Technical Report

AP-T310-16

Selection and Design of Initial Treatments

for Sprayed Seal Surfacings
Selection and Design of Initial Treatments for Sprayed Seal Surfacings

Prepared by Publisher

Steve Patrick Austroads Ltd.

Level 9, 287 Elizabeth Street
Sydney NSW 2000 Australia
Project Manager Phone: +61 2 8265 3300
austroads@austroads.com.au
John Esnouf
www.austroads.com.au

Abstract About Austroads

This document is an update of the design of initial treatments for
sprayed seal surfacing. The information contained within this
document supersedes that found in Austroads AP-T68-06 Update of
the Austroads Sprayed Seal Design Method (Austroads 2006b), and
replaces Section 12 in that document.
The terminology used to describe applying sprayed seals directly
onto a pavement basecourse has also been updated.
Previously there has been no formal design method used for initial
sealing. The typical seal design method may be used for this
purpose, with specific adjustments based on the requirements of
applying a seal directly to a pavement basecourse.
Keywords
Sprayed seal, design, initial treatment, initial seal, prime,
embedment, surface texture, polymer modified binders, cutback
binders, emulsions, single/single seal, double/double seal, chip seal.
ISBN 978-1-925451-19-1
Austroads Project No. TT1820
Austroads is the peak organisation of Australasian road
transport and traffic agencies.
Austroads purpose is to support our member organisations to
deliver an improved Australasian road transport network. To
succeed in this task, we undertake leading-edge road and
transport research which underpins our input to policy
development and published guidance on the design,
construction and management of the road network and its
associated infrastructure.
Austroads provides a collective approach that delivers value
for money, encourages shared knowledge and drives
consistency for road users.
Austroads is governed by a Board consisting of senior
executive representatives from each of its eleven member
organisations:
Roads and Maritime Services New South Wales
Roads Corporation Victoria
Department of Transport and Main Roads Queensland
Main Roads Western Australia
Department of Planning, Transport and Infrastructure
South Australia

Austroads Publication No. AP-T310-16 Department of State Growth Tasmania

Department of Transport Northern Territory
Publication date July 2016
Transport Canberra and City Services Directorate,
Pages 17 Australian Capital Territory
Australian Government Department of Infrastructure and
Austroads 2016 Regional
Australian Local Government Association
This work is copyright. Apart from any use as permitted under the
Copyright Act 1968, no part may be reproduced by any process
New Zealand Transport Agency.
without the prior written permission of Austroads.

Acknowledgements
The document was prepared with the plentiful assistance and advice of the Austroads Bituminous Surfacing Working Group (BSWG).
Specific thanks to members of the BSWG Seal Design Action Group who took a prime role in the formation of the Initial Treatment
method:
Mr Robert Busuttil, NZ Transport Agency
Mr Colin Dailey, VicRoads
Mr Steve Halligan, Main Roads Western Australia
Mr Barry Mulholland, Sprayline Road Services

This report has been prepared for Austroads as part of its work to promote improved Australian and New Zealand transport outcomes by
providing expert technical input on road and road transport issues.

Individual road agencies will determine their response to this report following consideration of their legislative or administrative
arrangements, available funding, as well as local circumstances and priorities.
Austroads believes this publication to be correct at the time of printing and does not accept responsibility for any consequences arising from
the use of information herein. Readers should rely on their own skill and judgement to apply information to particular issues.
 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

Summary

This document provides proposed updated guidance on the design of initial treatments for sprayed seal
surfacing. The information supersedes that found in Austroads AP-T68-06 Update of the Austroads Sprayed
Seal Design Method, and replaces Section 12 in that document.

The terminology and definitions used to describe applying sprayed seals directly onto a pavement
basecourse have been updated, alongside the design method.

Previously there was no formal design method used for priming and primersealing.

The new approach changes the primerseal name to initial seal. Both primes and initial seals are considered
initial treatments, to be followed by secondary treatments and retreatments over the life of the pavement.

