DBST SURFACING

PART

1. INTRODUCTION
Surface Dressing (SD) is a simple, highly effective,
inexpensive road surface treatment, provided
Adequate care is taken in the planning and
execution of work.
Used throughout the world for surfacing both
medium and highly trafficked roads and
As a maintenance treatment for all kinds of roads.

2. Methodology

A thin film of binder pen.gr.of Bit,

Cutback or Emulsion sprayed on the
road surface
Covered with a layer of stone
chippings.
Compaction:- rolling with suitable
rollers
i. Steel rollers (> 8 tonnes)
ii. Pneumatic Tired rollers (PTR)

3. Functions

Thin film of binder acts,

as a water proofing seal, preventing
the entry of surface water into the
road structure.
The stone chippings protect the
binder from damage by vehicle tires
and form a durable ,skid resistant
and dust free, wearing surface.
In some circumstances, the process
may be repeated to provide Double
or Triple layers of chippings.

4. Other functions (a)

S.D. is a very effective maintenance

technique - capable of greatly
extending the life of a structurally
sound road pavement if the process
is under taken at the optimum time.
S.D. may also retard the rate of
failure of a structurally inadequate
road pavement by preventing
ingress of water, thus preserving the
inherent strength of the pavement
layers and the sub grade.

5. Other functions - contd (b)

S.D. can provide an effective and

economical running surface for newly
constructed road pavements, in
addition to its maintenance role.
Existing roads with bituminous
surfacing, carrying in excess of 1000
vehicles per lane per day have been
successfully surfaced with multiple
surface dressings.

6. Life span of a S.D

A correctly designed and constructed S.D.
should last at least 5 years, before resealing
with another S.D becomes necessary.

If traffic growth over a period of several years

necessitates a more substantial surfacing or
increased pavement thickness, A bituminous
OVER LAY can be laid over the original S.D
when the need arises.

7. Life span of a S.D (contd)

Success of a S.D depends primarily on

the Adhesion of the chippings to the road
surface
Hence the road surface must be clean and
free from dust during the S.D process.
Inappropriate specifications, poor
materials and bad workmanship can also
drastically reduce the service life of a S.D

8. 2. TYPES OF SURFACE
DRESSING

S.D can be constructed in

a number of ways to suit
the conditions. The
common types of S.D are
illustrated in Fig.
1(a),Fig.1(b).

8 (a) Types of Surface Dressing contd

(a)

8 (b) Types of Surface Dressing

contd (a)

9. Single S.D
When applied as a maintenance operation
to an existing Bituminous road surface, a
single S.D can.
Fulfill

the functions, required of a

maintenance
re-seal - viz. water proofing the road
surface arresting deterioration and restoring
skid resistance.
A single S.D would not be normally used on
a new road base because of the risk that
the film of bitumen will not give complete
coverage.
A double S.D should be more durable than
a single S.D .

Double S.D are robust and should be

used when
A new road base is surface dressed.
Extra cover is required on an existing
bit. road surface, because of its
condition (e.g. when the surface is
slightly cracked or patched.
There is a requirement to maximize
durability and minimize the frequency
of maintenance and re-sealing
operations.

10. Double S.D

The quality of a Double S.D will be greatly

enhanced if the Traffic is allowed to run on the
first dressing.
For a minimum of 2-3 weeks (preferably
longer) before the second dressing is applied.
This delay allows the chippings of the first
dressing to adopt a stable inter locking mosaic
which provides a firm foundation for the
second dressing.

Picture of a Mosaic

11. Double S.D contd(a)

Such

cleaning of dust and debris

before the second dressing may
be difficult.
Sand may sometimes be used
as an alternative to chippings for
the second dressing but it
cannot contribute to the overall
thickness of the surfacing.
12. Double S.D - contd(b)

triple S.D may be used to

advantage when a new road is
expected to carry high traffic volumes
from the out set.
The application of small chippings in
the third seal will reduce noise
generated by traffic and the additional
binder will ensure a longer
maintenance free, service life.

13.Triple S.D

This

system is recommended for use

when traffic is particularly heavy or fast.
A heavy single application is made and a
layer of large chippings is spread to give
approximately 90%coverage.
This is followed immediately by the
application of smaller chippings which
should lock in the larger aggregate
and from a stable mosaic.
The amount of bitumen used is more than
that would be used with a single seal but
less than for a double seal.

14. Racked in S.D .

The

main advantage of the Racked

- in S.D are
Less risk of dislodged chippings.
Early stability through good
mechanical interlock.
Good surface texture.

15. Racked-in

S.D - contd.

Sandwich S.D
Principally

used on existing
binder rich surface.
Sometimes on gradients to
reduce the tendency for the
binders to flow down the slope.

16.Other types of S.D

Used

when the hardness of the existing

road
surface
allows very little embedment
17.
Pad
coats
of the first layer of chippings, such as on a
newly constructed cement stabilized road
base or dense crushed rock base.
A first layer of 6mm chippings will adhere
well to the hard surface and well provide a
key for larger 10 or 14mm chippings in
the second layer of the dressing

The

selection of chippings sizes is based

on Vol. Com. Vehicles having unladen
weights of more than 1.5 tonnes and
hardness of the existing pavement.
Ideally, chippings for S.D should be single
sized. cubical in shape, clean and dust
free, durable and not susceptible to
polishing under the action of traffic.
In practice, the chippings available fall
short of this ideal.

18.

