanson, in the paper 'Bituminous Surface Treatment of Rural Highways' published
by the New Zealand Society of Civil Engineers (Incorporated) in 1935.
The ALD of a chipping is the average of the thickness of all the individual stones,
when they are spread as a single layer on a horizontal surface with their least
dimension vertical. A sketch of ALD is shown in Figure 3.3.
The ALD can be determined as follows:
(i)

Direct Measurement Method


This method involves measuring the ALD of each stone chip in a sample by
vernier calliper, dial gauge or slotted gauge. The average dimension is then
calculated to determine the ALD. Refer to Section 5.8 for details of method.

Ministry of Road Transport

Surface Dressing Manual 23

(ii)

Grading Method
The chippings sample may be tested in the laboratory to determine its
grading, median size and the flakiness index and then the ALD calculated.
The ALD is expressed in millimetres and is used to calculate the base rates of
application of binder in sprayed work.

Air voids

ALD

ALD = Average Least Dimension

Bitumen filled voids

Figure 3.3 A Sketch of ALD

Ministry of Road Transport

Surface Dressing Manual 24

4.3

PRECOATING OF CHIPPINGS

General
All chippings used in sprayed sealing should be pre-coated. A suitable pre-coating
material should be selected for the type of chipping material being used.

Pre-coating Materials
The purpose of a pre-coating material is to improve the adhesion between the binder
and the chipping by:

Minimising the adverse effect of dust

Increasing the ability of the binder to wet the chippings.

The pre-coating material generally used in Ghana is a diesel and bitumen based
material comprising 90% diesel (de-waxed distillate or gas oil) and 10% bitumen.
Adhesion agent (0.5%) should be added if available. These proportions however,
may be varied to obtain the improved adhesion.
Pre-coating of chippings at a nominal rate of 12litres/m is recommended in Ghana
but again this can be varied by testing to obtain the best uniform coating of the
chippings.
The bitumen based pre-coating materials provide improved adhesion compared to
distillate or other oil based materials.

Ministry of Road Transport

Surface Dressing Manual 25

4.4

GEOTEXTILES

General
Geotextile fabrics are not currently available for use in Ghana but have been
included for completeness. They may be used to reinforce seals and reseals.

Choice of Geotextile
There are many geotextiles available for use in sprayed bituminous seals. The
following characteristics are desirable:

Non woven geotextiles have more uniform elongation, greater resistance to


tearing and superior bitumen/fabric adhesion than woven.

Needle bonded filaments are more stable than resin bonded joins which may
become unstable when in contact with hot bitumen.

Polyesters fabrics are the most suitable as they do not melt easily, absorb
only small amounts of water and are less sensitive to sunlight than other
types.

Polypropylene fabrics may also be used provided that the bitumen spraying
temperature is less than the softening point (165C) of the material. Signs of
heat susceptibility include shrinking or melting along the edges of the fabric
after being covered with hot bitumen. Polypropylene fabrics are not
recommended for use with Polymer Modified Binders (PMBs) because of the
required spraying temperatures. However, where the binder is a Polymer
Modified Binders (PMB) emulsion, sprayed at temperatures below 90C, the
fabric can be used without risk.

Geotextiles should be stored in dry areas in their shipping bags.

The properties of geotextiles suitable for sprayed seals are given in Table 3.3.
Table 3.3
Properties of Geotextiles
Property
Mass
Thickness
Elongation
Bitumen Saturation
Melting Point
Roll width
Roll Length

Ministry of Road Transport

Typical Values
140gm/sq metre
0.6mm
25-30%
0.9 litre/sq. metre
250C
4m
150 or 300m

Surface Dressing Manual 26

5.

TYPES OF TREATMENT
5.1

GENERAL

Bituminous surface dressing is the term generally used to describe the method of
surfacing where the binder is sprayed onto the prepared road surface and covered
with chippings. The other treatments are primes and surface enrichments where no
chipping is applied.
The main objectives when applying a sprayed bituminous surface dressing are:
(a)

To provide an economical, durable, skid resistant, and non glare surface on


which it is safe and comfortable to travel under all weather conditions

(b)

Waterproof the pavement surface, that is, stop rain and surface runoff
reaching the pavement

(c)

Provide a wearing surface resistant to abrasion by vehicles

5.2

CLASSIFICATION OF TREATMENTS

Sprayed work can be broadly divided into four groups: initial treatments, seals,
reseals, and other treatments.

Initial treatments
Initial treatments are applied to unsealed surfaces (new or reconstructed) and are
either a Prime, or a Primerseal.
The functions of the initial treatment are:
(a)

Prime
The function of the prime is to provide a short life weatherproof surface which
bonds tightly to the unsealed surface by penetrating the pavement. It also
provides a uniform surface for the application of the seal.
The material used for priming in Ghana is cutback bitumen. The grade of
cutback is selected so it penetrates 5 to 10 mm into the pavement surface.
The harder and more compact the pavement surface the lower the viscosity of
the cutback (and higher percentage of cutter) required to achieve the
penetration.

Ministry of Road Transport

Surface Dressing Manual 27

(b)

Primerseal
The function of a primerseal is to provide a light weatherproof wearing surface
incorporating chippings. A primerseal uses a cutback binder which is intended
to act as a primer and penetrate the pavement surface, and binder to retain
the chippings.
The cutback generally used for primersealing in Ghana is cutback grade
AMC4 with 16% cutter (kerosene). This cutback has been selected to
achieve penetration of 2-3 mm into the surface of the pavement.
The use of emulsion for primerseals is being carried out on limited basis and
performance is being monitored.

(c)

Selection of Initial Treatment


The criteria for selection of an initial treatment are related to its function. The
following criteria should be used to select the particular type of initial
treatment:

(i)

Prime
This treatment is used when the surface is not trafficked or only subject to
light construction traffic before sealing.

(ii)

Primerseal
This treatment is used when the surface is to be trafficked immediately.
The Ministry of Road Transport policy is that all initial treatments will be
primerseals.

Seals
Seals are applied to primed or primersealed surfaces. The function of the seal is to
provide a lasting weatherproof surface. It is designed for compatibility with the
surface underneath (without penetration) and for chipping retention.

Reseals
A reseal is applied directly over an existing sealed surface. Where the existing
surface has a variable texture or is bleeding, flushing, or stripped, remedial pretreatment should be undertaken.
In some circumstances, such as an old seal cracking due to pavement movement, or
high heavy vehicle traffic volumes, a polymer modified binder (using crumb rubber or
other polymer), a geotextile reinforced seal, or double application seal may be
necessary.
Ministry of Road Transport

Surface Dressing Manual 28

Types of Seals and Reseals


There is a large range of sprayed seals possible but in Ghana the majority of
sprayed seal work utilizes a single (may also be called a single/single) seal or reseal.
Less common are double (or double/double) seals or reseals.
(a)

Single Seals
Single seals comprise a single application of grade AC-10 bitumen binder and
a single application of chippings over a primed or primersealed surface.

(b)

Single Reseal
A reseal is the utilisation of a single seal to an existing bituminous surface to
restore a previously sealed surface to a satisfactory condition.

(c)

Double Seals
A double seal consists of two applications of binder and chippings. The
chippings in the second application are normally no more than half the size of
the first, and the spread rate is just sufficient to fill the voids in the first
application.

Other Treatments
(a)

Dust Suppression
A dusty road surface can be treated by the application of a low viscosity, slow
curing oil, or a diluted bitumen emulsion.

(b)

Surface Enrichment
Surface enrichment is a light application of bituminous emulsion, to an
existing bituminous surface, to increase the binder content around at the
surface. This is generally done without the addition of chippings but may be
done using a light covering of dust to minimise delay to traffic. Usually suited
to low traffic areas or where traffic may be detoured.

Ministry of Road Transport

Surface Dressing Manual 29

6.

DESIGN
6.1

GENERAL

The success of a sprayed seal depends on many factors, some of which are beyond
the direct control of the designer. The most important factor that can be controlled is
the design which involves selection of :
(a)

the type, grade and rate of application of prime, primerbinder, or binder

(b)

the type, size and rate of application of chipping if part of the treatment.

All design binder application rates and additive mixing rates are measured and
expressed at 15OC. For conversion to rates at higher temperatures for spraying
operations see Table 2.4
Application rates for primes and primerseals are expressed as mixtures. All other
rates are expressed in terms of residual binder.

Definitions
The following definitions apply:
Seal :

A seal is the first seal applied over a primed or primersealed surface.

Reseal :

A reseal is the application of a sprayed seal over an existing


bituminous surface.

6.2

DESIGN OF PRIMES

General
Priming is the application of a primer to a prepared pavement prior to the application
of a sprayed seal.
The function of priming is to assist in achieving and maintaining an interfacial bond
between the pavement and the sprayed seal. A primer should therefore penetrate,
and strengthen the pavement near its surface.
The selection of the type and grade of primer, and the rate of application, is based
on the type of pavement material, the degree of compaction, moisture content, the
prevailing conditions and the life expected of the primer.

Ministry of Road Transport

Surface Dressing Manual 30

Design Procedure
A prime is designed to penetrate the surface by 5 to 10 mm. The best practice is to
use an application rate that has been determined from previous field trails or from
previous priming experience with the base material. However, if this is not available,
the design method to determine the rates of application for priming is as follows:
(i)

Evaluate the surface type refer to Table 5.1.

(ii)

Select primer grade and application rate refer to Table 5.2.

Once an application rate has been determined it should be tested on a small area of
the job to confirm the penetration and application rate. The final result should be a
hard, dry, black surface with the desired penetration.

Application Rates
(a)

Low Rates
In practice where a seal is to be applied on the same day or shortly after the
primer, the application rates specified can be reduced. However, this practice
is not desirable.
For example, if a light primer (56% cutback) has been selected, the rate of
application can be reduced to 0.30-0.60 Litres/square metre (L/m2). When
using light rates of application followed by sealing in the one day, it is also
necessary to consider absorption of the seal binder into the lightly primed
pavement.
Some of the low viscosity primer may also have a cutting back effect on the
binder. In such cases it is necessary to increase the binder rate and decrease
the amount of cutter in the binder. This should be based on experience as it is
difficult to estimate.
It is suggested that rather than use a light primer at a low rate of application to
allow early application of the seal coat, that a primerseal be applied.

(b)

Normal Rates
Where a primer of the correct viscosity for tightly bonded and fine surface
conditions has been selected the normal rate of application should be about
1.0 -1.1 L/m2 as shown in Table 5.3. This usually results in a uniformly primed
surface. If it appears that a heavier rate of application is required, it is
preferable to use a heavier grade of primer at the normal rate of application
(sandstones, limestones and other very porous pavement excepted).
The rate of application should be varied according to the compaction of the
pavement and the moisture content of the surface. In general the rate of

Ministry of Road Transport

Surface Dressing Manual 31

application should be 0.8 to 1.3 L/m2.


Except in special cases, a rate below 0.8 L/m2 does not adequately prime the
surface or fill the pores in the pavement surface and could lead to a stripped
seal due to absorption of binder into the surface.

(c)

Heavy Rates
On sandstone, limestone and other very porous pavements, the normal rate
of application should be about 1.3 to1.5 L/m2 of a heavy viscosity primer.
To minimise absorption, provide a uniformly primed surface and avoid undue
delay to traffic, it is preferable to apply the heavy rates in two separate
applications, generally about two or three days apart.
If the rate of application is in excess of 1.5 L/m2, then the pavement is
unsuitable for priming and should be treated by other means, e.g.
primersealing.

Table 5.1
Evaluation of Surface Type

Surface Type

Description
Hard and dense when compacted

Tightly
Bonded

Fine

Exhibits a high degree of resonance when struck with a


heavy implement
Does not ring when struck with a heavy implement but
appears to be firm

Coarse

Does not compact to a tight and resilient surface


Very porous and open grained surfaces with little or no
binding material
Difficult to compact forms a weak, open textured surface

Ministry of Road Transport

Surface Dressing Manual 32

Table 5.2
Typical Primer, Grades and Rates of Application

Surface Type

Primer
AMC Grade

Tightly Bonded

Light Primer
AMC00
Field prepared
AMC0

Fine

Coarse

Cutback
Bitumen (%)

Basic Primer Application


Rates
Pavement
Application
Surface
Rate @ 150C
Condition
(L/m2)
of mixture

(56%)
50%
(44%)

Dry

0.6 1.1

Damp

0.5 0.8

Dry

0.8 -1.1

Damp

0.5 0.8

Dry

0.9 1.3

Damp

0.5 0.8

Medium Primer
AMC0
(44%)
Field prepared
40%
Heavy Primer
AMC1
Field prepared

(34%)
30%

Table 5.3.
Surface Type, Primer Grades and Application Rates
Residual Prime Mixture

Hot Sprayed Prime Mixture

Cold Spray Rate- . Residual bitumen 15C*


Hot Spray Rate
Tightly Bonded
Tightly Bond
Pavement
Pavement
(Hard/Dense)
(Hard/Dense)
MC30-MC70 (56-44%)
% Cutter
% Cutter
MC30-MC70 (56-44%)- at 60C
Surface Condit.
Surface Condit.
Dry
Wet
Dry
Wet
Minimum Optimum Minimum maximum
Minimum Optimum Minimum Maximum
Range
Range
1.1
1.13
Litre/m2
0.6
0.5
0.8
Litre/m2
0.62
0.51
0.82
Fine
Fine
Pavement
Pavement
(Soft/Porous)
(Soft/Porous)
MC70 (44%)
% Cutter
% Cutter
MC70 (44%)-at 85C
Surface Condit.
Surface Condit.
Dry
Wet
Dry
Wet
Minimum Optimum Minimum maximum
Minimum Optimum Minimum Maximum
Range
Range
1.1
1.15
Litre/m2
0.8
0.5
0.8
Litre/m2
0.84
0.52
0.84
Coarse
Coarse
Pavement
Pavement
(Very Porous)
(Very Porous)
MC250 (34%)
% Cutter
% Cutter
MC250 (34%)- at 110 C
Surface Condit.
Surface Condit.
Dry
Wet
Dry
Wet
Minimum Optimum Minimum Maximum
Minimum Optimum minimum maximum
Range
Range
1.3
1.38
Litre/m2
0.9
0.5
0.8
Litre/m2
0.96
0.53
0.85
NB: - PRIME mixture of Bitumen, Cutter and Adhesive Agent is to be treated as RESIDUAL.
i.e. Spray Rates are inclusive of Bitumen, Cutter and Adhesive Agent.
Pavement should be slightly DAMPENED (not wet) after sweeping and just prior to PRIMING
Use 1% adhesion agent in PRIMING
Ministry of Road Transport

Surface Dressing Manual 33

6.3

DESIGN OF PRIMERSEALS

General
Primersealing is the application of a primerbinder to a prepared pavement which is
then covered with chippings as a temporary treatment prior to applying the sprayed
seal.
A primerseal is designed to seal a pavement immediately after construction. The
binder used for a primerseal is more viscous than a primer and less viscous than a
normal binder and is required to act as both a primer and binder. That is, the binder
is required to penetrate the pavement as well as acting as a binder for the chippings.
A primerseal must also cure to a very hard surface.

Design Procedure
A primerseal is designed to penetrate the pavement surface by 2 - 5 mm. The best
practice is to adopt an application rate that has been successfully used on previous
jobs with the same materials and construction standards. However, if this is not
available, the design method to determine the rates of application for priming is as
follows:

(a)

Select Primerbinder
The grade of cutback bitumen specified for use in Ghana for primersealing is
AMC4 which contains 16 % cutter by volume.
Cationic rapid setting bitumen emulsion (minimum 70% bitumen content) has
been specified for use on a trial basis at the present time.

(b)

Select Chipping Size


Size 10 mm chippings are normally selected for both low and high traffic
volumes as Size 7 mm chippings are not generally available. However, Size
14 mm chippings maybe selected if traffic volumes are high and contain a
high proportion of commercial vehicles.

(c)

Select Primerbinder Application Rate Cutback bitumen

(i)

Select the Basic Primerbinder Application Rate from Table 5.4 for cutback
bitumen for the traffic volume (vehicles/lane/day).

(ii)

Add an allowance for the surface condition from Table 5.5 to the Basic
Primerbinder Application Rate to give the Design Application Rate. From
experience, the average total allowance is generally about +0.2 to +0.3 L/m2.

Ministry of Road Transport

Surface Dressing Manual 34

(d)

Select Chipping Application Rate


Select the chipping application rate from Table 5.4. In primersealing, the
chipping quantity spread is approximately 1.5 times the quantity for a seal or
reseal using similar chippings.

(e)

Design Calculation Sheet


Complete the Design Calculation Sheet which is shown in Section 5.7.

(f)

Curing Period
A primerseal must be cured to a hard surface before a seal is applied. The
cutback bitumen binder is cured by evaporation of the cutter oil and hardening
of the bitumen. From experience, the minimum evaporation period in Ghana is
three months.
However, if the surface is not hard and the seal is applied, the surface texture
of the seal may become flushed or bleeding due to embedment of the
chippings into the primerseal binder.
Field trials are being conducted to determine the minimum period to be
allowed for the primerseal seal to harden before the seal is applied.
In the interim, to ensure that all primerseals, regardless of primerbinder type
are hard and able to be sealed the following minimum period should be
allowed before the seal is applied:
(i)

an absolute minimum period of three months but subject to the surface


having a ball penetration result of less than 2.5 mm.

(ii)

a desireable minimum period of six months but also subject to the


surface having a ball penetration result of less than 2.5 mm.

(iii)

a minimum period of 12 months without a ball penetration test.

Ministry of Road Transport

Surface Dressing Manual 35

Table 5.4
Basic Rates for Primerbinder (Cutback bitumen)
and Rates for Chippings
Chipping
Size

Basic Primerbinder Application


Rate at 150C
(L/m2) of mixture
Vehicle/lane/day
<300

300-2000

Chipping
Application
Rate

>2000

(mm)
7

1.3

1.2

1.1

(m2/m3)
150 - 190

10

1.4

1.3

1.2

120 150

14

1.5

1.4

1.3

90-110

Note:
The application rates given are intended as a guide only. Actual rates should be determined
by onsite trials.
The above rates do not include any allowance for surface texture, or absorption by the base.