The new approach for initial seals is to use the general seal design method, but with some adjustments
made to account for specific requirements expected when applying a seal directly onto a pavement
basecourse. In order to unify the approach with the general seal design, binder application rates for initial
treatments are to be reported as residual binder.

Individual sections in the document cater for the design of initial treatments, including:
primes
initial seals
single/single
double/double.

The design approaches detailed in this report are interim and require further validation before they are
integrated into the Austroads seal design.

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

Contents
Summary ......................................................................................................................................................... i
1. Introduction ............................................................................................................................................ 1
1.1 General ............................................................................................................................................. 1
1.2 Definitions ......................................................................................................................................... 1
1.2.1 Initial Treatment ................................................................................................................... 2
1.2.2 Prime ................................................................................................................................... 3
1.2.3 Initial Seal ............................................................................................................................ 3
1.2.4 Secondary Treatment .......................................................................................................... 3
1.2.5 Retreatment ......................................................................................................................... 3
1.3 Categorisation of Sealing Treatments .............................................................................................. 3
1.4 Background ...................................................................................................................................... 4
2. Prime ....................................................................................................................................................... 5
2.1 Function of a Prime .......................................................................................................................... 5
2.2 When to Prime .................................................................................................................................. 5
2.3 Selection and Design for Priming ..................................................................................................... 6
2.4 Pavement Preparation...................................................................................................................... 6
2.5 Construction and Maintenance Scheduling...................................................................................... 7
2.5.1 Curing Time ......................................................................................................................... 7
2.5.2 Expected Lifespan ............................................................................................................... 7
3. Initial Seals ............................................................................................................................................. 8
3.1 Function of an Initial Seal ................................................................................................................. 8
3.2 When to use Initial Seals .................................................................................................................. 8
3.3 Selecting an Initial Seal .................................................................................................................... 8
3.3.1 Binder Type ......................................................................................................................... 9
3.3.2 Aggregate Size .................................................................................................................. 10
3.4 Binder Application Rates ................................................................................................................ 10
3.4.1 Single/Single Initial Seal .................................................................................................... 10
3.4.2 Double/Double Initial Seal ................................................................................................. 11
3.4.3 Allowances ........................................................................................................................ 11
3.5 Aggregate Spread Rates ................................................................................................................ 12
3.5.1 Single/Single Initial Seal .................................................................................................... 12
3.5.2 Double/Double Initial Seal ................................................................................................. 12
3.6 Stabilised Bases ............................................................................................................................. 12
3.6.1 Lime and Cementitious Stabilisation ................................................................................. 12
3.6.2 Foamed Bitumen Stabilisation ........................................................................................... 12
3.7 Pavement Preparation.................................................................................................................... 13
3.8 Construction and Maintenance Scheduling.................................................................................... 13
3.8.1 Curing Time ....................................................................................................................... 13
3.8.2 Expected Lifespan ............................................................................................................. 13
References ................................................................................................................................................... 14

Appendix A Photographic Examples of Pavement Preparation ........................................................... 15

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

Tables

Table 1.1: Categorisation of sealing treatments ............................................................................................. 3

Table 2.1: Guide to grades and application rates of primer ............................................................................ 6
Table 3.1: Preliminary guide to the selection of initial seals ........................................................................... 9

Figures

Figure 1.1: Sprayed seal life cycle flow chart ................................................................................................... 2

Figure 2.1: Primes ............................................................................................................................................ 5

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

1. Introduction

1.1 General
This document provides proposed updated guidance on the selection and design of initial treatments,
superseding what is outlined in Section 12 (titled Priming and Primersealing) of AP-T68-06 Update of the
Austroads Sprayed Seal Design Method (Austroads 2006b). Initial treatments generally perform well when
they are applied in acceptable weather conditions and on pavements that are properly constructed and
prepared. When the treatments are applied in less than favourable conditions, a lower, or possibly an
unacceptable standard of performance is expected.