CHIPPINGS for S.D .

19. Props. Of Chippings - contd

(a)
It

is recommended that Chippings used for

S.D should comply with the requirements
of B.S 63 Part 2 (1987) Refer Appendix A
Road Note 3 (page 28).
Normal sizes are specified in Table A1,
Grading limits, Flakiness Index in Table 2.
Specified limits, F.I for S.D aggregate for
lightly trafficked roads carrying up to 250
vehicles per day given in Table A3

20. Props. Of Chippings contd (b)

Sample

should be tested for Grading,

F.Index, Agg. Crushing value (ACV) and
when appropriate, for polished stone value
(PCV) and Agg. Abrasion value (LAAV).
Typically ACV lies in the range 20-35, for
more heavily trafficked road a max. value
of 20 is recommended.
Some values for PSV are given in
appendix B (Road Note 3) page 29 based
on traffic flows No. of Veh per Lane per
Day and road geometry.

21. Props. Of Chippings contd (c)

Some

recommended value for F.I- 25% for heavy

traffic,35% for light traffic.
Usually recommended value for LAAV should be
less than 40%.
The nominal sizes for S.D are 6,10,14 and 20mm
The proportion of flaky chippings clearly affects
the Average thickness of a single layer of
chippings.
Hence the concept of average least dimension is
introduced (ALD) .
Effectively, the ALD is the average thickness of a
bedded single layer of chippings when they have
bedded down into their final interlocked positions.

The

amount of binder required to retain a layer

of chippings is thus related to ALD, rather than

their nominal size.

The most critical period for a S.D occurs
immediately after the chippings have been
spread on the binder film.
At this stage, chippings have yet to become
an interlocking mosaic and are held in place
solely by the adhesion of the binder film.
DUSTY, chippings can seriously impede
adhesion and can cause immediate failure of
the dressing.

22. Props. Of Chippings - contd

(d)

The

effect of dust can be reduced by

dampening the agg. prior to
spreading.

With

cutback bitumen or emulsion good

adhesion develops.
Most road aggregate have a preferential
attraction for di-polar water molecules
rather than for non- polar bitumen.

23. Props. Of Chippings - contd

(e)

With heavy rain within the first few

hours,
Loss

of chippings due to poor adhesion.

An adhesion agent may be added to the
binder or in dilute solution to pre-coated
chippings.
Pre-coated chippings are beneficial with
very dusty, and poorly shaped chips if
traffic is severe.

24. Props. Of Chippings - contd

(f)

Basically two methods are available.

I.

Spray the chips with a light application

of creosote, diesel oil or kerosene at
ambient temp. in a simple concrete
mixer.
Creosote is a black oil prepared by
burning coal, used to preserve wood.

25. Pre- coating of chipscontd (g)

II.

A harder grade of bitumen can be

used for coating at about 140C,
the dosage being 0.5 to 1.0
percent by mass of agg. based on
the nominal size of agg.
Chips should not stick together
and flow freely.

26. Pre- coating of chipscontd (h)

Early

strong adhesion and this helps to

obtain high quality dressings.
Pre- coating is usually under taken in hot
mix plants or in a concrete mixer.
The hardness of the coating and adhesion
to each other can be controlled by the
mixing temp. and or the duration of
mixing.

27.Pre- coating of
chippings-contd (i)

The amount of binder for coating

is given by the following Table 1.
Table 1 Binder contents for
lightly coated chippings.

Size of chips (mm)

1996)
6
10
14
20

Bitumen by mass of agg. (TRL

1.0
0.8
0.6
0.5

28.Pre- coating of
chippings-contd (j)

Pre-

coated chippings should NOT be used

with Emulsions because the breaking of
the Emulsion will be adversely affected.
If the loss of chippings has occurred, it is
advisable to check the viscosity of the
binder and the packing arrangement of
different agg. layers.

29.Pre-coating of chippingscontd (k)

It is essential that good bonding is achieved

between the S.D and the existing road surface.
This means that non bituminous materials
must be primed, before S.D is carried out.
Prime coats
When a S.D is to be applied to a previously
untreated road surface, it is essential that the
surface should be dry, clean and as dust free as
possible. On granular, cement or lime stabilised
surfaces, a prime coat of bitumen ensures that
these conditions are met.

30.

BITUMENS.

Part II

The functions of a prime coat of bitumen

can be summarised as follows:
It assists in promoting and maintaining
adhesion between the road base and the
S.D by pre coating the road base and
penetrating the surface voids.
It helps to seal the surface pores in the
road base thus reducing the absorption of
the first spray of the binder of the S.D .

31. The Functions-

It

helps to strengthen the road base near its surface

by binding the finer particles of aggregates together.
If the application of the S.D is delayed for
some reason, it provides the road base with a
temporary protection against rain fall and light traffic
until the surface can be laid.
The depth of penetrations of the prime should be
between 3-10mm and the quantity sprayed should
be such that the surface is dry within a few hours.

32. The Functions- contd.

The

correct viscosity and application rate

are dependent primarily on the texture
and density of the surface being primed.
Application rate 0.3-1.1 kg/m or l/m.
Low viscosity cutbacks are necessary for
dense cement or lime stabilized surface
and higher viscosity cutbacks for
untreated coarse textured surfaces.