Table 5.5
Surface Condition Allowances for Primerbinders
Allowance (L/m2)

Surface Condition

0.0 to + 0.1

Tightly bonded surfaces

+ 0.1

Fine surfaces

+ 0.2

Coarse surfaces

+ 0.2 to + 0.4

Crushed rock spread and compacted


without surface finishing

Ministry of Road Transport

Surface Dressing Manual 36

Table 5.6
Typical Rates of Application of Primerbinder (Cutback Bitumen 16% Cutter)
RESIDUAL PRIMERSEAL MIXTURE
(Cold Sprayer Rate. Residual bitumen at 15C
Pavement
Tightly Bonded

HOT SPRAYED PRIMERSEAL MIXTURE


HOT SPRAY RATES at 135C
Pavement
Tightly Bond

Vehicle/Lane/Day
<300 300- >2000
2000
Chipping mm Application Rate
Chipping
2
3
Litres / m
m /m
7
1.35
115
10
1.35
1.25
1.15
100
14
1.45
1.35
1.25
80

Vehicle/Lane/Day
<300 300- >2000
2000
Chipping mm HotCutback
Chipping
Litres / m
m / m.
7
1.46
115
10
1.46 1.35
1.24
100
14
1.56 1.46
1.35
80

Pavement

Pavement

Fine Bonded

Fine Bonded

Vehicle/Lane/Day
<300 300>200
2000
0
Chipping mm Cold Cutback
Chipping
2
3
Litres / m
m /m
7
1.4
115
10
1.4
1.3
1.2
100
14
1.5
1.4
1.3
80

Vehicle/Lane/Day
<300 300- >2000
2000
Chipping mm HotCutback
Chipping
Litres / m
m / m.
7
1.51
115
10
1.51 1.40 1.30
100
14
1.62 1.51 1.40
80

Pavement

Pavement

Coarse

Coarse

Vehicle/Lane/Day
<300 300>200
2000
0
Chipping mm Cold Cutback
Chipping
Litres / m
m / m.
7
1.5
115
10
1.5
1.4
1.3
100
14
1.6
1.5
1.4
80

Vehicle/Lane/Day
<300 300- >2000
2000
Chipping mm HotCutback
Chipping
Litres / m
m / m.
7
1.62
115
10
1.62 1.51
1.40
100
14
1.73 1.62
1.51
80

Pavement

Pavement

Crushed Rock

Crushed Rock

Vehicle/Lane/Day
Vehicle/Lane/Day
<300 300>200
<300 300- >2000
2000
0
2000
Chipping mm Cold Cutback
Chipping
Chipping mm HotCutback
Chipping
Litres / m
m / m.
Litres / m
m / m.
7
1.6
115
7
1.73
115
10
1.6
1.5
1.4
100
10
1.73 1.62
1.51
100
14
1.7
1.6
1.5
80
14
1.83 1.73 1.625
80
NB: - PRIMERSEAL mixture of Bitumen, Cutter and Adhesion Agent is to be treated as RESIDUAL.
i.e. Spray Rates are inclusive of Bitumen, Cutter and Adhesion agent
Pavement should be slightly DAMP (not wet) after sweeping and just prior to Primersealing
Use 1% adhesion agent in Primerbinders
Recommend 10mm Chipping for Primerseals

Ministry of Road Transport

Surface Dressing Manual 37

6.4

DESIGN OF SEALS AND RESEALS

General
The design objective is for the residual binder to be about 50 to 60% of the height of
the chippings layer two years after construction. The residual binder comprises
bitumen, and adhesion agent, but does not include cutter oil or water.
The amount of binder required will depend on the size, shape and orientation of the
chippings, embedment of chippings into the base, texture of surface onto which the
seal is being applied, and absorption of binder into either the pavement or chippings.
All application rates determined by this method are stated in L/m2 of residual binder
at a temperature of 15C. In determining the actua l field application rate, allowances
must be made for proportion of the cutter oil or water (emulsions) and the volume
corrected for the spraying temperature.

Single Application Seals


The general aim in design of single application sprayed seals is to achieve a single
layer of one- sized chippings in continuous interlocked contact, with sufficient binder
to hold the chippings in place but at the same time allowing vehicles to travel on top
of the chippings.

Double Application Seals


In certain circumstances, such as at intersections, high stress areas on heavily traffic
roads with a high percentage of commercial vehicles etc, double seals may be used.
The general aim of the design of double seals is for the chipping in the second
application to occupy the spaces between the chipping particles in the first
application. The second layer improves interlock and modifies the surface texture of
the first layer. It is usual for the chippings for the second application to be half the
size of the first, or smaller.
The design philosophy of a double seal is such that:
The first layer is designed as per single seal or reseal (as appropriate) and the rate
of application of binder and chipping spread rate may be reduced if the second
application is done within few days of the first;
The design of the second layer is based on single seal or reseal (as appropriate),
with reduced binder and chipping application rates;
The total design binder and chipping application rates are less than the sum of two
single seals.

Ministry of Road Transport

Surface Dressing Manual 38

Both layers of a double seal are designed as for single seals except that for the first
layer the basic voids factor is reduced (in accordance with Table 5.10 in the Design
Method).
The second layer is designed without any surface texture or embedment allowances.
As general rule, the total binder required for both layers will be about 70% of that
required for the two layers designed as separate reseals.
Where the second application is to be delayed by between one week and several
months after the first application, but the seal is to be trafficked :
The first application should be designed as a single seal or reseal (as appropriate).
For the second application, the binder application rate may be reduced to a minimum
(i.e. the basic rate without adjustment for surface texture or embedment) and the
chipping spread rate reduced by up to 30% (i.e. use 30% less chippings). This
should fill the void spaces in the first seal and avoid excessive loss of chippings.

Binder
The grade of bitumen specified for use in Ghana for sealing and resealing is straight
grade AC 10.
Cationic rapid setting bitumen emulsion (minimum 70% bitumen) has been specified
for use on a trial basis at the present time.

Chipping Size
The chipping size is selected based on the surface texture of the primerseal.
Generally a Size 14 mm chipping is selected for sealing over a Size 10 mm chipping
primerseal. However, the size of chipping may need to be adjusted if during the
design process detailed below, it is found that the surface texture allowance is too
high.

Chipping ALD
The design must be based on the ALD of the chippings in stockpile to be used for
the work.

Curing of Primerseals
When a primerseal is to be sealed, it must be sufficiently cured or hard as discussed
under the section on Primerseals.

Ministry of Road Transport

Surface Dressing Manual 39

Seal and Reseal Design Procedure


Single application seals and reseals
(a)

Select Basic Voids Factor (Vf)


The Basic Voids Factor (L/m2/mm) is the percentage of the seal mat volume
to be filed with binder.
Select Vf for the traffic volume from the mid-line of Figure 5.1a or Figure 5.1b
as appropriate.

(b)

Determine Adjustments, (Va and Vt)


Determine the appropriate voids factor adjustments for chippings shape (Va)
and traffic (Vt) from Tables 5.7 and 5.8 respectively.
For lanes where traffic is channelled into confined wheelpaths, the basic voids
factor is decreased by 0.01 L/m2/mm. Examples of applicable situations are
single lane bridges, tight radius curves and confined lane widths.
Short term increases in traffic volumes, such as local festivals may occur early
in the life of the seal. This effect can be allowed for by a decrease in the
basic voids factor to allow for the extra traffic during this critical phase.

(c)

Calculate Design Voids Factor (VF)


VF = Vf + Va + Vt
Check that the resulting factor is between the upper and lower limits of Figure
5.1a or 5.1b as appropriate. If it is outside the limits, adjust to the nearest
limit. Adopt the value obtained as VF.

(d)

Measure ALD
Determine the ALD (Average Least Dimension) of the chippings.

(e)

Calculate Basic Binder Application Rate (A)


A = VF x ALD (L/m2)

(f)

Surface Texture Allowance (AT)

(i)

For a prime, concrete, or asphalt surface

Ministry of Road Transport

Surface Dressing Manual 40

Where the surface to be sealed or resealed is a prime, asphalt, or concrete,


determine the following allowances. (The higher allowances are for surfaces
with some texture.)

(ii)

Prime:

AT = 0.0 to + 0.2 L/m2

Concrete:

AT = + 0.2 to + 0.3 L/m2

Asphalt:

AT = 0.0 to + 0.3 L/m2

For a primerseal or seal


The surface texture depth of an existing primerseal or seal is determined from
the sand texture depth test which is carried out in the wheel path areas of the
pavement as described in Section 5.9.
Using the surface texture depth, the Surface Texture Allowance (AT) is
determined from Table 5.9 and then added to the basic binder application rate
(A). It should be noted that Table 5.9 has been designed to prohibit the use of
large size chippings over coarse textured surfaces.
The surface texture depth of the existing seal condition is also be defined in
the following terms:
Bleeding free binder on the surface completely covering the chippings.
Flushed binder near tops of the chippings.
Smooth minimal texture depth, with proud chipping particles.
Matt

a well textured seal, with the chippings embedded into the binder to
of the chipping height.

Hungry chipping embedded into the binder to the chipping height. The
binder is not visible between the chipping particles.

(g)

Chipping Binder Absorption Allowance (ABA)


This allowance is a function of chippings but usually is not applicable in
Ghana.

(h)

Embedment Allowance (AE)


This step applies to seals, not reseals. The Embedment Allowance (AE) which
compensates for loss of voids in the seal under traffic, is determined from
Figure 5.2. It is added to the Basic Application Rate.

Ministry of Road Transport

Surface Dressing Manual 41

Surface hardness is measured by the Ball Penetration Test which is described


in Section 5.10. The test method includes a temperature correction but is not
usually applied in Ghana, because of limited temperature changes.
High ball penetration values indicate that bleeding may occur in subsequent
seals. Where ball penetration and traffic volume are both high, alternative
treatments should be considered.

(i)

Design Binder Application Rate (BD)


The Design Binder Application Rate for conventional binders is calculated in
L/m2 of residual bitumen as follows:
BD = A + AT + ABA + AE
Double Seals and Reseals
Both layers of a double seal are designed as for single seals except:
Multiply the Design Voids Factor of the first layer by the amount (Vm) shown in
Table 5.10.
The second layer is designed without surface texture or embedment
allowances, however Binder Absorption Allowance (ABA) is to be added.
Double Seals with Second Application Delayed
Where the second application is to be applied after 1 week and up to several
months after the first, and the seal will be trafficked during this delay:
The first application should be designed as a single seal.
For the second application, the Design Binder Application Rate may be
reduced to the minimum and the chipping spread rate may be reduced by up
to 30% (that is, 30% less chippings).

Chipping Design Procedures


(a)

Basic Chipping Spread Rate (F)


Select and calculate the appropriate Basic Chipping Spread Rate (F) from
Table 5.11 for 10 & 14mm chippings

(b)

Seal Type Factor ( I )


Multiply the basic chipping spread rate by the appropriate factor (I) from Table
5.12. This adjusts the spread rate for double seals.

Ministry of Road Transport

Surface Dressing Manual 42

(c)

Double Application Seals and Reseals:


Choose the size of the second application of chippings to occupy the spaces
between the chipping particles of the first, thus ensuring that the first chipping
is permanently locked by the second. This is usually achieved by choosing
the second chipping to be half the nominal size of the first.
In Ghana because Size 7mm chippings are not always readily available, for
the second application Size 10mm chippings may be selected.

Design Calculation Sheet


The binder application rate is calculated on the Design Calculation Sheet in Section
5.7 .

Ministry of Road Transport

Surface Dressing Manual 43

Figure 5.1a Basic Voids Factor ( Vf)


Traffic Volume 0-500 vehicles/lane/day

Figure 5.1b Basic Voids Factor ( Vf)


Traffic Volume 500 10,000 vehicles/lane/day

Ministry of Road Transport

Surface Dressing Manual 44

Table 5.7
Chipping Shape Adjustment (Va) to Basic Voids Factor
Chipping
Shape

Flakiness
Index (%)

Voids Factor
Adjustment*
(L/m2 /mm)

Flaky

26 to 35

- 0.01

Angular
average

15 to 25

0.0

Angular
good
Cubic

+ 0.005

< 15

+ 0.01

Note : Adjustments are applied to the mid-line voids factor from Figure 5.1a or 5.1b,
as appropriate.

Table 5.8
Traffic Effects Adjustment (Vt) to Basic Voids Factor

Adjustment to Basic Voids Factor


(L/m2/mm)
Traffic Effect

Flat or downhill

0-15% HV

Slow moving
climbing lanes
0

15 - 30%
HV
> 30% HV

- 0.01

- 0.02

- 0.02

- 0.03

Overtaking
lanes (cars
only)

+ 0.01

Key:
HV

Heavy Vehicles

Ministry of Road Transport

Surface Dressing Manual 45

Table 5.9
Surface Texture Allowance (AT) L/m2
For Proposed Seal or Reseal
SIZE

EXISTING PAVEMENT SEAL


CONDITION
TEXTURE
DEPTH

5mm

Bleeding
-Flushed
<0.7mm
Smooth
0.9mm
Matt
1.0mm
Hungry
1.4mm
Very Hungry
>1.8mm
7mm
Bleeding
-Flushed
<0.7mm
Smooth
1.0mm
Matt
1.2mm
Hungry
1.7mm
Very Hungry
>2.0mm
10mm
Bleeding
-Flushed
<0.7mm
Smooth
1.0mm
Matt
1.4mm
Hungry
1.9mm
Very Hungry
>2.2mm
14mm
Bleeding
-Flushed
<0.7mm
Smooth
1.0mm
Matt
1.6mm
Hungry
2.4mm
Very Hungry
>3.2mm
20mm
Bleeding
-Flushed
<0.7mm
Smooth
1.0mm
Matt
1.8mm
Hungry
2.9mm
Very Hungry
>3.5mm
Notes:
A = Specialised treatment necessary
N/R = Consider alternative treatments
Note 1
For Absorption >1% add +0.1 Litre/m2
For absorption < 1% add 0 0.1 litre/m2

Ministry of Road Transport

5mm
A
A
0
0
+0.2
+0.3
A
-0.1
0
0
+0.2
+0.3
-0.3
-0.1
0
+0.1
+0.2
+0.3
A
-0.2
0
+0.1
+0.2
+0.3
A
A
0
+0.1
+0.2
+0.3

PROPOSED NOMINAL SIZE


7mm
10mm

14mm

-0.2
-0.2
-0.2
-0.1
0
0
0
0
0
+0.1
+0.1
+0.1
+0.2
+0.2
+0.2
+0.3
+0.3
+0.3
-0.2
-0.2
-0.2
-0.1
-0.1
0
0
0
0
+0.1
+0.15
+0.2
+0.2
+0.25
+0.3
+0.3
+0.35
+0.4
-0.2
-0.2
-0.2
-0.1
-0.1
0
0
+0.1
+0.1
+0.2
+0.3
+0.3
+0.3
+0.35
+0.4
+0.4
+0.4
N/R
-0.3
-0.3
-0.3
-0.1
-0.1
-0.1
0
+0.1
+0.1
+0.15
+0.2
+0.25
+0.25
+0.3
+0.35
+0.35
+0.4
+0.4
-0.3
-0.3
-0.3
-0.1
-0.1
-0.1
0
+0.1
+0.2
+0.15
+0.2
+0.35
+0.25
+0.3
+0.4
+0.35
+0.4
N/R
Note 2 Texture allowance for:
Seals over primes 0.0 to +0.2litre/m2
Seals over asphalt 0.0 to +0.3 litre/m2

Surface Dressing Manual 46

Figure 5.2

Embedment Allowance AE

Table 5.10
Modification to Design Voids Factor
for the first layer of Double seal Vm

Traffic Volume
(vehicle/lane/day)

Modification to VF

< 500

0.75

500 1000

0.80

1001 2000

0.85

> 2000

0.90

Ministry of Road Transport

Surface Dressing Manual 47

Table 5.11
Basic Spread Rates for 10 & 14 mm Chippings (F)
Binder
type

Very low to low traffic


750 vehicles per lane
2
3
per day (m /m )

Medium to high traffic


> 750 vehicles per
2
3
lane per day (m /m )

AC -10

900
ALD

900
ALD

Emulsion

800
ALD

800
ALD

PMB

750
ALD

800
ALD

Note: For shoulder seal/reseal, the basic chipping spread rate (m2/m3) may be increased up
to 800/ALD.

Table 5.12
Factor (I) to be applied to Chipping Spread Rates
Obtained from Table 5.11

Type of Seal

Factor to be applied* (I)

Single

1.0 (no adjustment)

Double
1 layer
nd
2 layer
Double
Delayed application of second layer
st

1.1
1.0 (no adjustment)

1 layer
nd
2 layer
st

1.0 (no adjustment)


1.3

Note:
Factors greater than 1.0 indicate that less chippings are to be used.

6.5
Ministry of Road Transport

DESIGN

OF

BITUMEN

EMULSION

Surface Dressing Manual 48

SEALS
General
Cationic rapid setting bitumen emulsions (minimum 70% bitumen) are being used on
a limited scale for primersealing and sealing works. The Road Agencies are
monitoring their performance.

Binder Design Primersealing


For primersealing the required residual binder application rate is determined in
accordance with the procedures described in 5.3 except that the Basic Primerbinder
Application Rate is selected from Table 5.14.
The residual bitumen in Table 5.14 for a bitumen emulsion with 70% bitumen content
is the same as that in Table 5.4 for a cutback bitumen with 16% kerosene.

Binder Design Seals and Reseals


Determine the Basic Binder Application Rate (A) in L/m2 of residual bitumen in
accordance with 5.4.
Select an appropriate Emulsion Factor (EF) from Table 5.13
Then calculate the Design Binder Application Rate (BD) as follows:
BD =(A x EF) + AT + ABA + AE
Emulsion Calculations
The following procedure should be used to determine the equivalent application rate
of bitumen emulsion.
(a)

Convert primerbinder application rates to residual binder application rates.


Primersealing application rates are expressed in terms of cutback bitumen in
Section 5.3. These rates must first be converted to residual binder application
rates, as follows:
Residual Binder
Application Rate

= 100-C x D
100

where:
C=
D=

design cutter oil content (%)


primerbinder design application rate (L/m2)

Ministry of Road Transport

Surface Dressing Manual 49

(b)

Using Residual Binder Application Rates, convert to Equivalent Bitumen


Emulsion Application Rates.
Bitumen Emulsion
Application Rate

= 100 x RB
B

where:
RB =

residual binder application rate (L/m2)

B=

percentage of bitumen in the emulsion

Maximum Allowable Rates


Where bitumen emulsion application rates exceed the following, significant run-off
may occur.

1.7 L/m2 for 60% bitumen emulsions

2.5 L/m2 for 70% bitumen emulsions

If a proposed application rate exceeds the above, an alternative treatment should be


considered.

Design Calculation Sheet


The binder application rate is calculated on the Design Calculation Sheet in Section
5.7 and the conversion to bitumen emulsion made at the end of the design process.

Chipping Design Procedures


(a)

For Primerseals
Design in accordance with the procedures in 5.3.

(b)

For Single Seals, and Reseals


Additionally, a light scatter coat of precoated 7 mm chippings (about 400
m2/m3) is spread before rolling to lock in the larger chippings and reduce its
movement during rolling.

Ministry of Road Transport

Surface Dressing Manual 50

Table 5.13
Emulsion Factor (EF)

Product

Emulsion Factor
(EF)

Conventional emulsion (60%)

1.0

High Bitumen Content Emulsion (67%)

1.1 1.2

Table 5.14
Basic Rates for Primerbinder (Bitumen Emulsion 70%Bitumen)
and Rates for Chippings
Chipping
Size

(mm)
7

Basic Primerbinder Application Rate


at 150C
(L/m2) of mixture
Vehicle/lane/day
<300
300-2000
>2000
1.55
1.45
1.30

Chipping
Application
Rate
(m2/m3)
150 190

10

1.70

1.55

1.45

120 150

14

1.80

1.70

1.55

90-110

Note:
The application rates given are intended as a guide only. Actual rates should be determined
by onsite trials.
The above rates do not include any allowance for surface texture, or absorption by the base.