The application of a prime and secondary treatment is the preferred option for sealing a basecourse,
presenting lower risk and longer potential life span than the direct application of an initial seal.

The design approaches detailed in this report are interim and require further validation before they are
integrated into the Austroads seal design.

1.2 Definitions
As part of this update, the terminology for spray sealing practices has been revised.

All sealing works will be defined as one of three broad categories:

1. Initial treatment
2. Secondary treatment
3. Retreatment.

These, and related terms are defined below, and demonstrated in the flow chart Figure 1.1.

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

Figure 1.1: Sprayed seal life cycle flow chart

Initial Prime Initial Seal

Treatment (minimal traffic) or (trafficable)
Section 1.2.1 Section 2 Section 3

Section Curing period Section

2.5.1 3.8.1

Section Lifespan Section

2.5.2 3.8.2

Secondary
Treatment Sprayed Seal
Section 1.2.4

Lifespan 5 to 15
years

Retreatment
Section 1.2.5 Sprayed Seal

1.2.1 Initial Treatment

An overarching term initial treatment will be used to describe spayed seal treatments applied directly onto
newly constructed and prepared pavements. The definition of initial treatment is:
An application of a prime (prime coat) or initial seal to a prepared basecourse.

Use of the term prime remains unchanged, however the previously used term primerseal has been
removed from the lexicon.

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

1.2.2 Prime

The definition of prime (prime coat) in the Austroads Glossary of Terms (Austroads 2015) is:
An application of a primer to a prepared base, without cover aggregate, to provide
penetration of the surface, temporary waterproofing and to obtain a bond between the
pavement and the subsequent seal or asphalt. It is a preliminary treatment to a more
permanent bituminous surfacing.

1.2.3 Initial Seal

In order to define initial treatment, the existing definition for initial seal in the Austroads Glossary of Terms
(Austroads 2015) should be updated to:
An application of a sprayed seal to a prepared basecourse, which has not been primed. It
is intended to adhere to the base, whilst providing a temporary wearing course for traffic.

1.2.4 Secondary Treatment

The definition of secondary treatment is:

An application of a sprayed bituminous treatment on an initial treatment.

1.2.5 Retreatment

The definition of retreatment is:

An application of a sprayed bituminous treatment on an existing bituminous surfacing.

1.3 Categorisation of Sealing Treatments

There are a variety of sprayed bituminous treatments in use, for a variety of different purposes. A preliminary
selection guide for these treatments is provided as an appendix in AP-T236-13 Update of Double/Double
Design for Austroads Sprayed Seal Design Method (Austroads 2013b).

As part of the new definitions, these treatments need to be categorised into the newly proposed terminology
(Table 1.1).

Table 1.1: Categorisation of sealing treatments

Initial treatment Secondary treatment/Retreatment

Prime S/S
S/S D/D
D/D HSS
HSS XSS
Graded seal SAM
SAMI
GRS
Inverted seal
Cape seal
Surface rejuvenation
Surface enrichment

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

The options available for initial treatments are more restrictive than those allowed for secondary treatments
and retreatments.

Secondary treatments and retreatments that are used to treat pavement problems (i.e. strain alleviating
membrane, strain alleviating membrane interlayer, geotextile reinforced seal) are not included in the initial
treatment category, as achieving adhesion between these treatments and basecourse may be difficult, and
present a high risk of de-bonding.

1.4 Background
A number of factors influenced the decision to cease use of the term primerseal and adopt the term initial
seal for all instances of an application of a sprayed seal to a prepared basecourse, which has not been
primed.

The original use of primerseals generally involved tar based materials, which achieved a degree of base
penetration through their superior wetting power, whilst having sufficient viscosity to hold a small sized
aggregate. These were solely intended to carry traffic as a temporary holding treatment until conditions were
more suitable for application of a final seal.