33. Some other props of the prime

coats

Beneficial

to spray, the surface lightly with

water before applying the prime coat. This
helps to suppress dust and allows the primer
to spread more easily over the surface to
penetrate.
Bit. Emulsions are not suitable for priming as
they tend to form a skin on the surface.
Low viscosity, medium curing cutback bitumen
such as MC -30,MC-70 or in rare circumstances
MC-250 can be used for prime coats.

34. Some other props. contd (a)

The

relationship between grade and

viscosity are given in Table 2.

Table 2Grade of cutback binder

viscosity range
at 60c

MC 30
MC 70
MC 250

permitted
centistokes
30-60
70-140
250-500

35. Some other props. contd

(b)

The

correct choice of bitumen for S.D work is

critical. It must fulfill a number of impt.
requirements. They must
be capable of being sprayed, wet the
surface of the road in a continuous film,
not run off a cambered road or form pools of
binder in local depressions,
wet and adhere to the chippings at road
temp.
be strong enough to resist traffic forces and
hold the chippings at the highest prevailing
temp.

36.Bitumens for S.D .

 remain

flexible at the lowest ambient temp,

neither cracking nor becoming brittle enough to
allow traffic to pick-off the chippings and
resist premature weathering and hardening.
Some of these requirements conflict hence the
optimum choice of binder involves a careful
compromise. For example the binder must be
sufficiently fluid at road temp. to wet the
chippings whilst being sufficiently viscous to
retain the chippings against the dislodging effect
of vehicle tires when the traffic is first allowed to
run on the new dressings.

37.Bitumens for S.D - contd (a).

Shows

the permissible range of binder viscosity

for successful S.D at various road surface temps.
In the tropics, the day time road temps. lie
between about 25C and 50C, normally in the
upper half unless heavy rain is falling.
For these temps. The viscosity of the binder
should lie between approximately 104and
7x105centistokes.
At the lower road temps, cutback grades of
bitumen are most appropriate whilst at higher
road temps, penetration grade Bitumen can be
used.

38. Fig. 2 (Overseas Road Note 3)

page 8

39. Fig. 2 contd (a)

The

temp, viscosity relationship shown in

Fig.2 does not apply to Bitumen Emulsions.
These have a relatively low viscosity and
wet the chippings readily, after which the
emulsion breaks, the water evaporates
and particles of high viscosity bitumen
adhere to the chipping and the road
surface.

Depending

upon the availability and local

conditions at the time of construction, the
following types of bitumen are either
commonly used in the tropics or are
becoming so:
Penetration grade
Cutback
Emulsion
Modified bitumen.

40. Types of bitumen.

 These

vary between 80/100 to approximately 700

pen.
The softer grades are usually produced in the
refinery, but can be made in the field, by blending
appropriate amounts of kerosene or diesel or a
blend of kerosene and diesel.
With higher solvent contents, they are referred to
as cut back bitumen which for S.D work is usually
MC or RC 3000 grades.
In very rare circumstances. a less viscous grade
such as MC or RC 800 may be used if the pavement
temp, is below 15C for long periods of the year.

41. Penetration grade of bitumen.

Cationic

Bit. Emulsion with a Bit. content 7075% is recommended for most S.D work.
42.
ThisBitumen
type of binderEmulsion.
can be applied through
whirling spray jets. at a temp. of 70-85C.
Once applied, it will break rapidly on contact
with chippings of most mineral types.
The cationic emulsifier is normally an antistripping agent and this ensures good initial
bonding between chippings and the bitumen
CRS emulsions have anti stripping props
with normal road aggregates.

With

a gradient or considerable road camber,

the emulsion is likely to drain off, when high
rates of spray are required.
In this situation, the emulsion breaks early.
split bitumen application is possible
reduced initial rate of spray and a heavier
application after the chippings have been
applied.
For a single seal coat, the second application
of binder will have to be covered with SAND
or quarry fines to prevent adhering to roller
and vehicle wheels.

43.Props.of Bit. Emulsion- contd (a)

Double

surface dressing on a gradient

apply sufficient binder in the second spray
to give the required rate for the finished
dressing.
Use minimum excess of chippings to
reduce whip off.
Apply second coat of binder before traffic
is allowed onto the dressings.

44.Props.of Bit. Emulsion- contd (b)

MC

or RC 3000 grade cutback, normally the

most fluid binder for S.D in the tropics.
Basically an 80/100 pen. Bitumen blended
with 12-17% cutter solvent 3:1 mixture of
kerosene oil and diesel.
The above cutbacks may be prepared with
80/100 Bit blended with 2-10% diesel to
give viscosities 1x104 - 7x105 centistokes for
25-45C temp. range. (Refer Fig.2- page 8)
Fig 4 (page 9) shows the temp/ viscosity
relationship for 5 blends.

45.Cutback Bitumens.

Polymers

can be used in S.D to

modify pen. Grades, cutbacks
and emulsions.
Great advantage at road
surfaces, experiencing high
stresses and strains.
46. Polymer modified bitumen.
(e.g. Rubberised Bitumen.)

These

reduce temp. susceptibility (small

variations with temp.), improves cohesive
strength of the binder. (more able to
retain chippings under stress from the
action of traffic)
Improves early adhesive qualities (early
re - opening to the traffic)
Increased elasticity in bridging hair line
cracks.
Improved Durability.

47. Polymer modified bitumen

contd(a)

Rubber modified bitumen may consist

typically a blend of 80/100 bitumen with
2-3% un - vulcanised natural rubber
powder prepared in static tanks. The
blending temp. 170-200C, very much
cheaper to use natural rubber latex than
powder.