Ministry of Road Transport

Surface Dressing Manual 51

6.6

DESIGN EXAMPLES

Primerseal
A primerseal is to be placed on a reconstructed section of highway.
The job details are as follows:
The top layer of pavement has been constructed using a finely bonded gravel. A
cutback bitumen binder with 16% cutter and Size 10 mm chippings has been
selected.
The traffic volume AADT is 3600 vpd but it is assumed that the traffic volume is split
50/50 for each direction of travel.
The completed calculation sheet is detailed in Figure 5.3

PRIMERSEAL DESIGN CALCULATION SHEET


JOB No.
ITEM

DESCRIPTION

CHIPPING
Size
Type
Traffic volume v/l/d

RATE
(L/sqm)

10 mm
Granite
1800

BASIC APPLICATION RATE (Litres/sqm)


Design Rate Table 5.4
ALLOWANCES (Litres/sqm)
Surface condition Table 5.5
Absorption chippings

1.3

0.1
0.0

NA

DESIGN APPLICATION RATE


(litres/sqm)
LOOSE CHIPPING SPREAD RATE
m2/m3
Design Rate Table 5.4

Figure 5.3

Ministry of Road Transport

1.4

120-150

Primerseal Design Calculation Sheet

Surface Dressing Manual 52

Seal

(i)

Hot applied bitumen

A hot applied bitumen (grade AC-10) seal is to be placed over a primerseal on a


section of highway.
The job details are as follows:
Traffic 380 v/l/d ,
Heavy vehicles 20%
No steep grades
Chipping Size 10 mm granite
Shape angular average
ALD 5.9 mm
The existing surface is a size 10 primerseal about one year old with surface texture
T = 1.4 mm. Ball penetration results indicate an average embedment of 3.0 mm.
The completed calculation sheet is detailed in Figure 5.4

(ii)

Bitumen emulsion

A bitumen emulsion (Cationic rapid setting with 70% bitumen) seal is to be placed
over a primerseal on a section of highway.
The job details are as follows:
Traffic 930 v/l/d ,
Heavy vehicles 10%
No steep grades
Chipping Size 10 mm granite
Shape angular average
ALD 8.2 mm
The existing surface is a size 10 primerseal about one year old with surface texture
T = 1.0 mm. Ball penetration results indicate an average embedment of 3.0 mm.
The completed calculation sheet is detailed in Figure 5.5.

Ministry of Road Transport

Surface Dressing Manual 53

SEAL AND RESEAL DESIGN CALCULATION SHEET


JOB
ITEM

DESCRIPTION

VALUE

RATE

COMMENT

CHIPPING
Size

10 mm

Type

Granite

ALD

5.9 mm

Traffic volume v/l/d

380

Basic voids factor Vf

From Fig 5.1

0.18

Angular Average

0.00

20%

-0.01

NA

0.00

ADJUSTMENT FACTORS CHIPPINGS


Chipping Shape Va Table 5.7
Commercial Vehicles Vt Table 5.8
Climbing lane Vt Table 5.8

BASIC APPLICATION RATE


Design Voids Factor VF

VF = Vf + Va + Vt

0.17

Stripping/Bleeding Check

From Fig 5.1

OK

Basic application rate A

A= ALD x VF

1.00

ALLOWANCES (Litres/sqm)
Existing surface size

10 mm

Surface texture AT Table 5.9

1.4 mm

+0.3

Absorption chippings ABA

NA

0.0

Embedment AE - Fig 5.2

3 mm

0.0

Total Allowance

0.0

ADOPTED
APPLICATION
RATE

1.30

1.30

+0.3

Other factors

NA

DESIGN BINDER APPLICATION RATE BD (litres/sqm)


BD = A + AT + ABA + AE

CHIPPING DESIGN LOOSE SPREAD RATE m2/m3


Loose Spread Rate F*

From Table 5.11

152

* Does not include stockpile waste

Figure 5.4

Seal Design Calculation Sheet

Ministry of Road Transport

Surface Dressing Manual 54

EMULSION SEAL AND RESEAL DESIGN CALCULATION SHEET


JOB No.
ITEM

DESCRIPTION

VALUE

RATE

COMMENT

Chipping
Size

14 mm

Type

Granite

ALD

8.2 mm

Traffic volume v/l/d

930 v/l/d

Basic voids factor Vf

From Fig 5.1

0.16

Angular Average

0.00

ADJUSTMENT FACTORS CHIPPINGS


Chipping Shape Va - Table 5.7
Commercial Vehicles Vt
Table 5.8

10%

0.00

NA

0.00

VF = Vf + Va + Vt

0.16

From Fig 5.1

OK

From Table 5.13

1.1

Climbing lane Vt - Table 5.8


BASIC APPLICATION RATE
Design Voids Factor VF
Stripping/Bleeding Check
Emulsion Factor EF
Basic application rate A

A = ALD x VF x EF

1.44

ALLOWANCES (Litres/sqm)
Existing surface size

10 mm

Surface texture AT - Table 5.9

1.0 mm

+0.1

Absorption chippings ABA

NA

0.0

Embedment AE - Fig 5.2

3 mm

-0.1

Total Allowance

0.0

Other factors
BITUMEN DESIGN APPLICATION RATE (litres/sqm)
= A + AT + ABA + AE

0.0

% BITUMEN IN EMULSION

1.44
70%

0.70

EMULSION DESIGN APPLICATION RATE*


= BITUMEN DESIGN RATE
% BITUMEN IN EMULSION

ADOPTED
APPLICATION
RATE
Litres/m2
2.06
Say 2.1

* Check Final Rate does not exceed 2.5 litres/sq m

OK

DESIGN LOOSE SPREAD RATE m2/m3


Loose Spread Rate F*

From Table 5.11

97

* Does not include stockpile waste

Figure 5.5 Bitumen Emulsion Seal Design Calculation


Ministry of Road Transport

Surface Dressing Manual 55

Double Seal Hot Applied Bitumen

A hot applied bitumen (grade AC-10) double seal is to be placed over a primerseal
on a section of highway. The double seal is to be applied with no delay between
applications.
The job details are as follows:
Traffic 2500 v/l/d,
Heavy vehicles 16%
No steep grades
Chipping Size first application 14 mm granite
ALD 8.6 mm
Shape angular average
Chipping Size - second application 10 mm granite
ALD 6.1 mm
Shape angular average
The existing surface is a size 10 primerseal about one year old with surface texture
T = 1.3 mm. Ball penetration results indicate an average embedment of 1.0 mm.
The completed calculation sheet for the first application is detailed in Figure 5.5a, the
second application in Figure 5.5b, and the chipping spread rate in Figure 5.5c.

Ministry of Road Transport

Surface Dressing Manual 56

DOUBLE SEAL DESIGN CALCULATION SHEET


ITEM
JOB NO.
First Application Chipping
Size
Type
ALD
Traffic volume v/l/d
Basic voids factor Vf

DESCRIPTION

VALUE

14 mm
Granite
8.6mm
2500
From Fig 5.1

0.14

RATE

COMMENT

ADJUSTMENT CHIPPING
FACTORS
Chipping Shape Va - Table 5.7

Angular Average

0.00

Commercial Vehicles Vt - Table 5.8

16%

-0.10

Climbing lane Vt Table 5.8

N.A.

0.00

BASIC APPLICATION RATE


Design Voids Factor VF

VF = Vf + Va + Vt

0.13

Adjustment Factor Vm - Table 5.10


Basic application rate A

0.9
A= ALD x VF x Vm

ALLOWANCES (Litres/sqm)
Existing surface size

10mm

Surface texture AT - Table 5.9

1.3 mm

Absorption chippings ABA


Embedment AE- Fig 5.2
Total Allowance

8.6x.13x0.9

CHECK BD > 0.1 x ALD

+ 0.3

N.A.

0.0

1.0 mm

-0.1

DESIGN FIRST LAYER APPLICATION RATE BD (litres/sqm)


BD = A + AT + ABA + AE
0.1x8.6= 0.86

1.01

+0.2

ADOPTED
APPLICATION
RATE

1.21

1.20

OK

Figure 5.5a First Application of Double Seal

Ministry of Road Transport

Surface Dressing Manual 57

DOUBLE SEAL DESIGN CALCULATION SHEET


ITEM

DESCRIPTION

VALUE

10 mm
Granite
6.1 mm
2500
From Fig 5.1

0.14

Angular Average

0.00

RATE

COMMENT

JOB NO.
Second Application Chipping
Size
Type
ALD
Traffic volume v/l/d
Basic voids factor Vf
ADJUSTMENT CHIPPING
FACTORS
Shape Va - Table 5.7
Commercial Vehicles Vt - Table 5.8

16%

-0.01

Climbing lane Vt - Table 5.8

N.A.

0.00

BASIC APPLICATION RATE


Design Voids Factor VF
Basic Application Rate A

VF = Vf + Va + Vt
A = ALD x VF

0.13
0.79

ALLOWANCES (Litres/sqm)
Absorption chippings ABA
Total

N.A.

0.0
0.0

DESIGN SECOND LAYER APPLICATION RATE BD (litres/sqm)


BD = A + ABA

ADOPTED
APPLICATION
RATE

0.79

0.80

Figure 5.5b Second Application for Double Seal

FIRST LAYER LOOSE CHIPPING SPREAD RATE


ALD
Basic Rate F
Spread Factor
DESIGN LOOSE SPREAD RATE m2/m3
SECOND LAYER LOOSE CHIPPING SPREAD RATE
ALD
Basic Rate F
Spread Factor
DESIGN LOOSE SPREAD RATE m2/m3

From Table 5.11


From Table 5.12

From Table 5.11


From Table 5.12

105
1.1
115

115

147
1.0
147

147

Figure 5.5c Chipping Spread Rate for Double Seal

Ministry of Road Transport

Surface Dressing Manual 58

6.7

DESIGN SHEETS

Prime Design
Job Details
Date: Job / Order No:....

Office:
Road No. / Name:
..
Location:
Roadloc:
To
..
... km to km from towards
..
Length Width ...mtr.
Area sq.mtr.
No. of lanes.

.mtr.

Pavement Surface Type


Type and Grade of Primer
Equivalent % of Cutter Oil in
Mixture

Table 5.1
Table 5.2
%
Table 5.2
%

Adhesive Agent Type / Rate


Pavement Surface Condition
Basic Application Rate (including
Cutter) (A)
Adjustments
(based on field trial) (B)
Design Application Rate
(=Sum A+B)

Ministry of Road Transport

Table 5.1
L/m
Table 5.2
L/m
L/m

Surface Dressing Manual 59

Primerseal Design for Cutback Bitumen


PRIMERSEAL DESIGN CALCULATION SHEET
JOB No.
ITEM

DESCRIPTION

RATE
(L/sqm)

CHIPPING
Size
Type
Traffic volume v/l/d
BASIC APPLICATION RATE (Litres/sqm)
Design Rate Table 5.4
ALLOWANCES (Litres/sqm)
Surface condition Table 5.5
Absorption chippings
DESIGN APPLICATION RATE (litres/sqm)
LOOSE CHIPPING SPREAD RATE m2/m3
Design Rate Table 5.4

Primerseal Design for Bitumen Emulsion ( 70% Bitumen)

PRIMERSEAL DESIGN CALCULATION SHEET


JOB No.
ITEM

DESCRIPTION

RATE
(L/sqm)

CHIPPING
Size
Type
Traffic volume v/l/d
BASIC APPLICATION RATE (Litres/sqm)
Design Rate Table 5.14
ALLOWANCES (Litres/sqm)
Surface condition Table 5.5
Absorption chippings
DESIGN APPLICATION RATE (litres/sqm)
LOOSE CHIPPING SPREAD RATE m2/m3
Design Rate Table 5.4

Ministry of Road Transport

Surface Dressing Manual 60

Seal and Reseal Design for Hot Applied Bitumen Binder


SEAL AND RESEAL DESIGN CALCULATION SHEET
JOB
ITEM

DESCRIPTION

VALUE

RATE

COMMENT

CHIPPING
Size
Type
ALD
Traffic volume v/l/d
Basic voids factor Vf

From Fig 5.1

ADJUSTMENT FACTORS CHIPPINGS


Chipping Shape Va Table 5.7
Commercial Vehicles Vt Table 5.8
Climbing lane Vt Table 5.8

BASIC APPLICATION RATE


Design Voids Factor VF

VF = Vf + Va + Vt

Stripping/Bleeding Check

From Fig 5.1

Basic application rate A

A= ALD x VF

ALLOWANCES (Litres/sqm)
Existing surface size
Surface texture AT Table 5.9
Absorption chippings ABA
Embedment AE - Fig 5.2
ADOPTED
APPLICATION
RATE

Total Allowance
Other factors
DESIGN BINDER APPLICATION RATE BD (litres/sqm)
BD = A + AT + ABA + AE

CHIPPING DESIGN LOOSE SPREAD RATE m2/m3


Loose Spread Rate F*

From Table 5.11

* Does not include stockpile waste

Ministry of Road Transport

Surface Dressing Manual 61

Double Seal Design for Hot Applied Bitumen Binder


First Application
DOUBLE SEAL DESIGN CALCULATION SHEET
ITEM
JOB NO.
First Application Chipping
Size
Type
ALD
Traffic volume v/l/d
Basic voids factor Vf

DESCRIPTION

VALUE

RATE

COMMENT

From Fig 5.1

ADJUSTMENT CHIPPING
FACTORS
Chipping Shape Va - Table 5.7
Commercial Vehicles Vt - Table 5.8
Climbing lane Vt Table 5.8
BASIC APPLICATION RATE
Design Voids Factor VF

VF = Vf + Va + Vt

Adjustment Factor Vm - Table 5.10


Basic application rate A

A= ALD x VF x Vm

ALLOWANCES (Litres/sqm)
Existing surface size
Surface texture AT - Table 5.9
Absorption chippings ABA
Embedment AE- Fig 5.2
Total Allowance

ADOPTED
APPLICATION
RATE

DESIGN FIRST LAYER APPLICATION RATE BD (litres/sqm)


BD = A + AT + ABA + AE
CHECK BD > 0.1 x ALD

Ministry of Road Transport

Surface Dressing Manual 62

Second Application
DOUBLE SEAL DESIGN CALCULATION SHEET
ITEM

DESCRIPTION

VALUE

RATE

COMMENT

JOB NO.
Second Application Chipping
Size
Type
ALD
Traffic volume v/l/d
Basic voids factor Vf

From Fig 5.1

ADJUSTMENT CHIPPING
FACTORS
Shape Va - Table 5.7
Commercial Vehicles Vt - Table 5.8
Climbing lane Vt - Table 5.8
BASIC APPLICATION RATE
Design Voids Factor VF
Basic Application Rate A

VF = Vf + Va + Vt
A = ALD x VF

ALLOWANCES (Litres/sqm)
Absorption chippings ABA
Total

ADOPTED
APPLICATION
RATE

DESIGN SECOND LAYER APPLICATION RATE BD (litres/sqm)


BD = A + ABA

Chipping Application
FIRST LAYER LOOSE CHIPPING SPREAD RATE
ALD
Basic Rate F
Spread Factor
DESIGN LOOSE SPREAD RATE m2/m3
SECOND LAYER LOOSE CHIPPING SPREAD RATE
ALD
Basic Rate F
Spread Factor
DESIGN LOOSE SPREAD RATE m2/m3

Ministry of Road Transport

From Table 5.11


From Table 5.12

From Table 5.11


From Table 5.12

Surface Dressing Manual 63

Seal and Reseal Design for Bitumen Emulsion


EMULSION SEAL AND RESEAL DESIGN CALCULATION SHEET
JOB No.
ITEM

DESCRIPTION

VALUE

RATE

COMMENT

Chipping
Size
Type
ALD
Traffic volume v/l/d
Basic voids factor Vf

From Fig 5.1

ADJUSTMENT FACTORS CHIPPINGS


Chipping Shape Va - Table 5.7
Commercial Vehicles Vt
Table 5.8
Climbing lane Vt - Table 5.8
BASIC APPLICATION RATE
Design Voids Factor VF
Stripping/Bleeding Check
Emulsion Factor EF
Basic application rate A

VF = Vf + Va + Vt
From Fig 5.1
From Table 5.13
A = ALD x VF x EF

ALLOWANCES (Litres/sqm)
Existing surface size
Surface texture AT - Table 5.9
Absorption chippings ABA
Embedment AE - Fig 5.2
Total Allowance
Other factors
BITUMEN DESIGN APPLICATION RATE (litres/sqm)
= A + AT + ABA + AE
% BITUMEN IN EMULSION

ADOPTED
APPLICATION
RATE
Litres/m2

EMULSION DESIGN APPLICATION RATE*


= BITUMEN DESIGN RATE
% BITUMEN IN EMULSION
* Check Final Rate does not exceed 2.5 litres/sq m
DESIGN LOOSE SPREAD RATE m2/m3
Loose Spread Rate F*

From Table 5.11

* Does not include stockpile waste

Ministry of Road Transport

Surface Dressing Manual 64

6.8
DETERMINING
DIMENSION (ALD)

AVERAGE

LEAST

General
The direct measurement method is one of the most reliable methods of determining
ALD as it is based on actual measurements. The method uses a vernier calliper, a
dial gauge, or a slotted gauge, and is applicable to chippings Size 5 mm and larger.

Apparatus
The following apparatus is required:
(a)

Vernier callipers, dial gauge or slotted gauge (see (b) below).

(b)

A slotted gauge consists of a metal frame with slots 2 mm, 4 mm, 6 mm, 8
mm, 10 mm, 12 mm, 14 mm, 16 mm and 18 mm wide arranged consecutively.
The tolerance for all slots is 0.05 mm.

(c)

Containers or metal dishes to hold the various portions of test sample.

(d)

Sieves-as required, complying with ASTM D1130-90

Sampling
The test portion of chippings is prepared as follows:
(a)

Sieve the sample as per ASTM D75-87 requirements

(b)

Discard all size fractions where the material is present in an amount of less
than 10 percent of the whole sample.

(c)

Recombine the remaining size fractions and reduce the size of the sample by
quartering or riffling to obtain the test portion of at least 100 stones.

Procedure
General.
(a)

Spread the stones on a flat surface and turn them such that they lie with their
least dimension in a vertical plane.

(b)

Determine the least dimension of each stone by vernier calliper dial gauge, or
slotted gauge method.

Ministry of Road Transport

Surface Dressing Manual 65

(c)

Record the least dimension in the appropriate class size (between 0 mm and
20 mm in 2 mm intervals) calculation table.

Vernier Calliper Method.


(a)

Set the vernier scale to an opening of 2.0 mm. Record the number of stones
passing through the opening in the minimum dimension orientation in the
calculation table. Repeat the procedure for vernier scale openings from 2mm
to 18mm.
Dial Gauge Method.

(a)

Zero dial gauge to a fixed plane surface.