Tar based materials were largely phased out during the 1960s, being replaced by cutback bitumen for both
primers and primerbinders. Bituminous emulsions have also increased in usage, particularly where the initial
seal is to be resurfaced with a sprayed seal or hot mix asphalt within a short period of time.

The essential requirements for cutback bitumen binders used in primerseals were a low viscosity achieved
through a relatively high proportion of cutter oil, in conjunction with a suitable adhesion agent, in order to
ensure adequate wetting and adhesion to the surfaces of unbound pavements.

With increasing traffic and a desire, in many cases, to provide a more robust or more durable sprayed seal
treatment, there has been a progressive reduction in the proportion of cutter oil used in initial seals as well as
increasing use of larger sized aggregates. It has also been recognised that the degree of base penetration
achieved in initial seals, particularly where lower proportions of cutter oil or bituminous emulsions are used,
is minimal. The term primerseal is thus considered to be somewhat of a misnomer.

A further factor leading to the change is a preference for design of binder application rates based on residual
binder rather than binder application rates based on total binder volume (including cutter oils or water content
of bituminous emulsions) previously used in primersealing guidelines.

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

2. Prime

2.1 Function of a Prime

Priming is the application of a suitable primer to a prepared pavement as a preliminary treatment prior to the
application of a more permanent bituminous surfacing (Figure 2.1).

The function of priming is to assist in achieving and maintaining a strong bond between the pavement and
the secondary treatment. To achieve this, a prime should:
mitigate surface dust
penetrate and seal the surface pores in the pavement material
bind the pavement near its surface
waterproof the pavement binding materials.

The application of a prime and secondary treatment is the preferred option for sealing a basecourse,
presenting lower risk and longer potential life span than the direct application of an initial seal.

Figure 2.1: Primes

Primer showing
penetration into base

Base

2.2 When to Prime

It is typical practice to prime all newly constructed granular and stabilised/modified pavements prepared for
sprayed seal or asphalt surfacings. However, it is not always possible (due to traffic management
constraints) to divert traffic around the area of pavement under construction whilst the prime cures. In such
instances an initial seal may be used as the initial treatment instead of a prime.

For asphalt pavements, although desirable, a prime is not always necessary where the total thickness of
asphalt is in excess of 100 mm. Where an initial seal is being considered in place of a prime and secondary
treatment, the risks and consequences of a failure should be taken into account particularly on roads with
high volumes of traffic.

A prime, once cured, can be trafficked for low traffic volumes (below approximately 200 v/l/d), and where that
traffic consists of mostly light vehicles. For traffic loads exceeding this, the risk of damage to the pavement is
increased and an initial seal is the preferred treatment.

Concrete pavements and timber surfaces such as bridge decks should also be primed to assist and provide
an adequate bond between the pavement surface and sprayed seal or asphalt treatment. This applies in
particular to conditions where a strain alleviating membrane interlayer (SAMI) is to be applied over a
concrete or stabilised surfacing prior to placing an asphalt overlay.

Priming is most effective during warm and dry conditions. Care should be exercised when undertaking
priming during cooler and damp conditions. Low temperatures may extend curing time, and damp conditions
increase potential for run-off of the uncured primer. Primer washed off the pavement during this curing stage
can cause pollution of waterways and environmental hazards (EPA Victoria 2002).

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

2.3 Selection and Design for Priming

There is no formal design method for the selection and design for priming which is usually based on
experience with the local pavement materials and prevailing weather conditions. A general guide to the
selection of grade of cutback bitumen primer and primer application rates is shown in Table 2.1.

Table 2.1: Guide to grades and application rates of primer

Pavement types Grade (AS2157:97) Application rate (L/m2)

Tightly bonded AMC 00 0.6 to 1.1
Medium porosity AMC 0 0.8 to 1.1
Porous AMC 1 0.9 to 1.3
Very porous (limestone and sandstone) AMC 1 2 application rates:
1st @ 0.7 to 0.9
2nd @ 0.5 to 0.7
Hill gravels, granitic sands AMC 0 0.8 to 1.1
Stabilised AMC 00(1) 0.5 to 0.8
Concrete AMC 00(1) 0.2 to 0.4

Can also consider using proprietary binders, or additional cutter in these cases.