48. Props of rubber modified

bitumen contd(b)

Cationic

Emulsion can be
modified in purpose made plants
by the addition of 3% latex
Rubber. This is a very useful
binder with good adhesion
characteristics with normal acidic
road aggregate.

49. Props of rubber modified

bitumen contd(c)

Bitumen modified with SBS

(styrene- Butadiene- Styrene)
exhibits thermoplastic qualities
at high temp. while having a
rubbery nature at lower
ambient temps.
50. Props. of rubber modified
bitumen contd(d)

With

3% SBS, noticeable changes in

binder viscosity, and temp. susceptibility
occur and
Good early adhesion is achieved.
SBS can be obtained in a carrier bitumen
blocks of approximately 20kg.

51. Props. of SBS modified

bitumen

Extensive local research carried

out in Sri Lanka confirms that Nat.
Rub. Latex modified bitumen is an
ideal binder in road construction
for Tropical and Temperate
Climates. Easily prepared using
about 2% by weight of Bitumen.
52. Natural Rubber Latex modified
Bitumen.

Proprietary

additives, known as adhesion

agents are available for adding to binders to
help to minimize the damage to S.D that
may occur in wet weather with some type of
stones.
When correctly used in right proportions,
these agents can enhance adhesion between
the binder film and the chippings even
though they may be wet.
Immersion Tray Test (Appendix C- Road
Note3) is used to determine the amount and
the effectiveness of Adhesion agents.

53. ADHESION AGENTS.

The key stages in the S.D procedures are outlined in

Fig. 5 (page11).
The main factors to consider are:
I.
Existing site conditions

Total traffic (all classes) vehicle/lane/day.

Hardness of the existing surface.

Climatic conditions.

II.

Type of chippings.
Grading limits, nominal sizes.
Maximum flakiness Index (F.I)
Pre coated chips.

54. DESIGN.

PART III

Larger

chippings are required on soft

surface or when traffic is heavy.
Whilst small chippings are best for hard
surface.
For example 20 mm chippings are
appropriate on very soft surfaces carrying
1000 vehicles/lane/day and 6mm
chippings on a very hard surface such as
concrete. (Ref. Table 3, page 12)

55. Site conditions.

This

is assessed by a simple penetration

probe test (TRL 1996)
described in Appendix D (page 31).
Alternately, assessment may be based on
judgment with the help of definitions
given in Table 4 (page 12).
If larger chippings are used, it may result
in whip off in early life of the S.D and
significantly affect the durability on low
volume traffic roads.

56. Road Surface Hardness.

For

double S.D, size of the 1st layer should

be selected on the basis of the hardness
of the existing surface and the traffic
category indicated in Table 3 (page 12).
The nominal size of the chippings for the
second layer should preferably have an
average least dimension (ALD) not more
than half that of the 1st layer.
This will promote good interlock between
layers (If ALD of 1st layer is 1, than ALD
of 2nd layer >1/2).

57. Selection of nominal size

of chippings.

For

example, on a newly constructed

cement stabilized road base or a dense
crushed rock base, a Pad Coat of 6mm
chips followed by 10 or 14mm chips may
be applied.
The 1st layer adheres well to the hard
surface and provides a key for the larger
stone of the second dressing.

58. Hard existing surface.

Temp.

of the road surface during

construction.
Type of binder pen. grade of Bit,
cutback or emulsion.
Viscosity at the road surface temp,
With reference to Fig.2 (page 8) it is
observed that for the surface temp. range
25-45C, the viscosity of the binder
should be 1x104-7x105 centistokes.

59. Selecting the binder.

a)

b)

c)
d)

MC 3000 or 400/500 pen. Bitumen.

400/500 pen, bitumen can be prepared from
80/100 pen bitumen, blend with 2-10% diesel
or with a cutter 3:1 by volume of kerosene oil
and diesel.
Fig. 4- viscosity / temp. for blends of 80/100 is
useful to determine the % diesel for the
required viscosity.
Anionic emulsion may not adhere well to certain
acidic agg. such as Granite and Quartzite.
Cationic emulsions are better with the usual
road agg.

60.Choice of binder.

Fluid

binders (e.g. emulsions) are not

suited at gradients or steep cross falls due
to drain off before breaking. split
application of the binder may be used.
The choice of cut backs or pen. gr.
bitumen is controlled by the road temp, at
or shortly after the time of construction.
MC 3000 cut back with 12-17% cutter
even under warm condition is very
tolerant of short delays.

61.Choice of binder -contd

(1).

If

the road temp. increases soon

after construction, MC 3000 is
likely to be tender and the seal
can easily be damaged.
The use of pen gr. bitumen in the
range 80/100 to 400 is preferred
even at high road surface temps.

62.Choice of binder -contd

(ii).

Factors

which may influence the

final selection of a binder include.
cost
ease of use
flexibility with regard to
adjusting binder viscosity on site.
quality of the finished dressing.

63.Choice of binder -contd

(iii).

64.Choice
of
binder
-contd
The use of pen. gr. bitumen in the
(iv).
range 80/100 to 400 is preferred

to MC 3000 where circumstances

allow this.
In either situation, early trafficking
is very likely to dislodge chippings
and seriously damage the seal.