(b)

Slide each stone under the dial gauge in the minimum dimension orientation.
Record the minimum dimension obtained for each stone.

(c)

Separate the stones into class sizes with 2 mm intervals, i.e. between 0 and 2
mm, 2 mm and 4 mm, etc.

(d)

Count the number of stones in each class size.


Slotted Gauge Method.

(a)

Slide the stones through the slotted gauges in the minimum dimension
orientation.

(b)

Separate the stones into class sizes with 2 mm intervals as for the dial gauge
method and then count the number in each class.

Calculation
The average least dimension (ALD) based on the class frequency distribution is
calculated using Table 5.15.

Ministry of Road Transport

Surface Dressing Manual 66

Table 5.15
Calculation of ALD

Class least
Dimension
A

Number of
particles
B

Less than 2

2 to 4

4 to 6

6 to 8

8 to 10

10 to 12

11

12 to 14

13

14 to 16

15

16 to 18

17

18 to 20

19

Class Size (mm)

AxB

SUM B =
SUM of A x B =
Average Least Dimension (ALD)=
(Sum (A x B) SUM B) to the nearest 0.1mm
Report ALD to the nearest 0.1mm

Ministry of Road Transport

Surface Dressing Manual 67

6.9

SAND TEXTURE TEST

The Sand Texture Test is used to assess the surface texture of an existing sprayed
seal. That is, the average depth from the top of the chipping to the binder level of a
primerseal, seal, or reseal . The surface texture depth is then used to determine the
allowances required for the design of seals and reseals.

Equipment

4 litre Plastic Jar for sand


graded sand 100% passing 1.18mm sieve and retained on the 0.600mm sieve.
Or

graded sand 100% passing 0.600mm sieve and retained on the 0.300mm sieve.
300 mm ruler
bannister brush
measuring container such as a white film canister which has a known volume
between of 31.8 cc or a small plastic bag with a standard measured volume of
sand

Test Sites
Inspect the whole of the job and mark with paint the large scale changes of surface
texture. Do not mark small texture changes.
Assess each zone with particular attention being paid to traffic volumes,wheel paths,
super-elevations, climbing areas and hilly terrain.
Be aware of variability of texture across pavement and test and interpolate results.
Test wheel path locations for traffic greater than 1000 vehicles/lane/day and test
average texture of lane for traffic less than 1000 vehicles/lane/day.

Test Procedure
(a)

Select test sites as above.

(b)

Install traffic warning signs or devices as appropriate.

(c)

Fill standard volume container with sand by dipping into the jar,
tapping the cylinder and striking off excess. (or take measured plastic bag
samples of beads or sand)

(d)

Pour contents of the container into a small pile on to the area being tested

Ministry of Road Transport

Surface Dressing Manual 68

(e)

Use the straight edge or ruler to rotate the sand on the road surface to work the
sand down into the surface voids in a circular motion working from the center
outwards and forming a uniform diameter sand circle.

(f)

Continue to work the sand to form as neat a circle as possible until the diameter
of the circle stabilizes and all the sand has migrated into the surface voids.

Figure 5.6 Sketch of Sand Texture Test Procedure


(g)

Use the ruler to measure the diameter of the circle (mm) in a number of diagonal
directions and average the four readings.

(h)

A sketch of the test procedure is shown in Figure 5.6.

Calculate Surface Texture Depth (T)


The surface texture depth is calculated from the formula:
T = 1273 x V
D

Ministry of Road Transport

Surface Dressing Manual 69

T = Average Surface Texture Depth (mm)


V = Volume of sand sample (cc)
D = Average diameter of patch (mm)
For convenience, the surface texture depth (T) for sand patch diameters (D) from 100
to 300 mm can be read directly from Table 5.16 where a white film container, which
has a known volume (31.8cc) has been used to measure the sand.
The surface texture depth is then used to determine the Surface Texture Allowance
from Table 5.9
It should be noted that the method is for determination of texture allowances on sealed
or asphalt surfaces. It is not applicable for primed or unsealed surfaces.
The texture allowance need only be read to an accuracy of + or - 0.05 L/m2 due to
general variability in surface texture. It is better to nominate a range, e.g. 0.2 to 0.3
L/m2., and round off the final application depending on traffic volumes and other
allowances.
It may not be necessary to measure surface texture at every site once you have formed
a firm opinion based on a number of previous tests however, this opinion needs to be
checked against actual measurements on a regular basis.

Table 5.16
Surface Texture Depth

Diameter
(mm)
100

Av
Texture
Depth
mm
4.0

Diameter
(mm)
180

Av
Texture
Depth
mm
1.2

110

3.3

190

1.1

120

2.8

200

1.0

130

2.4

220

0.8

140

2.1

240

0.7

150

1.8

260

0.6

160

1.6

280

0.5

170

1.4

300

0.4

Ministry of Road Transport

Surface Dressing Manual 70

6.10

BALL PENETRATION TEST

The Ball Penetration Test is used to determine chipping embedment into the road
surface.
The test method procedure measures the depth of penetration by a 19 mm diameter
steel ball into road surface under the impact of a standard load.

Definitions
The road surface includes the road base, prime, primerseal and existing seals.
Seals are considered to be soft when the ball penetration unit sinks into the surface
under its own weight.

Apparatus
The Ball Penetrometer is shown in Figure 5.7.

Procedure
(a)

To measure Ball Penetration on a typical road surface:

1.

Unscrew the ball penetrometer tip from the top of the base and
screw into the bottom of the penetrometer base after removing the keeper
screw.

2.

Remove the Ball Penetrometer transit pins B&C shown in Figure 5.8.

3.

Sit the Ball Penetrometer on an area typical of the road surface to be sealed.

4.

Level the Ball Penetrometer with the leveling feet until bubble is approximately
centred.

5.

Rest one knee firmly on the units base, at the same time grasp the rear of the
unit near the top. The unit should now be stable and ready for operation. The
free hand is used to raise the hammer weight.

6.

Zero the direct measurement scale, by adjusting the thumb screw and locking
nut on top of the hammer. Locking the thumb screw is optional.

7.

Apply one blow of the hammer by raising the hammer weight to the top of the
unit and allowing it to fall freely.

8.

Measure and record the depth of penetration in mm to the nearest 0.5mm.

Ministry of Road Transport

Surface Dressing Manual 71

9.

Repeat steps 2 to 8 another 4 times at each location. Average and record the
results of the tests to the nearest 0.5mm. Each repeat test should be carried
out within a radius of 100mm of the initial test.

NOTE: Hands are to be kept clear of collar around base at all times.

(b)

To measure Ball Penetration on a soft seal


When it is evident that the hammer will sink into the seal under its own weight,
the frame is separated from the penetrometer mechanism.

1.

Replace the case hardened screw in ball tip with blank screw-in tip

2.

Remove pins A,B and C - see Figure 5.8.

3.

Detach base of penetrometer frame by removing the two base screws. The
detached upright section minus the gauge pin, is not used in this part of the
procedure.

4.

Assemble the depth gauge (from pin of direct measurement scale) by


removing the graduated pin and reinserting perpendicularly in the slot
provided.

5.

Remove the 19mm case hardened steel ball from the base and place on an
area typical of the road surface to be sealed.

6.

Centre the Ball Penetrometer base over the steel ball.

7.

Place the assembled depth gauge into the slots of the base sleeve (with the
knurled end facing the steel ball) and measure down to the top of the steel
ball by releasing the screw and lowering the knurled end onto the steel ball.
Remove the gauge and note the measurement to the nearest 0.5mm.

8.

Place the hammer through the collar in the base so that the blank tip contacts
the steel ball.

9.

Apply one blow of the hammer by raising the hammer weight to the top of the
unit and allowing it to fall freely.

10.

Remove the hammer and replace the depth gauge. Measure to the top of the
steel ball. Record the determined difference (penetration) between the first
and second readings to the nearest 0.5mm.

Ministry of Road Transport

Surface Dressing Manual 72

Figure 5.7

Ministry of Road Transport

Ball Penetrometer

Surface Dressing Manual 73

Figure 5.8

Ball Penetrometer

6.11
Ministry of Road Transport

RESISTANCE

TO

STRIPPING

OF

Surface Dressing Manual 74

CHIPPINGS
GHA test method T230 is used to assess the resistance of chippings to stripping in
the presence of moisture with or without precoating and with or without binder
adhesion agents.
This method is also known as the Plate Test or Stripping Test. It is not applicable to
chippings which pass a 9.50 mm BS sieve.
Note: When performing this test using modified binders, the softening point must first
be determined.

Apparatus
(a)

Zinc or aluminium plates, of nominal size 152 mm by 152 mm, 3 mm thick


with a 6 mm rim turned up on all sides, and an etched upper surface.

(b)

Hot plate, electric, with adjustable temperature control.

(c)

A thermostatically controlled oven with good air circulation, capable of


maintaining a temperature within the range of 60 - 110 + 2C.

(d)

A thermostatically controlled oven with good air circulation capable of


maintaining a temperature within the range of 185 + 5C. This oven is only
required where binder adhesion agents are to be tested.

(e)

A thermostatically controlled water bath, capable of maintaining water at a


temperature within the range of 50 + 2C, and being adjustable to maintain a
temperature of 24 + 2C fitted with a water circulating device and racks to
support metal plates below water level.

(f)

Scales or balance for weighing material up to 6 Kg, readable and accurate to


1 gram.

(g)

Containers of at least 500 mL capacity, with press-on lids.

(h)

Pliers, long nose, with hollow-ground tips.

(i)

Heat insulating gloves and tongs.

(j)

Spatula or palette knife.

(k)

9.5 mm BS sieve.

Ministry of Road Transport

Surface Dressing Manual 75

Test Samples
Each chipping test sample shall consist of at least 50 particles of a similar size which
are representative of the chippings submitted for testing. In general, five test
samples are required.
The binder should be a sample of the type and class from the same source of supply
or manufacture as the binder proposed for use in the field. The binder may consist
of bitumen, scrap rubber bitumen or polymer modified bitumen.

Preparation Of Test Samples


(a)

Chippings
Samples shall be prepared as follows:
As received
Clean and Dry
The chipping particles shall be washed and scrubbed to remove adhering
dust, and dried to constant mass in an oven at a temperature in the range of
105C to 110C.
Dusty
The chipping particles shall be lightly sprinkled with dried clay screened to
pass a .075 mm sieve. Excess dust should be shaken from the particles
before applying the chipping particles to plates.
Saturated Surface Dry
The chipping particles shall be soaked in water at room temperature for 24
hours allowed to drain for about 15 minutes then spread on an absorbent
cloth and rolled or patted until all visible films of water are removed. Larger
particles may be wiped individually.
Saturated Surface Wet
The chipping particles shall be soaked in water at room temperature for 24
hours and then allowed to drain for 15 minutes before applying the chipping
particles to the plate.

Ministry of Road Transport

Surface Dressing Manual 76

(b)

Precoating Material
This should be prepared and applied in accordance with the proportions to be
used. If a proprietory product it should be applied in accordance with the
manufacturers recommendations.
The chipping test samples, shall be placed in the 500 mL container and the
precoating material added in small increments. After each addition the
container should be scaled and shaken or rolled to mix the precoating onto
the chipping particles. Continue adding and mixing small increments until the
chipping particles have a dull damp appearance without any inundation.
Remove the precoated chippings from the container and stand on a tray or in
a flat dish for 24 hours before applying the chippings to the plates.

(c)

Adhesion Agent
The adhesion agent should be prepared and applied to the binder in
accordance with the manufacturer's recommendations:
Weigh out sufficient binder for the number of plates allowing approximately
35gram for each plate. Determine the mass of binder to the nearest 1gram
and calculate the quantity of adhesion agent as a percentage by mass.
Gently warm the binder until fluid and add the adhesion agent. Stir the
mixture at frequent intervals until the temperature of the mixture reaches
180C. Place the mixture in an oven at a temperature within the range of 185
+ 5C. Allow the mixture to remain in the oven for 60 2 minutes. Remove
the mixture from the oven and allow to cool to room temperature.
As hot binders can cause burns, samples must be handled with gloves or
tongs. Suitable safety glasses and/or face shields are also to be worn.

Test Procedure
(a)

Gently heat binder on the hotplate until fluid.

(b)

Place a zinc or aluminium plate on the balance. Pour the fluid binder on to
the plate until 30 to 35 grams have been spread.

(c)

Remove the plate from the balance and gently heat on a hot plate to ensure a
uniform thickness of the binder film. Allow the plate and binder to cool to
room temperature.

(d)

Gently hand press the 50 aggregate particles (test portion) into the binder film
on the plate. Place the plate into an oven at 60 + 2C or at [Binder Softening
Point + 20C + 2C] whichever is the higher, for 24 hours.

Ministry of Road Transport

Surface Dressing Manual 77

(e)

Remove the plate containing the binder and aggregate particles from the oven
and immerse in the water bath at 50 2C for 4 days.

(f)

After 4 days the temperature of the water in the water bath shall be lowered to
24 2C and maintained at this temperature for one hour, or transfer the plate
to another container of water at 24 2C for one hour.

(g)

Remove the plate and contents from the water bath and pull the chippings
from the binder with the aid of long-nosed pliers. Use steady vertical pressure
when pulling the chipping particles to avoid sliding the particles while
manipulating the pliers.

(h)

Sort the chipping particles into groups according to the following features:
Completely Stripped - less than one quarter of the contact area is coated
with binder.
Partly Stripped - between one quarter and three quarters of contact area is
coated with binder.
Not Stripped - more than three quarters of the contact area is coated with
binder.

Note: The black binder on the contact surface may be very thin. To confirm the
presence of binder, place a filter paper (Whatman No 1) over the contact area of the
inverted chipping particle and apply firm pressure with the index finger. Lift the filter
paper by its edges.
If the chipping is lifted with the filter paper and remains attached to the paper for
greater than 5 seconds a binder film is present. When using scrap rubber bitumen,
the binder film remaining on the chipping may be thinner than that usually
encountered with other binders.

Calculations
(a)

After visual assessment of each aggregate particle, calculate the percentage


of particles (by number) which have stripped as follows:
Completely Stripped - count one unit
Partly Stripped - count one-half unit
Not Stripped - count nil

(b)

The percent stripping of the sample is the sum of these percentages


calculated to the nearest two percent.

Ministry of Road Transport

Surface Dressing Manual 78

Reporting
Report the following:
(a)
(b)
(c)
(d)
(c)
(f)
(g)

Type and source of chippings.


Type, class and source of binder.
Softening Point of Binder and oven temperature for 24 hour conditioning.
Precoating, material.
Type and proportion of binder adhesion agent.
Percent Stripped to the nearest 2%.
Report any tendency for chipping particles to crumble when being pulled from
plate.

Ministry of Road Transport

Surface Dressing Manual 79

7.

CONSTRUCTION PRACTICE
7.1

PREPARATIONS FOR SEALING

General
It is essential to plan and prepare for bituminous sealing work so as to ensure that a
high standard seal is produced at minimal cost.

Inspections
The site must be inspected well in advance of the planned date of sealing to enable
the selection or determination of:
(a)

sealing treatment

(b)

remedial treatment required to restore the pavement to a condition suitable


for sealing

(c)

location of sites for handling and storage of binder and for stockpiling,
precoating and loading of chippings.
The sites should be selected so that they are:

(i)

near the site of the work and closest to the source of supply.

(ii)

on level cleared hard standing ground .

(iii)

clear of the road formation, drains, side tracks, trees, poles or other
obstructions.

(iv)

of suitable size and shape for handling and storage of binder or for
stockpiling, precoating and loading of chippings.

(d)

traffic control strategy for the work.

(e)

design of the surfacing treatment.


The site inspection should include an assessment of the pavement condition
for the following design parameters:
Surface Texture Allowance (AT) based on Sand Texture Test .
Embedment Allowance (AE) based on the Ball Penetration Test .

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 80

The pavement should also be inspected a day or two before the bituminous sealing
to ensure that the preparation work has been satisfactorily completed.
To ensure that all information is collected during the site inspection, complete the
checklists shown in Section 6.11.

Site Preparation
The sites for Binder Handling and Storage and Chipping Stockpiles should be
prepared by:
(a)

grading and compacting the surface to provide good drainage

(b)

clearing all vegetation and rubbish

(c)

locating storage tanks and other equipment for ease of handling and storage
of binders.

Supply of Binder
The following actions should be taken to ensure satisfactory delivery of the binder:
(a)

check that the type of materials are available and acceptable.

(b)

determine the manner of supply (eg. road tanker) and requirements relating to
delivery, eg temperature.

(c)

determine the sampling and testing procedure to be used for the contract.

Supply and Precoating of Chippings


(a)

Supply of Chippings
Whether chippings have been supplied as part of the contract, or have been
purchased directly from the quarries, the following action should be taken:
always test samples of chippings before acceptance and delivery to site
check quantities and locations of deliveries
arrange regular sampling and testing
measure stockpiles

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 81

(b)

Stockpiles
For ease of precoating and loading operations, and measurement, stockpiles
should be:
rectangular in shape at base of stockpile.
of uniform side slopes between 1.5 and 3 horizontal to 1 vertical
1.2 metres high (approximately).
A clear space of 10 metres width on at least one end and 3 metres width on
at least one side is required.

(c)

Precoating Chippings

(i)

General
All chippings should be precoated before use in bituminous surfacing work.

(ii)

Precoating materials
Precoating materials are described in Section 3. Chippings which have been
precoated with diesel fuel oil based precoat should be stockpiled for at least
one week before use. If stockpiles are covered to prevent contamination, the
chippings may be suitable for use for several months. However, if they have
not been used within 6 months light precoating may be required.

(iii)

Application rates
The application rates for precoating material are detailed in Section 3.3.
However, they should be such that each chipping particle is uniformly coated
and has a dull, damp appearance. No free precoating material should be
evident.
The following field check may be made to determine whether or not the
chippings are correctly precoated:
Fill a white plastic bag to about one third full with some of the precoated
chippings.
Close the top of the bag and shake it several times so that the chippings
contact the inside surface of the bag.
If the inside of the bag is dusty, then the precoat has been under applied.
If the inside of the bag is relatively clean with the exception of a few streaks
of precoat, then the precoating rate is correct.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 82

If the inside of the bag is covered with an oily coating, then the precoat has
been over applied.
(iv)

Method of precoating
Chippings maybe precoated using the following methods:
Quarry Crushing Plant
Where practical, chippings should be precoated by the quarry supplying
chippings. The precoating agent is normally applied at the specified rate as
the chippings come off the conveyor belts into stockpile or into the trucks for
delivery to the job site.
Payloader (front end loader)
Precoating of chippings can be undertaken at stockpile sites using a
payloader and bitumen distributor hand distributor.
The chippings should be clean and dry with a minimum of dust. They are
loaded into the bucket of the payloader and the precoating fluid sprayed
evenly over the chippings. The volume of precoating fluid applied is based on
application rate and the volume of the payloader bucket.
A stockpile of the partially precoated chippings is constructed and then turned
over with the payloader until all chippings are uniformly coated.
Large stockpiles of chippings can also be precoated using the same method.
The required volume of precoating agent is sprayed onto the stockpile and
then the stockpile is turned over until all the chippings are uniformly coated.