The most suitable grade and application rate of primer will depend on the surface finish of the basecourse.
Small scale trials can be conducted on pavement materials in situ to test and compare the appropriateness
of prime grade and application rate.

Standard grades of bitumen emulsion are generally not suitable for priming but proprietary grades have been
developed that should be used in accordance with manufacturers guidelines.

Where a pavement stabilised with cementitious or chemical binders is to be primed with a bitumen emulsion,
a check on the compatibility of the emulsion with the stabilised material should be undertaken. Emulsions will
always be compatible with bitumen stabilised pavements.

2.4 Pavement Preparation

The performance of primes and subsequent seals applied to granular pavements is dependent on the
adequacy of the underlying pavement in respect to surface condition, strength and stability. These issues are
discussed in Pavement Work Tip 49 (Austroads 2010a).

The prepared pavement surface should be swept, to remove surface dust and provide a surface that is free
of foreign material, with the larger sized stones at the surface of the pavement exposed but not loose or
dislodged. Guidance on surface preparation (homogeneity, exposed aggregate, avoidance of laminating
materials or a build-up of fines) can be found in AGPT08-09 Guide to Pavement Technology Part 8:
Pavement Construction (Austroads 2009).

Pavements to be primed should be surface dry, and no more than damp to the required depth of primer
penetration. Excess moisture will inhibit the penetration of priming materials, as voids filled with moisture
cannot be filled with primer (Austroads 2009).

It is critical to attain a satisfactory level of dry-back, or removal of moisture from the compacted and prepared
basecourse pavement layers, in order to present a suitably hard surface for priming. Guidance in controlling
moisture in pavement construction, and specifying and measuring dryback is found in Austroads Pavements
Reference Group Technical Note 13 (Austroads Pavements Reference Group 2003).

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

Poor surface hardness can lead to excessive aggregate embedment and flushing. The ball penetration test
(Austroads 2010b) is a useful indicator of both the level of surface hardness and dry-back that has been
achieved in the basecourse. It provides an input to the determination of binder application rate in AP-T68
(Austroads 2006b) seal design, allowing for the potential embedment of the sealing aggregate into granular
pavements.

Photographic examples of good, marginal and poor granular pavement preparations are provided in
Appendix A.

2.5 Construction and Maintenance Scheduling

2.5.1 Curing Time

Initially, the primer should be allowed to set up, or thicken and increase in viscosity (by evaporation of cutter
oil), or in the case of emulsions break before any trafficking is allowed.

A surface primed with cutback bitumen should be allowed to cure for a minimum period of three days prior to
sealing, depending on prevailing drying conditions. Cutter can be trapped in the prime if sealed over too
early, and will diffuse into the seal and soften it.

Bitumen emulsion and some proprietary primers (specialty grades) can often be sealed after one or two days
curing, depending on prevailing drying conditions. Caution should be taken to verify this shorter curing period
is adequate for the particular product and prevailing conditions before use.

2.5.2 Expected Lifespan

A prime can be expected to have an untrafficked lifespan of several weeks, without further treatment other
than normal maintenance, if an appropriate prime grade and application rate are used. Trafficking has the
potential to reduce the lifespan of a prime, and should be minimised.

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

3. Initial Seals

3.1 Function of an Initial Seal

An initial seal is an application of a sprayed seal to a prepared basecourse, which has not been primed. It is
intended to adhere to the base, whilst providing a wearing course for traffic.

The success of initial seals rely on:

selection of an appropriate initial sealing treatment
appropriate binder application and aggregate spread rates
preparation and condition of base materials
application procedures (workmanship).

The following guidelines are provided to assist with selection of the type of binder and determining
application rates.