For

high volume fast traffic, when very early

adhesion of the chippings is essential,
consideration should be given to the use of
pre - coated chippings.
A polymer modified or rubberised binder can
provide immediate strong adhesion in
addition to improvements in other props,
Emulsions provide good wetting.
In surface dressing, it is better to use a more
viscous binder with adequate wetting.

65. Choice of binders . - contd

(v).

Consideration

of these factors,
will usually narrow the choice of
binder to one or two options.
The final selection will be
determined by other factors
such as the past experience of
the S.D Team.
66. Choice of binders . - contd
(vi).

Basis for the design method.

Having selected the nominal size of chippings and
the type of binder to be used, the next step in the
design of a S.D is to determine the rate of spread
of the binder.
In this respect, recommendations are given in Road
Note 39 (TRL 1996).
Conditions in U.K are not appropriate for most
tropical or subtropical countries.
Differences in climate, uniformity of road surface,
the quality of agg, traffic characteristics and
67.
DESIGNING
THEnecessitate
SURFACE aDRESSING
construction
practice,
more general
approach to the determination of the rate of spread
(S.D)
of the binder for application in tropical countries.

 To

develop national or regional standards, the

method of S.D design proposed by
Jackson(1963), modified by Les Hitch(1981) is
suitable.
This method relates voids in a layer of chippings
to the amount of binder necessary to hold the
chippings in place.
Hanson calculated that in a loose single layer of
chippings, such as spread for a S.D, VOIDS are
initially 50%, decreasing to about 30% after
rolling and subsequently to 20% by the action of
traffic.

68. Basis for the design methodcontd (a)

For

best results, between 50 and 70% of

the voids in the compacted agg. should be
filled with binder.
Hence it is possible to calculate the amount
of binder required to retain a layer of
regular, cubical chippings of any size.
However, in practice, chippings are rarely
the ideal cubical shape (especially when
unsuitable crushing plants have been used)
and this is why the concept of average least
dimension (ALD) was originally introduced.

69. Basis for the design

method-contd (b)

 The

ALD of chippings is a function of both the average size

of the chippings, as determined by normal square mesh
sieves and the degree of flakiness. Two methods are
available to determine ALD.
Method A A grading analysis is performed on a
representative sample of the chippings in accordance with
BS812:1985. The sieve size through which 50% of the
chippings pass is also determined. The ALD of the
chippings is then determined from the Nomograph
(Fig. 6 page 14)
Method B A representative sample of chippings is
carefully subdivided (BS 812: 1985) to give approx. 200
chippings. The least dimension of each chippings is
measured and the mean value or ALD is calculated.

70. Determination of ALD.

 The

ALD of the chippings is used with an overall

weighting factor (F) to determine the basic rates
of spray of bitumen. F is determined by adding
together the four factors that represent:
the level of traffic.
the condition of the existing road surface.
the climatic conditions.
the type of chippings.
The factors appropriate to the site, to be surface
dressed are selected from Table 5 (page 15).

71. Determining the overall

weighting factor (F).

The

rating for the existing surface allows for the

amount of binder which is required to fill the
surface voids and which is therefore not available
to contribute to the film that retains the
chippings.
If the existing surface of the road is rough, it
should be rated as very lean bituminous. even if
its overall color is dark with bitumen.(+4)
Similarly, when determining the rate of spread of
binder for the second layer of a double S.D, the
first layer should also be rated very lean
bituminous.(+4)

72. The rating for the amount

of binder.

The

Jackson method of determining the

rate of spread of binder requires the
estimation of traffic in terms of the
number of vehicles only.
However, if the proportion of commercial
vehicles in the traffic stream is high (say
more than 20%), the traffic factor
selected should be for the next higher
category of traffic than is indicated by the
simple volume count.

73.Estimation of total traffic.

Using

the ALD and F (weighting factor)

values in Equation (1) page 15, will give
the required basic rate of spread of binder R
as

R = 0.625+[FX0.023]+[0.0375+(F X0.0011)]ALD
(1)
Where F
= overall weighting factor.
ALD = the average least dimension of the
chippings (mm).
R
= Basic rate of spread of
binder(kg/m).

74.Determining the basic

bitumen spray rate (R) .

1ST seal
Nom. Max chippings size (mm)
Median size(50%)(mm)
Flakiness Index (F.I) %
ALD (mm) from
(Nomograph Fig. 6)
Weighting factor for S.D (F) Table 5 (page 15)

1st seal
19.0
16.7
0.0

Total traffic (Veh/ lane/ day)

medium heavy (500-1500)
Existing surface ABC, primed base
Climatic condition semi. Arid (hot and dry)
Type of chippings (pre coated)

2nd seal
10.0
7.8
18.0

12.9
1st seal

Total (F)

-1
+6
-1
-2
+2

5.8
2nd seal
-1
+4
-1
-2
0

75. Example DBST parameters

(C3)

Basic bitumen spray rate R- kg/m from equation (1)

section 5.26 (page 15) can be obtained by
the
appropriate values for F and ALD.
1ST seal

Hence

R20(mm) =0.625+(2x0.023)+[0.0375+2x0.0011]12.9
= 1.183(kg/m)
F
= 0,
ALD = 5.8
R10(mm) = 0.842

2nd seal

= +2,

ALD = 12.9

Alternatively the two values can be used in the design chart

Fig.7 (page 16) to determine R.
The corresponding values
R20(mm) = 1.184 and R10(mm) = 0.85

76. Rate of application of

binder (R).