(v)

Condition of chippings
Chippings should be precoated only when they are dry and clean.
Treat the chippings as follows:
If the chippings are precoated when damp, they should be allowed to dry
before being used for sealing.
Fines and dust should be removed from chippings before precoating.

(vi)

Stockpiled precoated chippings


The following precautions should be taken with stockpiled precoated
chippings:

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 83

If stockpiled precoated chippings are not to be used immediately, cover


stockpiles with heavy plastic sheeting or similar material to prevent
contamination by water and dust.
If rain appears imminent, cover the stockpiles of precoated chippings.
Precoated chippings which have dried out while stockpiled, should be
precoated again before being used for sealing work.

Sampling of Chippings
Before designing a seal or reseal, the chippings should be sampled from stockpile
and the ALD determined.

Plant Requirements
All necessary items of plant should be on site in good working order before the
commencement of sealing operations.
The plant used by a typical spray gang includes:

bitumen distributor

heater storage unit

road tanker

chipping precoater

chipping loader

chipping spreader

trucks with or without box spreaders

rollers (self-propelled pneumatic tyred)

drag broom

rotary road broom

tender truck

utility truck (Foreman)

Descriptions of the types of sealing plant are given in Section 7

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 84

Spray Gang
A spray gang for a normal sealing operation may comprise:

1 foreman

1 ganger (penciler)

1 road tanker driver

1 distributor driver

1 distributor operator

1 heater attendant

1 loader operator

2 roller operators

3 truck drivers (chipping trucks)

1 ganger truck driver

4 labourers

The size of the spray gang may need to be increased or decreased depending on
the type and extent of the work.

Traffic Control Strategy


After the site inspection, plan the traffic control strategy for each particular job. The
strategy must be prepared in accordance with Ghana Road Traffic Regulations.
The traffic control strategy elements include:
(a)

determining the method of traffic control such as:

single lane only


full width
side track or detour around the site
(b)

preparing detailed instructions (with plans if necessary of traffic control


measures)

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 85

(c)

arranging for the required number of Traffic Controllers to be available at the


site

(d)

arranging for the supply and use of all necessary signs, traffic control devices
and pilot vehicles where necessary.

Job Instructions
For each section of the work, prepare job instructions for the Foremen or Supervisor
who will supervise the work. Information to be included in the job instructions
comprises:

details of the location.

lengths and widths to be sprayed

sources of materials

type(s) of binder

binder application rater(s)

procedures for cutting back binder

nominal size(s) of chippings

chipping spreading rate(s)

type of precoating material(s) and application rate(s)

type of adhesion agent and proportion to be used in binder

sketches and/or plans of the work, if appropriate

details of special procedures to be used for the particular work.

Repairing Pavement before Sealing


Any pavement defects should be repaired and the pavement restored to a
satisfactory condition before sealing.
For seal and reseal work any weak or failed areas should be repaired, larger cracks
filled with binder, and any rutting or other shape deficiencies corrected.
Rutting which is not corrected will often result in flushed or bleeding seals in the
wheel paths, particularly on roads carrying heavy traffic.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 86

Patching should be done with suitable pavement material, compacted, and then
sealed. Alternatively, asphalt can be used for patching.
It should also be noted that repairs and patching should be done at least 6-8 weeks
in advance of sealing to allow time for the volatiles to evaporate. Fresh patches and
repairs will often result in unsightly fatty or stripped areas in the seal coat.

7.2
HANDLING
MATERIALS

HOT

BITUMINOUS

General
Bitumen and cutback bitumen that comply with the specification should give
satisfactory service provided they are handled and stored correctly.
Implementation of the following procedures should prevent accidents and damage
to, or contamination of, these materials.

Transferring Material
Bituminous materials are usually handled very hot and require special equipments
for storage and application. Serious burns can be caused by the liquid coming into
contract with the skin.
Water should not be allowed to contact hot bituminous materials, as this will cause
boil over and foaming, which may lead to a fire or explosion.
The following precautions are to be taken when transferring bituminous materials:

If a hot bituminous material is to be transferred, check the type of material last


used in the tank to be loaded. If unknown or a bitumen emulsion then flush
the tank and connecting pipelines with cutter oil to ensure they are free of
water. See also section on cleaning tank.

Always check quantities to be loaded to ensure sufficient volume is available


in the tank to allow for addition of additives and expansion when heated.

Wherever possible transfer materials by suction rather than by pumping under


pressure. If material must be pumped then use the lowest pumping rate
possible to avoid excess pressure.

Never unload heated materials until at least 20 minutes after the heaters are
turned off.

Bitumen emulsion should be pumped with either a purpose made emulsion


pump or else a pump with low shearing action.

Do not load cleaning oil, or cutter oil into an empty hot tank unless the
temperature in the tank is below 100C.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 87

To avoid contamination, always flush pipes, hoses, strainers, etc. with


cleaning oil after the loading operations are finished.

Heating
(a)

Bituminous Material
Bituminous material should not be heated above the maximum temperatures
shown in Table 6.1.

(b)

Cutback Bitumen
The following precautions should be taken when heating cutback bitumen:
Extreme care should be taken as the volatile vapours given off are easily
ignited.
Only heat cutback bitumen if its temperature is below the recommended
minimum temperature for spraying.
Do not heat cutback bitumen at a rate greater than 15C per hour.
Only heat cutback bitumen in distributors.
Circulate cutback bitumen in the distributor during heating and continue
circulating for at least 20 minutes after burners have been turned off.

(c)

Bitumen Emulsion
The following precautions should be taken when heating emulsion:
Apply heat gently.
Use gentle agitation.
Warm pumps before use.
Do not apply direct heat to emulsion with a fire or blow torch.
Do not heat emulsion at a rate greater than 15C p er hour.

Mixing Bituminous Materials


(a)

Cutter Oil with Bituminous Materials


The most common procedure for adding cutter oil to bituminous material
applies to the field production of cutback bitumen. A different procedure is
used when adding cutter oil to scrap rubber bitumen.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 88

Cutback bitumen
The procedure for adding cutter oil or kerosene to bitumen is:
(i)

Check for presence of water in cutter oil.

(ii)

If there are concerns that water may be present, pour cutter oil into a
cut-down 200 L drum before pumping into distributor. If water is present, it
can be seen at the bottom of the cut-down drum. Alternatively, use a waterfinding paste.

(iii)

Pump cutter oil at ambient temperature into the empty distributor tank.
The quantity of cutter oil pumped into the distributor should be predetermined
on the basis of the percentage of cutter oil required in the cutback bitumen
and the quantity of cutback bitumen to be produced.

(iv)

Pump hot bitumen (grade AC-10 bitumen) into the distributor tank,
observing all the safety precautions
The temperature of the bitumen should be adjusted so that the resultant
cutback bitumen is at the required temperature for spraying. This obviates
the need to heat the cutback bitumen.

(v)

Heating of cutback bitumen should be avoided where possible.

(vi)

Circulate the mixture of cutter oil and bitumen for at least 15 minutes
before spraying.

(b)

Adhesion Agents with Bituminous Material


Adhesion agents are usually incorporated into the binder in the field.
Adhesion agents are usually dissolved in all binders including primers and
primerbinders, except for bitumen emulsions. Bitumen emulsions are
manufactured with adhesion agents incorporated and no further addition
should be made.
Adhesion agents should be thoroughly agitated in their containers before use
and when emptied, the interior of the container should be free of sediment.
Gloves must be worn by personnel at all times when handling adhesion
agents.
As most adhesion agents deteriorate if held at high temperatures for long
periods, they should be added to hot binders shortly before spraying. When
loading the distributor, it should be at least one-third filled with binder before
adhesion agent is added. The measured quantity of adhesion agent should
then be added.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 89

If adhesion agent will not pour from the drum, it may be warmed or mixed with
a small quantity of cutter to make it fluid.
To ensure uniform dispersion of the adhesion agent throughout the binder,
the mixture should be circulated for 15 minutes before spraying.

Table 6.1
Maximum Heating Temperatures for Various Bituminous Binders
Type of Material

Class or Grade

Bitumen

AC 10

Cutback Bitumen

AMC00
AMC0
AMC1
AMC2
AMC3
AMC4
AMC5
AMC6
AMC7

Note: 1.

Equivalent %
cutter

Max.
Temp.

Heating
(C)
190

56
44
34
27
21
16
11
7
3

30
55
80
100
115
135
150
160
175

For bitumen emulsion binders, refer to Section 6.10.

Cleaning
(a)

General
Cleaning procedures should minimize the risk of:
injury to personnel due to fire, explosion or other cause.
damage to equipment due to fire or explosion.
contamination of bituminous materials.

(b)

Tanks Containing Bituminous Materials


Tanks include road tankers, bitumen distributors, heater storage units, drums
and connecting pipe lines.
The following procedures and precautions should be taken when cleaning
tanks which have stored bituminous materials:

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 90

(i)

Changing the type of material in tank


When changing the contents of a tank from one type of bituminous material to
another type (bitumen, cutback bitumen or emulsion), the procedure for
cleaning out the tank before refilling with a different type of material is as
follows:
Bitumen or Cutback Bitumen to Bitumen Emulsion or the reverse
Drain tank and flush with kerosene or cutter oil. It is particularly important
when changing from bitumen emulsion to bitumen or cutback bitumen that all
emulsion is flushed from the system as any emulsion left may result in
foaming when hot bitumen is next loaded.
Cationic to Anionic Emulsion or the reverse
Flush out surplus material from tank with water until water is not discoloured
and drain tank and lines. Flush with kerosene or cutter oil and drain tank.
Flush out surplus cuter oil with water (about 450 L) and drain tank and lines.
Heating the water to about 60C will assist in flus hing the cutter oil. If cationic
emulsion is to be the product for the next load, then the final flush should be
carried out with 0.25% to 0.5% of hydrochloric acid added to the water.

(ii)

Internal cleaning
Additional precautions to be taken when personnel are working inside tanks
used for bituminous materials are:
Degas the tank or flush with boiling water to remove all dangerous fumes
before commencing the cleaning operations.
Isolate any mixing mechanism with a lock out tag.
Isolate any valves used to control the delivery of bituminous materials or
heat to the tank with a lock out tag.
Any person who has to work inside the tank must retain the vehicles
ignition key the whole time work is in progress inside the tank. Place a
large sign *Person working in Tank* on each side of the vehicle.
Disconnect the vehicle and distributor batteries and any other power
sources which are normally used.
Any person working in the tank must wear an air supplied respirator.
Personnel must stand by outside the tank.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 91

(iii)

Completion of the work


After completion of each job, thoroughly clean the tank, pump and pipelines
with kerosene or cutter oil to ensure that all bituminous material is removed
from the system.

(c)

Tanks containing bitumen emulsion


When a cationic emulsion comes into contact with metal it can begin to break.
If a pump is not flushed after use or lines are left part full of emulsion, they will
clog. To achieve the high performance expected of emulsions, cleaning of
the storage tank and pipelines is essential and needs to be carried out
thoroughly.

Storage
(a)

Bituminous Material

(i)

Hot materials in bulk


Bituminous materials are stored hot in insulated storage tanks to have on
hand an adequate supply of materials at or near their working temperatures.
When material is stored hot in bulk:
Do not exceed the maximum prescribed temperature for the material as
shown in Table 6.1.
When the material is required for immediate use keep it within the
recommended temperature range for spraying, e.g. bitumen 160 190C
Do not store the materials hot for any length of time if no demand is
expected, e.g. over a lengthy break. Prolonged hot storage will drive off
the lighter oils and increase the viscosity of the material. It is better to let
the material cool and heat it in time for use.

(ii)

Cold materials in bulk


Bituminous materials may be stored at ambient temperatures without
suffering any deterioration.
To avoid settlement when materials are stored cold in bulk and are liquid at
the storage temperature, circulate them at regular intervals.

(iii)

Materials in drums
Storing and stacking
Drums containing the same materials should be grouped in the same area.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 92

Drums should be stacked in a single layer with the bung uppermost.


Always use the materials in order of receipt, ie. The oldest material should
be used first.
(iv)

Protection
Bituminous materials stored in drums should be stacked under cover to
protect them from weather and to avoid contamination. It is particularly
important to exclude moisture from bituminous materials (except emulsion)
and precoat which require heating before use to minimize the risk of foaming

(b)

Bitumen Emulsion
Bitumen emulsion only remains stable and usable while the fine particles of
bitumen are uniformly suspended in the water phase. Storage procedures
should ensure that bitumen droplets do not settle or coagulate during storage.
When an emulsion is stored it has a finite lifetime which is determined by the
formulation, method of handling and how it is stored.

(i)

Bulk storage
The precautions to be taken when storing bitumen emulsion in bulk are:
Do not store bitumen emulsion for longer than 90 days.
Circulate bitumen emulsion at regular intervals.
Circulation should be slow and for limited periods.
The frequency of circulation depends on the weather and the length of
time the emulsion has been in storage but generally once every 7 days is
adopted.

(ii)

Storage in drums
The precautions to be taken when storing bitumen emulsion in drums are:
Store drums above ground in an upright position.
Store drums under cover.
Use bitumen emulsion in order of receipt.
Do not store bitumen emulsion in drums for longer than 90 days.
Gently agitate drums by turning each drum over every 2 weeks.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 93

The agitation minimises settlement of the fine particles of bitumen.


(c)

Cutter Oil
Containers of cutter oil should not be stored on the job for long periods unless
they are protected from rain and condensation. If containers are stored in the
open for short periods, they are to be placed in such positions as to minimise
the possibility of water gaining entry. This may be achieved by storing the
drums on their sides.
Cutter oil storage tankers should be separated from other products at the
tanker site (eg. Gas cylinders, petrol, oil, etc) by a minimum of 10 metres. If
stored in sheds they should be adequately ventilated.

7.3
PREPARATION
SURFACE

OF

PAVEMENT

General
It is most important that pavements are properly prepared prior to applying any
sprayed treatment as sprayed treatments will not overcome pavement deficiencies.

Primers and Primerseals


For initial treatment work the pavement should be constructed to line and level, be
well compacted with a uniform moisture content with a clear unblemished surface.
Before priming or primersealing, the pavement surface should be prepared by:
(a)

Drying
If the voids near the pavement surface are filled with water, allow the surface
to dry out by evaporation to a slightly damp condition.

(b)

Sweeping
Sweep the pavement surface to remove dust, slurry and other foreign matter
using:
a rotary road broom.
The broom should be adjusted so that it removes the dust without
damaging the pavement surface.
hand brooms, if necessary, in confined areas not swept by the rotary
broom.
Sweeping should extend to at least 300 mm beyond each edge of the area to
be sprayed.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 94

(c)

Watering
At the time of priming or primersealing, the pavement should be slightly damp
to the required depth of penetration of the primer.
Where the moisture has evaporated from the top 15 mm of the pavement
material, the surface should be dampened by a light application of water.
This is done by running a water bowser over the surface at a higher speed
than normal.
The purpose of watering is to:
kill the dust
improve penetration of primer or primerbinder into the pavement.
Watering should not reduce either the hardness of the pavement surface or
the surface penetration of the primer.
If over watered, allow the surface to dry before priming.

Seals and Reseals


Before sealing or resealing on bituminous surfaces, the pavement surface should be
prepared by:
(i)

Drying
A damp surface should be allowed to dry. Sweeping with a rotary road broom
may assist.
When using a bitumen emulsion binder the surface may be left damp.

(ii)

Sweeping
Sweep the pavement surface to remove dust, slurry and other foreign matter
using a rotary road broom
Supplement with hand brooms, where necessary.
Sweeping should extend to at least 300 mm beyond each edge of the area to
be sprayed.

7.4

SPRAYING OPERATIONS

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 95

Setting Out
Set out the area to be sprayed with markings on the pavement (300 mm outside the
longitudinal edge).
The guide arm chain of the distributor is then adjusted to the position of the
markings.
Spray Width
Full width spraying should be carried out so that there will be no longitudinal joins in
the seal. Single lane spraying may be carried out :

Where the maximum length of spray bar is less than the full width for
spraying.

If unacceptable traffic delays are likely to occur.

Where the design calls for different binder application rates in adjacent lanes.

On a rough pavement, where the spray bar height will vary as the distributor
moves forward causing variations in the binder application rate.

On winding roads with small radius curves, where full width spraying would
cause varying binder application rates.

Quantity of Binder to be Sprayed


The procedure to be followed is:
(i)

Calculate the design application rate of binder at 15C. Refer to Section 5.

(ii)

Convert the designed application rate to the application rate of hot cutback
binder using the conversion tables in Section 2.

(iii)

Multiply the application rate of hot binder by the area to be sprayed to give the
volume of hot binder.

These calculations are carried out on the Daily Spray Record Sheet in Section 6.12 .
Loading the Distributor
Transfer to the distributor, the calculated volume of hot binder plus an allowance of
10% to ensure the distributor pump does not pump air before the end of the run.
The cutter oil and /or adhesion agent is included as part of the distributor loading
operation as described above.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 96

Spraying
Spraying the binder should be undertaken with a calibrated distributor, as described
in Section 7. Determine from the spraying table ( refer to Figure 7.3), the forward
speed of the distributor and required pump shaft speed for the selected bar width
(constant volume distributors only).

Use hand spray equipment to spray small or odd-shaped areas.

Spray Nozzles
The spray nozzles should be of the make and type endorsed on the Distributor
Certificate.
The end nozzles may be either intermediate nozzles set with a jig or else purpose
made end nozzles.
Measurement of Binder Quantity
Before commencing spraying, park the distributor on level ground, dip the distributor
tank and record the quantity of binder on the Daily Spray Record Sheet.
In addition place binder collection trays for checking of spray rate in the wheelpaths
on surface to be sprayed
Binder Temperature
At the time of spraying, measure the temperature of the binder. It should be within
the allowable temperature range for spraying the binder being used. Refer to Table
6.1.
Traffic Control
Stop or detour all traffic in accordance with traffic management plan before
commencing spraying.
Cut Off Paper
Lay a strip of craft paper, 1.2m wide transversely across the pavement at the start
and finish of the distributor run. Weigh the paper down with chippings, gravel or
other suitable material.
Positioning the Distributor and Chipping Trucks
Position the distributor a minimum of 20 meters behind the start of the run.
________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 97

Position the loaded chipping trucks behind the distributor before commencing the
distributor run.
Lower the spray bar so that the nozzles are 250 300 mm above the pavement.