3.2 When to use Initial Seals

When considering the suggested initial seal treatments, it is vital to select a treatment that matches the
purpose and requirements of the road, and the subsequent construction and maintenance schedule.

Short term treatments, typically consisting of a single/single seal with small aggregate size, can be employed
to provide a trafficable surface in conditions where priming is not practicable. A secondary treatment,
providing an ongoing wearing course will be required after a short period. Particular care must be taken in
these situations to provide adequate curing time between treatments, whilst respecting the limited life
expectancy of the initial seal.

Longer term treatments that provide an ongoing wearing course are available, utilising larger aggregate
sizes, double/double seals, and lower cutter oil contents. However, it must be recognised that a direct
application of an initial seal to a basecourse presents a higher risk of failure, and shorter potential life span
than what can be expected from a prime and seal approach.

There is further discussion of life expectancy in Section 3.8.

Initial sealing is most effectively applied during warm and dry conditions. Care should be exercised when
undertaking initial sealing during cooler and damp conditions. Low temperatures may extend curing time due
to slow cutter evaporation rate, and can increase difficulties of achieving successful adhesion of the
aggregate to the binder, which typically leads to higher cutter contents being required to counteract poor
adhesion.

3.3 Selecting an Initial Seal

Table 3.1 is a preliminary guide to selecting initial seals, based on traffic, equivalent heavy vehicles (EHV),
and climatic conditions. Specialist advice should be sought to manage variations based on local experience.

Further guidance for the selection of an appropriate binder and aggregate size is found in Section 3.3.1 and
Section 3.3.2 respectively.

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

Consideration should be given to the average seasonal temperature that the pavement will be subjected to
during the day of sealing, and the following weeks.

Table 3.1: Preliminary guide to the selection of initial seals

Average Low traffic Medium traffic High traffic

EHV seasonal (< 200 v/l/d)(3) (2002000 v/l/d)(3) (> 2000 v/l/d)
temperature Typical binder(5) and seal type
Low AMC4 (S/S) AMC6 (S/S, D/D)
AMC5 (S/S)
(< 25%) Cool(4) CRS67 (S/S) CRS67 (D/D)
CRS67 (D/D)
CRS60 (D/D) Modified emulsion (D/D)
AMC7 (S/S, D/D)
AMC5 (S/S) AMC6 (S/S) CRS67 (D/D)
Warm
CRS67 (S/S) CRS67 (D/D) Modified Emulsion (D/D)
PMB(1)(2) (S/S, D/D)
AMC7 (S/S)
Hot AMC6 (S/S) AMC7 (S/S)
PMB(1)(2) (S/S, D/D)
High AMC6 (S/S)
AMC5 (S/S) CRS67 (D/D)
( 25%) Cool(4) PMB(1)(2) (S/S, D/D)
CRS67 (S/S, D/D) Modified emulsion (D/D)
CRS67 (D/D)
AMC7 (S/S) AMC7 (S/S)
AMC6 (S/S)
Warm PMB(1)(2) (S/S, D/D) PMB(1)(2) (D/D)
CRS67 (S/S)
Modified Emulsion (D/D) Modified emulsion (D/D)
AMC7 (S/S) AMC7 (S/S)
Hot AMC7 (S/S)
PMB(1)(2) (S/S, D/D) PMB(1)(2) (D/D)

1 Guidance for cutting practice for PMB sprayed seals is found in Section 4.7, AP-T235-13, Austroads (2013a).
2 Care must be taken when using PMBs (especially SBS) because it is difficult to achieve sufficient adhesion to the
base and aggregate wetting. To date successful trials have been undertaken only with crumb rubber binders
(Austroads 2014), as yet other binders are unproven in this application, pending further trials.
3 When low or medium traffic is coupled with high stress situations such as intersections, turning lanes, and grades,
consider following guidance for the high traffic category instead.
4 Sealing in cool and damp conditions increases risk of seal failure, consideration should be given to postponing works
if possible until weather conditions have improved.
5 Cutback bitumen grades nominated in the table are based on typical pavement materials used in Australia.
Adjustment to the proportion of cutter oil content may be required for very porous (less cutter oil) or tightly bonded
(more cutter oil) pavement surfaces. For tightly bonded surfaces (including stabilised pavements), pavement surface
preparation is essential to achieving an adequate bond, particularly when emulsions, low cutter content cutback
bitumen and PMB grades are used.