The

basic spray rates are multiplied by

(1.08) for increased Durability as shown in
table E1 (Appendix E-page 32) where RD=
Design rate
Then the rates will be ,
RD20 = 1.184x1.08= 1.28(kg/
m)
RD10 = 0.85x1.08= 0.92(kg/
m)

77. Correction for Durability

w.r.t. MC 3000.

 High

road surface temp. approx 50C prevails in

C3. Hence penetration grade binder such as 400
pen. Bitumen should be used. Therefor the basic
spray rates have to be corrected.
As given as Table E1 (page 32), the basic spray
rates should be multiplied by 0.9x1.067 to correct
for 400 pen. gr. bitumen. The final adjustments
are as follows:
1st
2nd

seal
seal

R20
R20

= 1.184x1.08x0.9x1.067 = 1.228kg/m(l/m).
= 0.850x1.08x0.9x1.067 = 0.882kg/m(l/m)

78. Correction for high road

surface temp,

Estimate.
Loose bulk density of nom. 20mm = 1.44Mg/m or
1440kg/m
With reference to para 5.41,(page 17), for a l.b.d. of 1.35
Mg/m,
The spread rate of 20mm chippings.=1.364 x1.44xALD
1.35
= 1.455X12.9
= 18.77kg/m
or
= 1877kg/100m
Rate of Application
= 1877
(cum/100m)
1440
=1.303
with an allowance of 10%
for whip off
=1.433cum/100m

79. Rate of application of

chippings(1st seal).

Loose bulk density of nom 10mm

= 1.406Mg/m or
1406kg/m
Again with ref. of Para 5.41,(page 17),
The spread rate of 10mm chippings.
= 1.364
x1.406xALD
1.35
spread rate
= 1.421x5.8
= 8.24kg/m
or = 824kg/100m
Rate of Application
= 824
(cum/100m)
1406
=0.586
with 10% for whip off
=0.645cum/100m

80. Rate of application of

chippings(2nd seal).

Traffic speed and road gradients.

For slow traffic and gradients, steeper than
3%, R should be reduced approx by 10%
(Rx0.9)
For fast traffic and down grades, steeper
than 3% R should be increased approx. by
10%(RX1.1)
Note Definition of traffic speed is not
precise to differentiate between road
carrying high proportion of heavy vehicles
and those carrying mainly cars at 80 km/hr
or more.

81.Spray rates adjustment

factors.

Type of binder (Ref. Table 6 page 17).

For cutback binders e.g. MC/RC 3000 - no modification.

For pen. gr. Binders e.g. 80/100Bit -Decrease R by 10%
(RX0.9)
300pen. Bit -Decrease R by 05%(RX0.95)
400pen. Bit
- Multiply R by (0.9x1.067)
For Emulsion binder - Multiply R by (90/ %binder)

e.g. cutback Bit 70-75%-(90/75)=1.2

Note - % Binder is the percentage of
bitumen in
the emulsion.

82. Modification of rate (R).

For

on site blending, amount of

cutter should be determined in the
LAB based on viscosity test.
MC 3000 can be prepared in the
field by blending 90 pen.Bitumen
with 12-14 cutter by volume of a
mixture of 3:1 of kerosene oil and
diesel.

83. Amount of cutter required.

If a different grade of binder in required,

then the adjustment factor should reflect
the different amounts of cutter.
For instance, a 200 pen. Binder may have
3% cutter and therefore the spray rate is
103% of the rate for a 80/100 bitumen (RD X0.9X1.03) for 400pen. gr. Bitumen
(made by cutting 80/100 pen. Bit. with
6.7% cutter, the spray rate is (RD
X0.9X1.067) Refer Table E1 page 32

84. Adjustment for

different grades of binder.

The

spray rates, arrived after applying the

adjustment factors in Table 6(page 17),
will provide a very good surface texture
and useful economic quantity of binder.
Because of the difficulties experienced in
many countries in carrying out effective
maintenance, there is considerable merit
in sacrificing some surface texture for
increased durability of the seal.

85. Adjustment of spray rates

On

flat terrain and carrying moderate to high

speed traffic, after increasing the spray rates
for factors given in Table 6(page 17),multiply
the net rate by 8%(Rcx1.08).
Heavier spray rates may result in a bitumen
rich appearance in the wheel paths carrying
appreciable traffic volumes.
Additional binder should not result in
BLEEDING. It can still be expected to retain
more surface texture than is used in
Asp/Conc. W/C.

86. Maximum Durability.

If

a low volume road, carrying less than 100

vehicles/day is surface dressed, it is very
important that the seal is designed to be as
durable as possible to minimize the need for
subsequent maintenance.
A double S.D should be used on new road
bases and the max. durability of the seal can
be obtained by using the heaviest application
which does not result in bleeding.

87. S.D design for low

volume roads.

Ideally,

the ALD of the two Agg. sizes

used in the double S.D. should differ by at
least a factor of two. If the ALD of the
chippings in the second seal is more than
half the ALD in the first seal, then the
texture depth will be further increased.

If ALD (2nd layer) > ALD (1st layer) texture depth further
increased
If ALD (2nd layer) = ALD (1st layer) ideal.
If ALD (2nd layer) < ALD (1st layer) good interlock.

88. ALD of the two agg. sizes

An

estimate of the rate of application of the

chippings assuming a loose balk density of
1.35Mg/m can be obtained from the
following equation.

chippings application rate (kg/m)

=1.364x ALD (mm)
For any other loose bulk density (x) expressed in Mg/m or
10kg/m
Rate of application = 1.364 x X x
ALD
(kg/m)
1.35

The above rate should be a rough guide

only.