Commence Spraying
Drive the distributor forward and commence spraying when the spray bar is over the
cut off paper. Check that all nozzles are producing a uniform spray pattern.
Stop spraying immediately if any of the nozzles are not operating correctly or any
defect develops in the spraying equipment.
Maintain a constant distributor speed to ensure a uniform application rate of binder.
Remove Cut Off Paper
Before the chipping spreading starts, remove the paper and dispose of it correctly.
Determine Binder Application Rate
At the end of the run, park the distributor on level ground, dip the distributor and
calculate the actual rate of application of binder on the Daily Spray Record Sheet.
In addition weigh the bitumen collection trays and calculate the actual rate of
application of binder on the Spray Check Sheet shown in Section 6.
The actual application rates should be within a tolerance of 5% of the ordered
application rate. If necessary, adjust the application rate of binder to ensure the
ordered application rate is achieved in subsequent runs.
It is more difficult to obtain accuracy on short runs than it is when spraying full loads
due to the accuracy of dipping the load and its influence on the overall accuracy
when spraying only small quantities.
Always check the rates of application for each run or load sprayed. If in error check
the calculations first. Minor corrections to the forward speed of the distributor may
be necessary to obtain the desired rate of application.
It may not be possible to obtain the desired rates of application due to the following:

the pump is worn


the material being sprayed is at the incorrect temperature
the pump shaft speeds are too low to obtain the correct flow rate
there are restrictions in the valves and pipes
using incorrect or faulty jets
any of the instruments are faulty

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 98

the dip stick suspension point has been altered or the dip stick has been
damaged.

Overlap Longitudinal Joints


Where single lane spraying is used, the overlap at the longitudinal joint of adjacent
runs should be 50 mm to 100 mm wide, provided the outer nozzles have been
specially set with a jig unless purpose made end nozzles are used.
The overlap should be located under lane lines or outside the normal wheel paths of
traffic. They must not be located in the wheel paths of traffic.
7.5

CHIPPING OPERATIONS

Loading
The loading operation is usually carried out with a front end loader. To avoid
contamination of the chippings:

The bucket should not have teeth.

A thin layer of chippings should be left behind in the stockpile under the
loader bucket.

Spreading
(a)

General
The aim in spreading chippings is :
To produce a uniform mat of chippings
To spread at the ordered rate
Excess chippings on the surface may crush under the action of rolling and/or
traffic.
A deficiency of chippings will not give a tight mat and may result in some
stripping. This is because the depth of binder around the chippings is not
sufficient to hold them in place.
To ensure a good seal, the spread rate must be controlled.

(b)

Spreading Equipment
Self propelled spreaders with rate of chipping discharge linked to road
speed produce the best results.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 99

Cockerell (box) spreaders in which the discharge rate is not automatically


linked to road speed may also be used.

(c)

Preparation for Spreading


The following preparations should be undertaken:
Check spreaders for correct operation of mechanisms and linkages.
Truck bodies must be clean before chippings are loaded.
Select spreading widths to enable coverage to be achieved in a minimum
number of passes. Narrow spread widths of less than 600 mm should be
avoided.

(d)

Spreading Procedure

Before spraying commences, have sufficient loaded spreading trucks


positioned behind the distributor to cover the area to be sprayed.

Spreading should commence immediately after spraying has started.

The binder must be covered with chippings as quickly as possible and in.
any case within 10 minutes when using grade AC-10 bitumen.

The spreading width is controlled by the number of gates opened. A


square nose shovel may be used for blocking off part of a gate.
Spreading should be carried out at a steady speed.

Adjust gate openings to achieve an even curtain of falling chippings.

If the operation of the truck produces corrugations in the spread chippings,


spreading should be stopped and the spreading truck moved off the
affected area. All corrugations should be removed by smoothing out with
hand brooms.

A check should be made on the rate of application using the Daily Spray
Record sheet.

The appearance of the spread mat before rolling should be uniform, with
some binder visible between the stones (except for emulsion sealing).

When working half widths or lane widths the overlap width of the binder
should be left uncovered.

The spreaders must always be cleaned out when changing from one size
of chipping to another.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 100

(e)

To reduce the likelihood of damage to a new seal, chippings spreading


trucks and other equipment should not turn on newly spread and rolled
chippings. Ensure that the truck tyres do not carry dirt or mud onto the
new work.
If an area has been generally underspread it should have extra chippings
added using the spreaders.

Handspreading
Handspreading may be carried out in small or odd shaped areas by shaking
chippings off a shovel. Do not throw or broadcast the chippings because this
will result in a non uniform cover.

Rolling Chippings
(a)

General
Rolling of chippings is undertaken for the following reasons:

(b)

To press the stones into the binder

To move the stones so that their least dimensions are vertical

To achieve mechanical interlock between the stones.

Equipment

Self propelled pneumatic multi tyred rollers having an unballasted mass of


about 7 tonnes are preferred.
Tyres are operated at a minimum pressure of 600 kPa.
These rollers do not have to be ballasted.

Steel wheel rollers are not used because they:


Break down chippings.
Push some chipping particles into the base.
Ride on the high spots, leaving chippings in the low areas unrolled.

Number of Rollers
Whilst only one roller may be required for small patching work, it is good
practice to have two rollers on site to allow for mechanical breakdown and
to assist with backrolling. However, as a guide, at least one roller is
required for every 1500 m2 of pavement sprayed.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 101

(c)

(d)

Procedure

Rollers must follow as close as is practical behind the spreader. Once


chippings are spread, one roller pass must be applied to the whole area
as quickly as possible. When this has been completed, rolling should
proceed by overlapping each preceding pass by about one third of the
effective roller width.

The full width of the spread chippings must be rolled.

Rolling should continue until the chippings have been well embedded in
the binder and a uniformly textured surface is obtained.

Rolling should be continuous during the day and should continue for at
least one hour after the last chipping has been spread.

Rollers must be driven at uniform speed to avoid skidding the wheels.


Rolling speed should be about 15km/h to move and settle the chipping
particles to their correct position.

At least one pass of the rollers should be completed before traffic is


allowed onto the new work.

Particular attention should be given to rolling the untrafficked areas


(centerline, between wheeltracks and outside the wheeltracks on a 2 lane
road). Lack of rolling in these areas can lead to stripping.

Backrolling
Backrolling is used to reorientate the stones and reduce the voids between
the chipping particles.

On lightly trafficked roads (say up to 250 v/l/d), one roller should


continue rolling for periods up to half a day behind the spraying
operations, ie. 4-5 hours additional rolling after the initial one hour
minimum rolling.

On heavily trafficked roads, traffic can provide the backrolling. To ensure


uniform rolling, the traffic should be moved over the area of the seal using
traffic control measures.

On deviations constructed away from traffic, backrolling should be carried


out for a number of days. Particular attention should be given to
shoulders and to the centerline areas.

Sweeping
(a)

Hand Sweeping
This may be used to correct minor irregularities in the spread rate with or
without additional chippings.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 102

Chippings must not be swept in from outside the sprayed area, as this may
bring in dust.
(b)

Drag Brooming
Drag brooming is undertaken after initial rolling to provide an even cover of
chippings. Drag brooming should not be used if the chippings are larger than
Size 10 mm as they tend to be dislodged by the broomimg.
Drag brooms should operate at between 5 and 10 km/h.

(c)

Removing Loose Chippings


There is always an excess or loose chippings on the road after rolling of the
chippings has been completed. As they are a safety hazard to motorists, the
loose chippings should be removed by sweeping or suction cleaner if
available.

(i)

Timing
To ensure that the seal is not damaged, sweeping should be delayed until the
chippings have sufficiently adhered to the binder. Generally, when hot applied
bitumen AC-10 binder has been used, a light sweeping is carried out the next
day. However, for bitumen emulsion binder, sweeping is generally undertaken
after the second day.

(ii)

Rotary Road Broom


The bristles should be uniform in length to enable setting of the broom to
produce uniform sweeping. To prevent gouging of chippings, a low pressure
setting is selected.
Sweeping should commence in the centre of the pavement and progress to
the edges. Surplus chippings should not necessarily be removed in one
pass. A number of light passes are preferable to prevent damage to the new
seal.
With a rotary road broom it is preferable to have a roller following to ensure
that any disturbed chippings are rolled back into place.

7.6

TRAFFIC CONTROL

General
Control of traffic is an important part of sealing work. Traffic must be controlled to
ensure that road workers are protected from hazards and that road users can travel
safely through or around the work site. Control of traffic is also important to protect
the seal from damage when first opened to traffic.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 103

Spraying Operation
During spraying operations it is essential that traffic be detoured or stopped for short
periods. The work should be organized so that any delay to traffic is limited to less
than 15 minutes. In order to control vehicle speeds, a temporary 60 km/h speed
zone should be established. This zone should extend at least 100 m beyond the
limits of the work and should be left in force until after excess aggregate has been
removed from the seal.
Figures 9.1 and 9.2 show typical traffic control arrangements for sprayed sealing
work.

Protection of New Bituminous Seals


In its early life surface dressing is susceptible to damage, even if done in favourable
conditions. For hot applied cutback and bitumen binder, the first four hours are
critical and the next 48 hours very important. For bitumen emulsion binder, which
takes longer to set up, the first 48 hours are critical.
To protect the work during the initial period, it is therefore essential that traffic control
measures to restrict speeds to less than 30 Km/hr are implemented
Measures to restrict traffic speeds are as follows:

Where possible, close the road and detour traffic


Use vehicles with flashing light, rollers or other plant to lead traffic through the
works at slow speed

Restrict the lane width available to traffic by the use of cones, signs, barriers
or other traffic control devices.

7.7

PRIMING

Spraying Temperature

The temperature of the primer at the time of spraying should be within the
range shown in Table 6.2.
Primer should not be held at the spraying temperature for longer than one
hour. If it is held at that temperature for longer, a repeat dose of adhesion
agent should be added.

Primer Set Up
Priming is a matter of experience and no definite rules can be applied regarding the
grade (viscosity) of primer and rate of application to use.
A reasonable balance has been achieved between grade and rate of application if
the pavement is uniformly well covered with primer, and if all the primer is absorbed
________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 104

and dry within the following time limits for the weather conditions shown:

Hot weather
6 to 12 hours

Cool weather
12 to 24 hours

Damp weather
24 to 48 hours
Covering Primes
When primer has been sprayed, the surface must not be immediately covered with
dust or sand to mop up the wet primer in order to shorten the drying time. This is a
wasteful practice and generally results in a non-uniform poor standard surface.
It is preferable to adjust the grade or rate of application so that the primer is dry
within the times given. Minimum time to allow absorption before covering with
dust/sand should be about 4-6 hours.

After Care
After spraying primer, the following action should be taken:

Inspect the pavement surface about two hours after spraying.


Where the primer has been selectively absorbed, reprime hungry areas.

Sweep pools of free primer onto adjoining areas.


Table 6.2
Primer Temperature for Spraying

Type of Primer

Cutback Bitumen

Bitumen Emulsion

Grade

Temperature Range for Spraying


(C)

AMC00

10 20

AMC0

35 55

AMC1

60 - 80

Manufacturers recommendation

7.8

PRIMERSEALING

Spraying Primerbinder

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 105

The temperature of the primerbinder at the time of spraying should be within


the range shown in Table 6.3.
Primerbinders should generally not be held at the spraying temperature for
longer than one hour as it reduces the cutter content and effectiveness of
adhesion agent if used. A repeat dose of adhesion agent may be required.

Trafficking the Primerseal


Fresh primerseals have relatively poor stone holding ability under traffic, particularly
during the first 4 to 6 hours. During this period protect the primerseal by:

controlling the speed of traffic - refer to Section 6.6.


extending the period of traffic control until chippings are held securely.

7.9

SEALING AND RESEALING

Curing of Primes and Primerseals


Before sealing is carried out, the prime or primerseal should be cured. The
recommended curing periods are:

Primes one to two weeks

Primerseals refer to Section 5.3.

Spraying Binder
The temperature of the binder at the time of spraying should be within the range
shown in Table 6.4.

Trafficking Seals and Reseals


Fresh seals and reseals, particularly when cutback bitumen is used, have relatively
poor stone holding ability under traffic on the day of sealing. During this period
protect the seal by:

Controlling the speed of traffic refer to Section 6.6.

Extending the period of traffic control until chippings are held securely.

After Care
The seal should be regularly inspected, particularly during the early part of its life.
Defects and failures should be repaired immediately after their appearance.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 106

Table 6.3
Primerbinder Temperatures for Spraying

Type of
Primerbinder
Cutback bitumen

Grade

Temperature Range
for Spraying (C)

AMC4

Bitumen emulsion
(70% Bitumen)

110 135

Primersealing

75 85

Table 6.4.

Binder Temperatures For Spraying

Type of Binder

Grade or
Class

Temperature. Range
for spraying (C)

Bitumen

AC -10

170 190

Bitumen Emulsion
(70% bitumen)

Sealing

75 85

7.10 EMULSION
RESEALING

SEALING

AND

General
The procedure used in carrying out an emulsion seal differs from those used in
conventional sprayed sealing.

Type of Emulsion
The technique described in this section is the general practice used for sealing and
resealing using high bitumen content (70%+ bitumen) emulsions. Whilst
conventional (60% bitumen) emulsions may be used, the maximum application rates
achievable without significant runoff restricts the size of chippings which may be
used.
Emulsions used in sealing and resealing are sprayed undiluted.
________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 107

Precoating Chippings
Chippings should be precoated approximately 1 week in advance of the work.
Freshly precoated chippings with an excess of precoat should not be used, as
it may delay the breaking of the emulsion. Chippings which have previously been
precoated and are damp at the time of sealing present fewer problems in achieving
initial adhesion with the binder than would be the case with conventional sealing.

Pavement Preparation
The pavement should be cleaned by sweeping as described in Section 6.3.

Heating Emulsion
Emulsion should be heated slowly (maximum rate 15C per hour) to between 75C
and 85C for spraying.

Spraying
The emulsion is sprayed at the designed rate determined from Section 5. While it is
possible to spray at hot application rates up to 2.5 L/m2 , run off may be a problem at
higher application rates or on steep grades.

Chip Spreading
The chippings are spread at a rate to give a uniform single stone thickness with the
particles in shoulder to shoulder contact.
If a scatter coat is to be spread it is essential that the first chipping is spread
uniformly at the designed rate. The scatter coat is spread after the first chipping and
before rolling.

Scatter Coat
When carrying out emulsion sealing using chippings of Size 10 mm or greater, a
second chipping applied as a scatter coat, may be used to lock in the chippings.
The function of the scatter coat is to prevent the first chipping from rolling and being
dislodged as the seal gains strength during the first days of its life.

Rolling
________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 108

Immediately after the scatter coat is spread, rolling should be carried out.
Traffic on the Fresh Seal
After 2 or 3 roller passes, traffic may be allowed to use the new seal. The speed of
traffic must be restricted to a maximum of 40 km/hour until the seal has gained
sufficient strength to be trafficked at higher speeds without chippings being
dislodged. The speed restriction is normally required for 4-6 hours.

Sweeping
Because of the slow strength development of emulsion seals when compared with
hot applied bitumen seals, sweeping may have to be delayed for longer until
sufficient strength has developed. Sweeping with a rotary road broom may be
carried out 48 hours after sealing.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 109

7.11

SITE INSPECTION SHEETS

Site Visit Checklist

Spray Seal Site Visit Check List


Page 1 of 2

Contractor:-
Contract No:-

Phone No:
Mobile No:
Fax No:....

Superintendents Representative:-
Contractor's Site Representative:-
Expected Date of Seal:-
Duration of Work:-
Seal Design by :-
JOB DETAILS

Site Location
Length of work :.(meters)
Width of work ..(meters)
Total area:(square meters)
SURFACE TREATMENT

Surface Treatment Type (Prime / Primerseal / Seal / Reseal)


Bitumen Grade
(AC-10 Bitumen)
Prime / Primerseal Grade (% - Cutter with AC-10 Bitumen)
Emulsion Grade
(eg CRS70 etc.)
Adhesive Agent Type
% of Adhesive Agent
(%)
SURFACE DRESSING MATERIALS

Surface Dressing
(Single / Double)
Quarry Source
Type of Chippings
Chipping Shape (Angular/ Cubic/ Round)
Chipping Test Results Available
(Yes / No)
Supplied at Stockpile Site by:(Quarry / Contractor)
Haulage Dist - Quarry to Stockpile (Km)
Haulage Dist- Stockpile to Worksite ( kms)
Stockpile Site Constructed by:Stockpile Site clean,dry and accessible (Yes / No)
Chipping Covered by:Precoating of Aggregate
Precoating Location
Precoat Brand or Mixture
Precoat Rate (litres/cubic metre)
Chippings Size
(mm)
Chipping ALD (Average Least Dimension)
(mm)
________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 110

Spray Seal Site Visit Check List


Page 2 of 2
SITE CONDITIONS

Contractor

Road Agency

Traffic Control Plan


Site services identified
manholes , overhead power lines, etc
Potholes, shoulders repaired,Trees lopped
Kerbs, gutters, drains and assets protected

Pavement condition
ready for surface treatment
CONTRACTOR'S EQUIPMENT
Available
Yes
No

Number of
Items / Men

Capacity

Site Supervisor / Engineer


Site Penciller
Number of Men
Patrol Vehicle
Water Cart
Tractor Broom
Front End Loader
Pneumatic Tyre Roller
Steel Drum Roller
Bitumen Sprayer
Calibrated
Not Calibrated
Bitumen Trailer
Cutter Trailer
Crew Truck
Spreading Trucks
Chipping Spreaders
Safety Cones
Barrier Boards and Legs
Stop / Slow Bats

Signed By:
CONTRACTOR REPRESENTATIVE
Signed By:
ROAD AGENCY SUPERINTENDENT'S REPRESENTATIVE

Date:
Date:

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 111

Surface Texture Assessment


Job Details
Date:
Office:..

Job / Order
No:....
Road No. /
Name:

Location:
Roadloc:..

To:

... km to km from towards

Length .mtr.
Width ...mtr.
Area sq.mtr. No. of
lanes..
Type of Treatment
Single Application Seal
Seal (S) or Reseal (RS)
Double Application Seal
Existing Surface Conditions
Bituminous Surfaced Pavement:
Primed (P), Primersealed (PS), Sealed
Existing Chipping
Mm
(S),
Size (nominal)
Asphaltic Concrete (AC) or Cement Concrete (CC)
Unit Shoulder Lane
Lane
Lane
Lane Shoulder
1
2
3
4
Lane Direction or Description
Surface Texture

Mm

Bleeding (B),Flushed F),


Smooth (S),
Matt(M),Hungry(H),
VeryHungry(VH)
Age of Surface

Yrs.

Standard Ball Penetration

mm

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 112

7.12

DAILY SPRAY RECORD SHEET

ROAD AGENCY
DAILY SPRAY RECORD
Date :Contractor :Location
Type Treatment :Grade of Bitumen Sprayed :Quarry
Supplier:-

Refinery / Emulsion Supplier:ITEM

Refer

Unit

Area

Length

Width

Area

Size of Load

Design Application Rate Cold

Volume Correction for Temp Hot

8
9

2x3

Run 1

Run 2

Run 3

m2
l/m2

Table

2.4

Design Application Rate Hot

6x7

l/m2

Volume Required Hot

8x4

lites

9 +10%

litres

10

Total Load Required Hot (Approx)

11

Spraying

12

Dip Sprayer Load at Start Hot

litres

13

Dip Sprayer Load at Finish Hot

litres

14

Volume Sprayed Hot

15

Temperature Sprayed

12 13

litres
0

16

Volume Correction for 15 C

Table

2.4

17

Volume Sprayed Cold

14 x16

litres

18

Spray Application Rate Cold

17div 4

l/m2

19

Over or Under Sprayed Cold

186

l/m2

20

Tolerance ( 5%)

6x0.05

l/m2

21

Sprayed Outside Tolerance Cold

2019

l/m2

22

Chippings

23

Chipping Size

24

Chipping Design Rate

25 div 4

m2/m3

25

Design Quantity

4 div 24

M3

26

Ordered Quantity

25 +5%

M3

27

Chippings Spread

28

Over or Under Spread

mm

M3
2725

M3

29 Actual Rate
4 div 27
m2/m3
Note :
For Primerseals and Emulsions, the Design Application Rate is the total rate of the mixture

7.13

CHECK SHEET FOR TRAY TESTING

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 113

TOTAL

BITUMEN SPRAY RATE

Type of Material:

Test Location:

Date:

from CH.

To CH.
Test No

BINDER
1
Wt. of Tray + Bitumen

W1
Kg

Wt. of Tray

W2
Kg

Wt. of Bitumen W1-W2=

W3
Kg

Sp. Gravity of Bitumen

SG

Vol. of Bitumen V = W3
SG

Area covered
Rate of Spread R = V
A

1.03
gm/ml

Litres
(L)
m

L/m

Tested by: __________________________


__________________________
Remarks:
______________________________________________________________
______________________________________________________________
______________________________________________________________

Consultants Signature ________________ Contractors Signature

__________

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 114

8.

MAJOR PLANT ITEMS

8.1

GENERAL

The main items of plant in sprayed sealing are:


(a)

Bitumen storages and road tankers - for storage and cartage

(b)

Bitumen Distributor - for spraying the binder

(c)

Chipping spreaders - for spreading the chippings

(d)

Rollers - for rolling the spread chippings

(e)

Broom - for sweeping prior to spraying and removing loose chippings

(f)

Trucks - for loading/spreading chippings

Plant items must be kept well maintained and in good repair, particularly regarding
engine and hydraulic oil leaks which will soften the binder and may cause fatty spots
or stripping of the aggregate.
For safety, the operators should all be properly instructed in the safe use of the
plant, in particular the items involved in handling and heating hot bituminous
materials.

8.2
BITUMEN STORAGES AND ROAD
TANKERS
Storages are purpose built items to store, heat or maintain bitumen at the correct
temperature. They may be oil or gas fired or electrically heated, depending on
whether they are mobile or fixed units.
Road Tankers as shown in Figure 7.1 are also purpose built to safely transport and
handle bituminous materials. They are generally equipped with gas heating and
pumping equipment to enable them to be self contained units that can load, heat and
transfer bituminous materials on the job sites, and are used to supply materials from
refineries/manufacturers to sealing gangs in the field.

8.3

BITUMEN DISTRIBUTOR

The bitumen distributor (also known as bitumen sprayer) as shown in Figure 7.2 is
one of the key plant items and its standard of operation will affect the standard of
work achieved. They are self contained units fitted with pumping and heating
equipment that can load, mix, heat and spray bituminous materials.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 115

Figure 7.1 Bitumen Road Tanker

Figure 7.2 Bitumen Distributor

The bitumen distributor is designed to apply a uniform application of binder at a


predetermined rate. This is achieved by providing a uniform constant output from the
spraybar, and varying the forward speed of the distributor. Accurate spraying to the
design rates of application requires precise control of both these functions. The
adaptation of microprocessor controls has provided very accurate control of these
two important functions.

Calibration
The Ministry of Road Transport requires bitumen distributors to be inspected and
calibrated to ensure that the bitumen pump speed, and spray bar pressure, is
satisfactory to achieve the constant spray bar output required.
________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 116

The forward speed and distance recording accuracy are also checked by timing the
distributor over a measured set distance, generally a kilometre.
The distributor must be inspected and calibrated every year, or whenever the
distributor has been overhauled or the bitumen pump replaced.

Spraying Certificate and Table


A spraying certificate and table is issued when a bitumen distributor is tested and
calibrated. The table indicates the following information necessary to spray material.
(a)

Application rate versus the forward speed of distributor

(b)

The pump shaft speed versus number of jets for the width of spray required
(Constant volume distributors).

(c)

Actual distance to indicated distance Scale factor.

It should be noted that the spraying table is different for each distributor because the
pump speed, pump output, and spraybar pressure varies with the spraybar width on
each distributor. An example of a spray table is shown in Figure 7.3.

Spraying Jets
The spraybars are generally fitted with:
(a)

Slotted "Copley" jets

These jets are spaced at 100 mm centres and the spray bar is set 300 mm above
the pavement. The spray from each jet overlaps that of adjacent jets which ensures
a uniform transverse distribution as shown in Figure 7.4
For standard work, A4 jets, which have a rated output of 18 litres per minute, are
used. As there is no overlap at the ends of the spray bar, there is a small loss in the
transverse distribution at this location. This is partially compensated for by the use of
special end jets, which have non-uniform slots and direct more material towards the
outside. They are designated EA4 and have an output of 36 litres per minute. The
standard A4 jet and EA4 end jets are shown in Figure 7.5.
The transverse distribution of a well maintained calibrated distributor is uniform
except for about 50mm on the outer edges. It is therefore important to use end jets
at all times and overlap adjacent distributor runs by about 50mm. (Alternatively,
when end jets are not available, it is common practice to turn the standard A4 to
an angle of 45 to the bar to increase the spray r ate at the end of the bar, and
overlap by about 100mm.).

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 117

Smaller and larger jet sizes are available for particular products or conditions, such
as large jets to spray viscous bitumen scrap rubber blends.
Jets are made from brass and are machined accurately to ensure a correct spray
pattern. They must be carefully handled and maintained to ensure a uniform spray
pattern. Only jets of the same size must be fitted in the bar - do not mix different
sizes to try and achieve varying application rates across the pavement. Testing has
shown this to be poor practice as the rates achieved cannot be checked and the
variations are not accurately predictable.

(b)

Whirling Phoenix Jets

Whirling jets give a conical overlap and the spray-bar is set at 450 - 480mm above
the pavement. They generally have an output of 11 litres per minute depending on
the type of distributor and are suitable for spraying in the range of 0.5 2.0 litres/sq
m before the speed of the distributor starts to affect the spray pattern.
Care needs to be taken with PMBs as these jets are susceptible to blocking with
higher viscosity material. A Whirling jet is shown in Figure 7.6.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 118

SPRAYING TABLE FOR A4 NOZZLES

Width
of
Sprayer
Run
(metres
)

Number
of
Nozzles

Pump
Drive
Gear

7.8
7.2
6.6
6.0
5.4
4.8
4.2
3.6
3.0
2.4
1.8
1.2
0.6

78
72
66
60
54
48
42
36
30
24
18
12
6

0.6
1.2

6
12

Pump Speed

Spraying
Pressure
(kPa)

Pump
Output
(l/min)

(rpm)
Spraybar
Circulate

(rpm)
Spraying

N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A

580
540
495
450
405
360
315
270
230
185
140
95
50

580
540
495
450
405
360
315
270
230
185
140
95
50

180

75

1404
1296
1188
1080
972
864
756
648
540
432
324
216
108

N/A
N/A

Bar Circ.
Bar Circ.

340
400

180
200

108
216

Distance Correction Factor: 0.977


Avg Pump Output Ltr/Rev: 2.41
(1) IN CASE OF CONSISTENT OVERSPRAY DECREASE PUMP
SPEED SLIGHTLY. IN CASE OF CONSISTENT UNDERSPRAYY,
INCREASE PUMP SPEED SLIGHTLY. SPRAYING TABLE
SHOULD THEN BE ADJUSTED ACCORDINGLY.
(2) WHEN SPRAYING IN BAR CIRCULATE ENSURE CONTROLS
REMAIN IN BAR CIRCULATE WHEN THE SPRAYBAR IS
TURNED ON.
(3) THE INTERMEDIATE NOZZLES ARE SET AT 30 TO THE
SPRAY BAR AND PARALLEL TO ONE ANOTHER.
(4) WHEN EA4 END NOZZLES ARE FITTED THE SPRAY WIDTH IS
0.1 METRES WIDER AND THE PUMP SPEEDSHOULD BE
INCREASED BY 7 REVS FOR EACH NOZZLE.

150
130
110
95
85

Application
Rate
(l/min)

Road
Speed
indicator
(m/min)

0.40
0.45
0.50
0.55
0.60
0.65
0.70
0.75
0.80
0.85
0.90
0.95
1.00
1.05
1.10
1.15
1.20
1.25
1.30
1.35
1.40
1.45
1.50
1.55
1.60
1.65
1.70
1.75
1.80
1.85
1.90
1.95
2.00
2.05
2.10
2.20
2.30
2.40
2.50
2.60
2.70

458
407
366
33
305
282
261
244
229
215
203
193
183
174
166
159
152
146
141
135
131
123
122
118
114
111
108
104
102
99
96
94
91
89
87
83
79
76
73
70
68

(5) IF THE MEASURED OUTPUT IS INCONSISTENT WITH


THIS TABLE, THE DISTRIBUTOR REQUIRES
RECALIBRATION.

Figure 7.3 Example of


Spraying Table Constant
Volume Distributor
________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 119

Figure 7.4 Sketch showing transverse distribution of binder

(a)
Figure 7.5

(b)

(a) Standard A4 jet 30, (b) End EA4 jet 45

Figure 7.6 Whirling Jet


________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 120

8.4

CHIPPING LOADER

Chippings that have not been precoated prior to delivery to stockpile require to be
precoated on site. Specialised loaders are available which load the chippings from
the stockpile site into a revolving screen to remove dust and undersize chippings
prior to precoating.

8.5

CHIPPING SPREADERS

The most common type of chipping spreader is a cockerell or box spreader which
consists of a hopper mounted on the truck tail gate as shown in Figure 7.7. Spread
rate is controlled by both gate opening and truck spreading speed. This gives
reasonable control for most applications, with experienced operators and truck
drivers, but recent investigations have shown that the chipping spread rate has a
greater influence than originally thought on the mosaic, texture and performance of a
seal coat.

Figure 7.7 Truck with Chipping Box Spreader


More complex spreaders with metering rollers and gates, either truck mounted or self
propelled, are being increasingly used to achieve more accurate and uniform
spreading, often resulting in significant reductions in overspreading chippings.

8.6

ROLLERS

Rolling is usually carried out by pneumatic tyred self propelled multi-wheel rollers as
shown in Figure 7.8. The aim is not so much compaction, but orienting the chippings
particles with their ALD vertical and packed together as closely as possible.
Steel rollers tend to roll only the high spots and crush the chipping and are not
recommended. Slow moving traffic also provides very good rolling.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 121

Figure 7.8 Pneumatic Tyred Roller

8.7

BROOM

Dust affects the adhesion of the bituminous materials to the pavement and it is most
important to clean the pavement by sweeping with a mechanical broom as shown in
Figure 7.9. This may be a tractor mounted or drawn rotary broom. The broom is
generally made up of plastic or steel wire segments fitted to a steel core, which may
be driven hydraulically or mechanically. Care must be taken with the broom core
during storage and use to avoid flat spots in the broom core as this will result in non
uniform sweeping, i.e. leaving dusty areas on the pavement surface.

Figure 7.9 Tractor Mounted Mechanical Broom

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 122

9.

FAILURES AND REMEDIES

9.1

GENERAL

The aim is to achieve high quality work without a single failure. As a guide to help
reduce failures, some of the common causes are listed below:

Condition of the surface to be treated

Pavement not swept properly

Selection of incorrect treatment for the conditions

Cold binder

Delays in covering the binder

Incorrect cutting back of the binder

Wet weather conditions

Poor or incorrect precoating of chippings

Poor chipping grading and high flakiness index

Over or under spreading of chippings

No after care treatment, inspections

Insufficient rolling, inadequate traffic control after completing the work

Incorrectly designed or applied rates of application of binder

9.2

DEFECTS IN TREATMENTS

Initial Treatments

Poor pavement preparation

Incorrect type and/or grade of primerbinder

Incorrect rate of application of primerbinder

Primer not allowed to cure properly

Poor maintenance of primed/primer sealed surface

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

123

Absorption of binder into the primed/primersealed surface


No allowance for possible embedment of chipping

Using too large a chipping size for primersealing/final sealing

Retreatments

Poor pavement preparation

Non uniform surface texture, more than 0.2 litre/sq m variation

Patching not done far enough in advance

Failure to seal-off open textured patches

Lack of compaction of patches

Incorrect surface texture classification

Generally too low and incorrect application rate treatment

Using too large a chippings size

9.3

REMEDIES

The quicker a problem is identified and treated, the lower the cost and generally the
more successful the result. The following provides a guide on how to deal with the
most common failures/problems that occur.

Priming

Excess primer is most easily dealt with by covering with clean grit, sand or
quarry dust while still wet.

Where there is insufficient primer lightly re-prime.

Non-uniform primed surface. Small areas may be touched up by


handspraying. If the areas are large, hand spray the worst areas and then
lightly reprime.

Primersealing

Excess primerbinder .
If the primerbinder is soft enough, roll in more chippings.If that does not
succeed, apply a second primerseal at a reduced rate of application.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

124

If the primerbinder is not picking up and the condition is not a hazard, wait for
the next hot day and try and roll in more chippings. The wetting power of the
primerbinder may be improved by a light application of kerosene just before
applying the chippings. Chippings may be size 7 or 10mm, depending on the
amount of free binder.

Deficient primerbinder
If there is a minor loss of chippings, the life expectancy will be reduced but no
other action may be required.
If there is a significant loss of chippings, a second primerseal should be
applied using size 7 chippings. It is preferable to use a bitumen emulsion to
minimise potential flushing or bleeding problems.

Picking up
Primerseals that are placed in cool weather should be watched carefully
during the first hot spell as the primerbinder may bleed for the first few days.
If bleeding, roll in size 7 chippings. If chippings are not available, cool the
surface by watering lightly.
Pick up may also occur if it rains shortly after application and the primerbinder
is emulsified.
Chippings should be spread on the surface in sufficient quantity to keep
vehicle tyres from the binder. Up to size 10mm chippings may be used,
depending on the primerseal and depth required.

Sealing

Excess binder
If the binder is soft enough, roll in more chippings. However, if the binder is
not picking up and the situation is not dangerous, roll in more chippings on a
hot day.
If the seal is older and the binder no longer fluid enough, on the next hot day
spray about 0.2 litre/sq m of a high grade cutter to temporarily soften the
binder, and cover with a clean, good quality, precoated size 7mm chippings.
There are proprietary brands of a hard grade of cutback binder, such as
Gilsabind, which may be also used.
If the above does not work, a reseal with a hard grade of PMB, or an
emulsion, may be applied using size 10 chippings

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

125

Deficient binder
The seal coat will have a shorter life than normal. If stripping, some remedial
treatment will be required.

Stripping of chippings

(i)

Loss due to rain


If the chippings are stripping due to rain, traffic should be excluded from the
seal if at all possible and the water allowed to evaporate. While drying it may
be possible to slowly roll the chippings, or allow slow moving traffic. The traffic
should be controlled until the binder has set up.

(ii)

Due to deficiency in binder


If only some of the chippings are lost in a random pattern, a surface
enrichment may be a suitable option on low traffic roads or where the traffic
can be detoured. Otherwise a light reseal with size 7mm chippings, preferably
using bitumen emulsion as the binder, may be applied.
Where the chippings have mainly stripped in the wheel-paths, a technique
known as "dry matting", using bitumen emulsion, may be used. It basically
involves spreading (by hand mostly), at a light spread rate, the same type and
size of chippings over the stripped areas and then spraying a light application
of bitumen emulsion to hold the chippings in place. A light reseal, or surface
enrichment, may then be applied over the full area, if required.
If most of the chippings are lost, it will need resealing to provide some texture.
This may use a hard grade of PMB to minimise future bleeding.

(iii)

Due to general lack of adhesion


A surface enrichment, or light reseal with say size 7mm chippings may be
applied to pin down the chippings and prevent further loss. Bitumen emulsion
is the preferred binder if the seal has only recently been applied as this will
minimise any future problems in hot weather, due to cutter

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

126

10.

TRAFFIC MANAGEMENT
10.1

GENERAL

Consideration must be given to the management of traffic at the work site to ensure
safety for both the road users and workers, no matter how short the duration of the
work.
The most important aspects to be addressed include how traffic is to be controlled,
selection of the signs and devices to be used, where they are located, and that a
consistent credible approach is taken by all who carry out work on or near roads.

Basic Requirements
Signs and devices are used to warn traffic of a change in road surface or driving
conditions, and that men and plant are engaged in work on the road.
The signs and devices to be used must be appropriate and provide a message that
instructs, advises or guides traffic through or past the wok site or hazard.
To ensure a consistent approach signs and devices must be :

Erected before work commences at a work site

Checked regularly for effectiveness and maintained in satisfactory condition

Removed from the work site when they are no longer applicable. However,
appropriate signs shall remain in place until all work including any bituminous
surfacing, removal of loose stones and line-marking has been completed.

10.2

SIGNING THE WORKSITE

There are five stages involved in signing a work site:

Planning
Design
Installation
Operation
Removal

Planning
Planning for signing of the worksite should consider the type and nature of the works
being undertaken, location, likely duration of the work, the speed and volume of
traffic involved, and any staging of the work.
________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

127

Inconvenience to all lawful traffic movements, should be minimized which may


require the use of traffic signals or traffic controllers at various stages of the work
It may also be desirable to request traffic control assistance from local police.
In order to minimise risks to the public, works should cause minimum disruption and
hazard to traffic, with the smallest length of carriageway being closed at any one
time.
Prior to a detour being planned or constructed consideration of the traffic loads,
pavement and surface of the detour must be taken into account.

Design

Signs and devices should be standard signs.

Signs and devices should be placed such that sufficient advance warning is
provided for correct driver response under the worst conditions.

When left in place at night signs must have appropriate reflective surfaces.

Notwithstanding the above the number of signs must be such that if one is
knocked over there should be sufficient other signs and devices in place to
guide the traffic past the hazard.

Existing (permanent) signs or devices which are unrelated to the work should
be covered or removed while works are in progress.

Structural barriers may be necessary to provide safety where head on conflict


may be a possibility.

Where pedestrian volumes are significant, it may be necessary to provide


specific crossings with barrier boards to direct pedestrian traffic.

Installation

Signs and devices must only be left in place while the work or hazard exists
and must not in themselves cause a hazard or restrict drivers line of sight and
are generally placed 1m clear of the traveled path.

Signs should be erected prior to work starting in the following order:


(i)
(ii)
(iii)

Advance warning
Other warning
Driving instructions

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

128

Persons erecting signs should wear appropriate safety vests and signs should
be in place warning of the presence of these people.

Account should be taken as to whether the signs can be seen against the sun
or other distracting background or headlights.

Reflective signs should be turned at an angle of 1 in 10 perpendicular to the


direction of traffic flow to minimise reflective glare from oncoming headlights.