89. Spread rate of

chippings.

An addition of 10% is allowed for whip off.

Storage and handling losses must also be
allowed for when stockpiling chippings.
The precise chipping application must be
determined by observing on site whether
any exposed binder remains after spreading
the chips or whether chips are resting on top
of each other.
Best results are obtained when the
chippings are tightly packed together, one
layer thick.

90. Allowance for losses

and precise chippings
application.

To

achieve this, a slight excess of

chippings must be applied.
Too great an excess of chippings will
increase the risk of whip off and wind
screen damage.
It is important that these increased spray
rates are adjusted on the basis of TRIAL
SECTIONS and local experience.

91.Precise application contd

(a)

Method of distributing binder.

The success of a S.D is very dependent on

the binder being applied uniformly at the
correct rate of speed. The method adopted
for distributing the binder must therefore:
be capable of spreading the binder
uniformly at pre determined rate of
spread: and
be able to spray a large enough area in a
working day to match the required S.D
programme.

92. PLANT AND EQIPMENT.

Part
(iv).

The

use of hand held containers such as

watering cans, perforated buckets etc. has
a place for minor works. Any type of
binder from pen. grades to emulsions can
be applied in this way but uniform
spreading at pre- determined amounts
cannot be achieved by this method and
hence it is not recommended for anything
other than small scale work.

93. Small scale methods.

The

use of either of these hand held

methods of binder application for large scale
work, invariably results in waste of valuable
binder and a poor quality of S.D which will
have a short life.
The spreading of binder on a large scale
requires the use of a bulk binder distributor
which may be either a self propelled or a
towed unit (BS 1707:1989, and BS 3136
:part2: 1972)

94. Methods - contd (a).

There

are two basic types of bulk binder

distributors - pressurized tank, constant
rate of spread, constant volume and
constant pressure machines.
Most distributors manufactured in U.S.A
are constant volume type, most
distributors made in U.K are constant
pressure type, constant volume
distributors are quite common in tropical
and developing countries.

95. Large scale methods.

 The

rolling of a S.D plays an impt. part in ensuring

the retention of the chippings by assisting in the
initial
and bedding down the chippings in
the binder.
Traditionally, steel wheeled rollers have been used
but these tend to crush weaker aggregates and to
crack poorly shaped chippings.
Accordingly if steel wheeled rollers are used, they
should not exceed 8 tonnes in weight and should only
be used on chippings which are strong enough. Some
steel wheeled rollers are fitted with rubber sleeves
which make them more suitable for S.D work, but as
for any other roller of this type, they will bridge
depressions in the existing road surface.

96. Rollers and other

equipment.

 In

general pneumatic tired rollers (PTR) are

preferred because tires have a kneading action
which tends to maneuver the chippings into a
tight mosaic without splitting them and do not
bridge depressions.
In favourable conditions, adhesion should be well
established within 30 mins. of rolling after which
considerable benefit can be obtained by allowing
slow moving traffic, particularly heavy lorries to
traverse the dressing provided that traffic speed
is
below 20-30km/hr. This is very
important and the use of a lead vehicle to
convoy traffic at slow speed is recommended.

97. Other type of rollers.

Other

important items of equipment required

for S.D are mechanical brooms, binder heaters,
decanters, and transporters, and front end
loaders. Mechanical brooms either towed or
powered, are invaluable for obtaining a clean
road surface prior to spraying the binder.
Whilst hand booming is an alternative, it is
difficult to obtain as good results by this
method, particularly when sweeping the
surface of a newly constructed road base, from
which all loose particles should be removed.

98. Other equipments.

Planning.

A typical sequence of events in the

planning of a S.D. operation
section 7.1 (pages 22,23 Road Note 3).
The

surface dressing operation.

A sequence of events is given under
section 7.2 (page 23 Road note 3).

99. THE SURFACE

DRESSING PROCESS.

 After

care is an essential part of the surfacing and

consists of removing excess chippings within 24 to
48 hours of the construction of a dressing.
Some loose chippings remaining on the surface are
a hazard to wind screens of vehicles moving along
on the new surface. It is usually a public complaint.
The loose particles can be removed by booming or
by purpose made suction cleaners. Care must be
taken with brooming to avoid damage to the new
surface and it is usually best to do this work in the
early morning when the S.D is still relatively stiff.

100. After - Care :

It

is important to stress that

over chippings can reduce
the quality of a dressing, make
after - care, a more time
consuming process and also
un necessarily increase the
costs.

101. After - Care (contd

a).

 Other

types of treatments.
Apart from S.D there are several other
kinds of surface treatments that complement
S.D, five of which are described briefly below:
Slurry seals.
A slurry seal is a mixture of Aggregates, Portland
cement filler, bitumen emulsion and additional
water (ASTM, D. 3910, 1996 BS 434 part 1+2
1984)When freshly mixed, they have a thick
creamy consistency and can be spread to a
thickness of 5 to 10mm.

102. Other surface treatments

Part v.

 This

method of surfacing is not normally used for new

construction. Because it is more expensive than
S.D ,does not provide as good a surface texture, and
is not as durable as properly designed and
constructed S.D. Slurry mixes are best made and
spread by purpose made machines as shown in Fig.8
(page 24- Road Note 3).
Slurry seals are often used in combination with a
S.D to make a Cape seal. In this technique the
slurry seal is applied on top of a single S.D to
produce a surface texture which is less harsh than a
S.D alone and a surface which is flexible and
durable.