After erection, supervisory personnel should drive through the site at the
normal traffic speed to assess the effectiveness of the signage.

Operation

Regular inspections shall be carried out to verify erected signs are still in
place.

Signs and devices for which the need either temporarily or permanently no
longer exists shall be covered or removed.

Defective signs or devices should be replaced.

All personnel working adjacent to traffic must wear fluorescent safety vests
and light clothes. Appropriate reflective apparel shall be worn at night.

Occasionally it will be necessary to close the road completely. In such cases


the delay shall be kept to a minimum and generally no longer than 15
minutes. If the delay is expected to be longer consideration should be given to
the provision of a side track.

For inadvertent delays longer than 15min because of an unexpected event the
supervisor will inform the traffic controllers who in turn will ensure the public is
similarly informed.

In the case where accidents occur the position of all signs and names of
witnesses and details of the accident including actual traveled path and
weather conditions, shall be recorded and the sign layout photographed and
filed for further reference.

Removal

Signs and devices should be removed or concealed from view in the opposite
order to erection, as soon as the activity or hazard ceases to exist.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

129

10.3

TRAFFIC CONTROLLERS

Traffic controllers shall be used when:

One lane of a two lane single carriageway road is closed only leaving one
lane open to traffic

On long sections where vehicles may have to pull over onto the shoulder to
allow oncoming vehicles to pass.

Wherever work conditions exist that may cause a hazard.

Functions of a Traffic Controller

Supervisors shall be mindful of the Road Agencies responsibilities to the


public at all times and arrange for clear directions or warnings at all times.

Supervisors and their workers shall conduct themselves with restraint and
courtesy at all times; even at times of abuse and unreasonable antagonistic
behavior on the part of any member of the public.

This will strengthen their position at the time and also in any future action
which may occur.

Equipment
Traffic safety vests should be worn at all times.
Traffic control signs shall be circular with STOP on one side and SLOW on the
other and shall be in good condition.
Advance warning signs should indicate that a traffic controller is ahead.

Instructions

Traffic controllers must stand where they can be seen from 150 metres away
by both the traffic and other traffic controllers. If traffic controllers cannot see
each other then additional controllers shall be employed or radio contact
implemented.

They must also stand in such a position that there is a clear escape route in
the event of an emergency.

As a mark of importance wear a clean traffic safety vest fastened at all times.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

130

To stop a vehicle turn bat to STOP and raise the free arm into the stop signal
position (with the elbow bent a right angles and the palm of the hand vertical
and facing the traffic).
After stopping the vehicle inform the driver of the reason and possible length
of the delay.

When traffic is to proceed turn the bat to SLOW and with the other hand give
the to go signal.

Not leave the post unless directed by the supervisor or replaced by another
traffic controller.

Be courteous to the public and if provoked by unreasonable behaviour


exercise restraint.

Approach Tapers

Where a lane has to be closed a sufficient length of taper of lateral shift


markers or cones, must be provided in accordance with Table 9.1.

Table 9.1
Approach Tapers to Lane Closures

Typical Approach
(Speed
km/h)
40
40-60
60-80
80-100
100-120

Taper
(meters)
20
30
40
50
60

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

131

Figure 9.1

Typical Traffic Control Set Up for Single Lane Closure

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

132

Figure 9.2

Typical Traffic Control Set Up for Road Closure

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

133

11.

SAFETY

11.1

GENERAL

Cleanup rubbish, oily rags.

Remove items people are likely to trip over and clean up spills

Keep passageways, walkways and doorways clear of obstructions

Keep tools and equipment clean and in the right place

Storage and Blending Areas

Eliminate ignition sources - No smoking, welding, naked flames or sparks

Store at as low a temperature as possible, check recommended temperature


range before heating cutbacks

Remove combustible rubbish from site

Prevent pipe leakage, clean up any spills immediately

Keep bitumen (150mm) above heating tubes to prevent possible ignition of


vapors, fit fail safe low level cut off switch

Monitor tank level during filling to prevent overfilling

No water or contamination. Prevent moisture contamination (steam is 1600 x


volume of water) sudden and violent foaming and boil-over is a major hazard

Ensure dry chemical fire extinguishers are available in an accessible place in


the event of a fire

Keep a pile of sand and shovel handy at all times

Provide step on safety showers in a close accessible place.

The layout of a typical site for blending bitumen with cutter and adhesion agents is
shown in Figure 10.1. Note that there are separate heating and blending areas.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

134

Figure 10.1 Typical site layout for blending

11.2

PERSONNEL

Personnel should be trained in the following:

Potential hazards

Fire fighting and use of protective and safety equipment

Safe use of bitumen handling equipment, pumps burners and compressors

Procedures to follow in emergencies, accidents, fires, evacuation points etc.

Manual Handling

Get help if its too big or heavy


Warm up before you start
Decide how to hold it
Get a firm footing
Bend knees, keep back straight
Rest frequently
Keep hands and fingers away from pinch points

Falls

Do not jump from moving equipment


Clean up potential trip items and slip areas

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

135

Keep boots clean of slippery materials

Protective gear

Wear a hat
Distributor operators should wear a face mask while
spraying
Wear long sleeve shirts and long cotton trousers over
boots
Elastic sided safety boots or gumboots inside trousers
and socks (preferably woolen)
Use heat protective long gloves when handling pipes
or hoses
Eye and face shields when in vicinity of pumping or
transfers
Have eye wash equipment available
Ensure a fully stocked first aid kit is close at hand at all
sites
Wear ear muffs in noisy zones ( above 85 dBA)

Burns Treatment (see Bitumen Burn Card)

Immerse or flush with cold water for about 20 minutes


Do not pull away clothing which has stuck
Do not pull stiffened bitumen from skin it aids as an antiseptic and assists
healing
When hot bitumen completely encircles a limb it acts like a tourniquet and
must be split longitudinally as it cools. It can be carefully cut using surgical
scissors.
Keep patient comfortable and warm
Leave holes for eyes, nose and mouth
Do not apply ointments
Seek medical attention for burns over the size of 25mm dia
After several days under medical supervision bitumen may be softened and
removed using Johnsons baby oil or similar

Shock

Use mouth to mouth resuscitation if breathing stops


Keep patient warm until medical aid arrives

Fumes

The rate of production of fume doubles for every 10C increase in


temperature
Fumes from bitumen or cutbacks can have irritant effects

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

136

Because of the higher handling temperatures there can be higher fuming from
polymer modified binders
Stand upwind of vapours
Dont enter tanks where vapours may be a hazard. Test prior to entering to
ensure it is gas free.
When entering tanks always have a trained rescue person nearby with
respiratory apparatus available in case of emergencies.

Hydrogen Sulphide

Can concentrate in vapour spaces in bitumen storage tanks.


Prolonged exposure over 30min at 200ppm can cause serious lung disorders

Skin Exposure

Studies have shown that there is no direct evidence to associate bitumen with
skin disorders in man. But cutback bitumens do contain polycyclic aromatic
compounds and therefore it is prudent to avoid prolonged skin contact.
Protective clothing should be worn to prevent splash contact
Wash hands with soap and water prior to eating or drinking or going to the
toilet
Monitor all parts of the skin subject to contamination to ensure no skin
abnormalities are occurring.

Public Safety

Use hazard lights on equipment operating in public areas


Use reversing beepers on all reversing equipment
Park all equipment off the road in a safe place at all times when not working.
Ensure all diesel equipment cannot start accidentally and that they are parked
nose to gutter.
Make sure all safety signs are in place and cant be blown over.
Do not carry unauthorised passengers.

Contractors / Subcontractors

Contractors and subcontractors must be informed of hazards and comply with


all safety regulations.
Safety equipment must be used and protective equipment worn as directed
Work must be performed in an efficient and safe manner
Workplaces must be maintained in a clean and tidy condition, waste materials
and debris should be regularly removed as work proceeds.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

137

11.3

ROAD TANKERS

Loading and Unloading

Wear appropriate personal protective gear


Discard worn or damaged hoses
Ensure tanks are free of moisture
Ensure overflow pipes are free and not blocked with a plug of bitumen
Unlatch (but leave closed) hatches to ensure adequate venting
If moisture is suspected load slowly and allow time for the moisture to foam
and boil off. Leave tank for up to 1 hour before proceeding to fill completely

Transfer

Wear appropriate personal protective gear


No source of ignition within 15 m of loading
No person on the ground adjacent to the tank in case of a boilover or spill
To minimise exposure to fumes do not load in a confined space
Allow sufficient room in tanks for future expansion due to heating
Preferably transfer under suction. ie the pump on the receiving tank should
draw from the discharging tank.
A separate flushing connection should be provided to allow flushing of lines
and pumps with solvent to eliminate the need to disconnect hoses
unnecessarily.
Avoid breathing fumes

Blending

Check all valves are correctly set and free from plugs
Manhole covers are unlatched but closed to allow additional venting.
Check that the materials in the tanks are compatible. If the receiving tank has
been used to hold emulsion flush tank with precoat then add cutter and
bitumen slowly (up to say 25% of tank volume) to allow for possible foaming.
Only continue to add more bitumen when foaming has subsided
The greatest risks are from fire, explosion and boilovers
The Flash point of power kerosene (cutter) can be less than 50C. Exercise
caution.
No ignition sources within 15m of blending operations
It is preferable to add cutter prior to bitumen since if the cutter is contaminated
with water there is more likely to be sufficient room in the tank to
accommodate foaming and time for the foaming to dissipate as the bitumen is
slowly added
The use of a small quantity of solvent to flush lines at the conclusion of the
blending is permissible
Liquid adhesion agents may be sucked into the distributor through purpose
built connections
Avoid breathing fumes

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

138

Heating

Wear personal protective gear


Check that there is sufficient room in the tank to allow for expansion (10%)
when heated
Check that the burner tubes are covered by at least 150mm of bitumen as
shown in Figure 10.2
Position fire extinguishers in an accessible position away from the tanks
Do not heat on sloping ground (one end of the tubes may not be covered)
Ensure the tank is adequately vented. Unlatch but leave closed the hatches.
No ignition sources within 15m
Limit temperature rises to 30C per hour for bitumen and 15C for cutbacks &
emulsions
Ensure product is in circulating mode to assist in heat transfer
Where flame tube heaters have been used allow 30min for the tubes to cool
before fully discharging the tank
Remain with equipment at all times when heating is taking place

Figure 10.2 Heating binder on level ground

Using LPG

LPG is denser than air and will collect in low lying areas in enclosed spaces
Use LPG in well ventilated areas
If an LPG cylinder develops a leak ensure there are no ignition sources in the
vicinity and allow to vent to atmosphere.
If an LPG cylinder catches provided the flame is directed away from the
cylinder. The safest procedure is to keep the cylinder cool by dowsing with
water and allow the flame to extinguish itself by burning out.
If the cylinder is being directly heated by the flame then the LPG inside the
cylinder is likely to boil and the cylinder is likely to explode. LPG is not
flammable until it is in a vapour phase which could be a considerable distance
from the cylinder

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

139

If at all possible keep the cylinder dowsed with running water to keep it as
cool as possible to prevent the LPG inside from reaching boiling point
Vacate the area and prevent others from approaching the cylinder

Blockages

Fire extinguishers must be in an accessible position in the event of a fire


Controlled flame heating using a butane torch should only be used where
there is no other practical alternative. Burning of soaked rags should not be
used for this purpose
Do not use flame heating when the product in the pipe is cutback bitumen or
when there is cutback bitumen in the vicinity
Only trained personnel shall be permitted to flame heat. Full personal
protective gear must be worn.

Distributors

Wear appropriate personal protection equipment


No water or contamination. Water in small amounts in a distributor can cause
sudden and violent boilover . Do not allow moisture or condensate to mix with
hot bitumen.
Ensure hatches are water tight.
Kerosene vapours are extremely flammable. All flames and sources of sparks
(static electricity) within 15m must be eliminated.
Violent braking may cause the bitumen to surge and flow out the overflow
pipe. Keep the overflow pipe clear at all times.
Do not kink or damage bitumen hoses
Do not to pump cold bitumen or force pump bitumen - damage to hoses or
plumbing may occur.
Beware of bitumen drift onto nearby cars and property
Burners must be attended at all times.
Ensure there is at least 150mm bitumen above the burners at all times while
heating. Do not heat on sloping sites as one end of the burner tube could be
exposed.
Do not overheat bitumen (it can ignite over 200C) and ensure cutback
bitumens are kept at lower temperatures than the maximum allowable
Carry a suitable fire extinguisher (dry chemical type) and have it in a safe
place while heating or transferring
Ensure the correct valves and pipework have been opened.
Prior to travel ensure all hatches are latched and that the overflow vent is
clear

Brooms

Triangles must be fixed to the rear of the broom


Wear appropriate personal protective equipment. (eg Face mask, ear muffs)

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

140

Weight drums are to be securely fixed. Safety chains are to be used

Trucks

If it is necessary to back across traffic use a flag man


When backing sound horn or use reversing beeper.
Beware of obstacles overhead when truck body raised
Develop clear sign language communication with spreader operator.

Roller Operators

Watch where you drive


Warn your crew members to keep away from working machines
Allow adequate braking distances
Take extreme care on side slopes and steep slopes
The method of operation and effectiveness of the handbrake must be checked
before operating the roller
If leaving machine for any time, turn off engine,engage parking brake, and if
on steep slope use chocks
Wear approved hearing protection when required
Look behind when reversing

Drum Cleaning and Filling

Stack empty drums horizontally with the bottom end ones chocked with
wedges (not rocks).
If stacked mechanically can be 6 high but if manual, 3 high is easier to handle
Full drums should be handled mechanically on pallets where possible and
stacked vertically no more than 4 high with pallets or wood spacers between.
Where handled manually appropriate purpose built wood or metal skids
should be used

Drum Handling-Loading / Unloading Vehicles

Use mechanical means where possible and store vertically on the vehicle.
When loading or unloading manually use wood or metal skids.
When unloading empty drums use skids and matting on the ground to absorb
impact.
Unloading empty or full drums by free fall onto tyres, although practical, can
result in damage to the drums and hazard to personnel at ground level and it
should be discouraged.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

141

Drum Opening Decanting

Standard bitumen drums may have the closure lid removed by leverage
without damage to the drum.
Hot method: both ends may be removed and the whole length of the drum
preheated to form an escape channel before heating the whole of the drum to
remove the bitumen
Cold method : during the removal of the bitumen by breaking personal
protection including eye shields should be worn to prevent injury from fling
splinters and hard bitumen.
For large scale handling the drums should be inverted in an oven and
decanted into a tank.

Fire

Use only recommended dry powder fire extinguishers


Spray at the seat of the fire in a motion to provide a mat cover to the source
Remember: NO IGNITION SOURCE NO FIRE, NO OXYGEN NO FIRE

Testing

- Sampling

Wear heat resistant gauntlet gloves


Face mask and safety glasses or face shield
No smoking
Use tongs to hold containers
Stand upwind of fumes
Take sample slowly to avoid splashing
Label samples properly

Office

Remove faulty electrical equipment or leads


Watch for fire hazards
Remove debris and keep access and doorways clear
Lift properly bend knees and keep back straight
Open only one drawer in a filing cabinet at one time
Do not balance on unstable items while reaching to high inaccessible
locations
Know where fire extinguishers are and the phone number for the Fire Brigade.
In case of fire evacuation go to known assembly point

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

142

Supervisor instructions

Be sure every employee understands and accepts personal responsibility for


safety
Know the safety rules that apply to the jobs performed by your employees. A
worker should not be injured because you did not know the correct safe
procedure for the job involved
Anticipate risks from new equipment and changed practices
Encourage Safety discussions with workers
Encourage workers to work safely and to look out for the safety of others
Make sure employees wear appropriate safety gear.

Remember:

Accident prevention reduces human suffering.


Safety therefore is one of your prime obligations.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

143

________________________________________________________________________________________________________________

BITUMEN BURNS
NO ATTEMPT SHOULD BE MADE TO REMOVE THE BITUMEN

"IN THE FIELD"


NOTES FOR THE GUIDANCE OF FIRST AID AND MEDICAL PERSONNEL
All persons working with HOT BITUMEN should be familiar with these recommendations.
This TAG should be pinned to the patient's clothing in a prominent position before transportation to the doctor or hospital

TREATMENT FOR BURNS


FIRST AID

FURTHER TREATMENT first aid and medical care.

***

If hot bitumen contacts the skin , the


burns area should be cooled immediately by
drenching in cold , preferably running , water.

***

Adherent bitumen should ONLY be


removed at a medical facility under
direction of a burns specialist.

***

The cooling treatment should be carried out


until the bitumen has hardened and cooled.
Body Hypothermia must be avoided

***

Bitumen after cooling which is adherent to


blistered skin , should be removed during
initial cleansing and debridement.

CIRCUMFERENTIAL BURNS

***

When hot bitumen completely encircles a


limb or other body part , the burn tissue
may swell under the cooled and hardened
bitumen and have a tourniquet effect. The
bitumen should be softened, as described
above, and the patient referred urgently for
specialist medical attention.
EYE BURNS

***

Adherent bitumen should not be removed ,


"in the field"

***

Bitumen adherent to unblistered skin should


be softened by covering with tulle gras and
gauze soaked in liquid paraffin. Petrolatum
based antibiotic ointments and petroleum
jelly may be used. Dressings should be
changed daily, when any emulsified bitumen
can be gently removed.

These notes are taken from the HEALTH COMMITTEE of the AUSTRALIAN INSTITUTE OF PETROLEUM compiled in August 1992.

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual 144

***

If hot bitumen enters the eye, it should


be flushed with water until the bitumen has
cooled. No attempt to remove adherent
bitumen should be made by unqualified
personnel. The patient should be referred
urgently for specialist medical assessment
and treatment.

________________________________________________________________________________________________________________

________________________________________________________________________________________________________________________

Ministry of Road Transport

Surface Dressing Manual

145

________________________________________________________________________________________________________________

BIBLIOGRAPHY

Ghana Ministry of Roads and Highways - Specification for Road and Bridge Works
1991
Roads and Traffic Authority NSW Australia - Sprayed Sealing Guide
VicRoads of Victoria, Australia - Bituminous Sprayed Surfacing Manual 2005
Australian Asphalt Pavement Association - Sprayed Sealing Course Notes
National Association of Australian State Road Authorities - Bitumen Distributors 1989
Australian Institute of Petroleum - Safe Handling of Bitumen Products 1993
Boral Limited of Australia - Safety Handbook, Road Surfacing Division
CSR Limited of Australia - Emoleum Road Services Personal Safety Handbook
New Zealand Contractors Federation - A Guide to Safe Practices for the Handling
Transport and Storage of Bitumen

SMEC INTERNATIONAL PTY LTD


Australia
SMEC International of Australia, prepared this Bitumen Surface Dressing
Sprayed Sealing Manual for the Ministry of Road Transport with the
assistance of the Ghana Highway Authority, Departments of Feeder Roads
and Department of Urban Roads.

________________________________________________________________________________________________________________________

You might also like