103. Slurry seals -contd

(a).

However,

the combination is more

expensive than a double S.D and requires
careful control construction.
Both Anionic and Cationic emulsions may
be used in slurries containing acidic
aggregates and its early breaking
characteristics are also advantageous
even when rainfall is likely to occur..
Suitable specifications for slurry seals and
for a Cape seal are given in tables 10
and 11 (page 24 Road Note 3).

104. Slurry seals - contd

(b).

An

Otta seal is different to S.D. in that a

graded gravel or crushed agg. containing all
sizes, including filler, is used instead of single
sized chippings. There is no formal design
procedure but recommendations based on
case studies have been published. (NPRA,
1999).
An Otta seal may be applied in a single or
double layer. Evidence on the performance of
these types of seals has shown them to be
satisfactory for 12 years on roads carrying
up to 300 vehicles per day. (Overby 1998).

105. Otta seal.

The

grading of the materials is based on the

level of traffic expected. Recommended grading
envelops are given in Table 12(Page 25 Road
Note3).
Generally for roads carrying light traffic.(<100
veh./days.), a coarse grading should be chosen
while a dense grading should be to one
carrying
(>100 veh./day).
The viscosities of binders used in construction
should reflect the quality of agg. employed but
cut back bitumen MC 800,MC 3000 or 150/200
pen. gr. Bitumen is used depending upon traffic
volumes and type of Agg. cover.

106. Otta seal contd(a).

Spray

rates cannot be calculated by

design and must be chosen empirically.
Typical spray rates (hot) for single seals
are between 1.6-2.0 l/m(NPRA 1999).
It is because of the broad range of
materials that may be used and the
empirical nature that pre construction
trials must be carried out.

107. Otta seal contd(b).

An

important aspect of Otta seal construction

is the need for extensive rolling by PTR for 2
or 3 days, after construction . The action of
rolling ensures the binder is forced upwards,
coating the Agg. and thereby initiating the
process, continued by subsequent trafficking
, of forming a premix like appearance to the
surface.
After - care, can take as long as 12 days and
involves sweeping dislodged agg. back into
wheel paths for further compaction by traffic.

108. Otta seal contd(c).

Where

chippings for a S.D are unobtainable or are

very costly to provide, sand can be used as a
cover material for a seal. Sand seals are less
durable than S.D, the surface tends to abrade
away under traffic.
Nevertheless, a sand seal can provide a
satisfactory surfacing for lightly trafficked roads
carrying less than 100/vehicles/lane/day.
It is not possible to design a sand seal in the
same sense that a S.D can be designed. The
particles of sand become submerged in the binder
film, and the net result is a thin layer of sand
binder mixture adhering to the road surface.

109. Sand seal.

The

sand should be clean coarse sand

with a max size of 6 mm, containing upto
15% of material finer than 0.3mm and
upto 2% of material finer than 0.15mm.
The sand should be applied at a rate of
(6 to 7x10-3)m/m (CSRA 1986).
The binder which may be a cutback or an
emulsion should be spread at a rate of
approx. 1.0 to 1.2kg/m depending on the
type of surface being sealed.

110. Sand seal (a).

 These

treatments are costly and are used on

relatively small areas, usually in urban situations,
where high skidding resistance is required.
The agg. is normally a small single sized calcined
Bauxite(Al2O3 soil with Al(OH)3) having a high
resistance to polishing under traffic. The agg. is
held by a film of epoxy resin binder (Denning
1978).
The process requires special mixing and laying
equipment and is normally undertaken by
special contractors.

111. Synthetic Agg. and Resin

Tretments.

 There are two main uses for light sprays of Bitumen.

A light film of binder which can be applied as the

final spray on a new S.D. The advantage of this

procedure is that the risk of whip-off of chippings
under fast traffic is reduced. This is particularly
useful where management of traffic speed is
difficult.
A light spray of binder can be used to extend the life
of a bituminous surfacing. This is particularly useful
when a surfacing is showing signs of bitumen
ageing by fretting or cracking.
These applications may be referred to by different
authorities as Fog sprays or Enrichment sprays.

112. Application of light

Bitumen sprays.

light spray of bitumen emulsion is ideal for

improving early retention of chippings in a new
dressing. The road is usually dampened before
spraying or if a low bitumen content emulsion
(45%). is available, dampening can be omitted.
Complete breaking of the emulsion must occur
before traffic is allowed onto the dressing and it
may be necessary to dust the surface with sand
or crushed fines to prevent pick up by traffic.
The spray rate is likely to be between 0.4 and
0.8 l/m. It is important to avoid over
application of bitumen which could result in poor
skid resistance.

113. Fog sprays.

 Surfaces

which are showing obvious signs of

disintegration through bitumen ageing can be
enriched by apply
ing a stable grade of anionic emulsion which has been
diluted at a rate of 1:1 with water (CSRA, 1972).
The rate of application will depend upon the texture
of the surfacing and this must be determined by trial
sprays. However it is likely to be between 0.2 and 0.5
l/m of residual bitumen.
Great care must be taken to avoid leaving a slippery
surface and a light application of sand sized fines
may be required in some cases.

114. Enrichment Sprays.

Knowledge,

Hard work and Dedication

are pillars of Success

Take home message