3.3.1 Binder Type

The binder types listed in Table 3.1 can be considered as typical for those applications, however other binder
types can be used.

The choice of binder is mainly influenced by the prevailing weather conditions, as well as the desired life of
the treatment, and timing and type of final treatment.

The requirements for AMC cutback bitumen grades are provided in AS 2157-1997 (Standards Australia
1997). Equivalent field blended grades may also be used.

Bitumen emulsions may be considered when a subsequent surfacing is to be applied before adequate curing
of a cutback bitumen binder can occur. The requirements for bitumen emulsion grades are provided in AS
1160-1996 (Standards Australia 1996).

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

Where a pavement stabilised with cementitious or chemical binder is to be initial sealed using a bitumen
emulsion, a check on the compatibility of the emulsion with the stabilised material should be undertaken.
Emulsions will always be compatible with bitumen stabilised pavements.

Binders for very heavy traffic and/or very warm to hot conditions include proprietary grades of polymer
modified binder, polymer modified emulsion, and cutback bitumen manufactured with Class 320 base
bitumen in place of Class 170, and cutback bitumen with low proportions of cutter oil. These binders provide
for more rapid curing and reduced risk of bleeding in more demanding performance applications.

3.3.2 Aggregate Size

The choice of aggregate size depends on traffic, life expectancy and climatic conditions.

For single/single initial seals, 7 and 10 mm aggregate are appropriate for low traffic applications, and can be
used successfully for higher traffic applications in the absence of unfavourable conditions such as
high-stress traffic movements, extreme heat, or predominantly wet conditions.

In some instances, 14 mm aggregates may be used. There is an increased risk of unsatisfactory

performance with this style of treatment, and it should only be used when there are special requirements that
demand it. It is not recommended for high traffic applications. A binder with adequately high viscosity will be
necessary to allow the binder to successfully retain the aggregate.

Double/double initial seals, or single/single initial seals incorporating a scatter coat, are useful for high-traffic,
high-stress sites. Various aggregate sizes can be used for double/double seals, with 10/5, 10/7 and 14/7 mm
combinations being common choices.

3.4 Binder Application Rates

Binder application rates are calculated as per the typical Austroads seal design methods, and are reported in
terms of residual binder.

Rates will generally need to be adjusted in line with allowances for absorption and aggregate embedment.

For higher traffic loadings, design binder application rates may be undesirably low, in which case alternative
treatments should be considered to provide a more robust and waterproof initial treatment. Design binder
application rates may be checked for appropriateness by comparing to those of performing initial seals in
similar conditions and traffic loadings, and by seeking specialist advice.

3.4.1 Single/Single Initial Seal

Single/single initial seal binder application rates can be calculated as per the instructions in AP-T68-06
Update of the Austroads Sprayed Seal Design Method (Austroads 2006b).

The relevant sections of AP-T68 (Austroads 2006b) for initial seal design are:
size 10 mm and larger aggregates Section 2
size 7 mm and smaller aggregates Section 3
with polymer modified binder (PMB) Section 4
with bitumen emulsion binder Section 5.

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

3.4.2 Double/Double Initial Seal

Double/double initial seal binder application rates can be calculated as per the instructions in AP-T236-13
Update of Double/Double Design for Austroads Sprayed Seal Design Method (Austroads 2013b).

The relevant sections of AP-T236-13 (Austroads 2013b) for initial seal design are:
design for little or no trafficking between applications Section 2
with polymer modified binder (PMB) Section 3
with bitumen emulsion binder Section 4.

3.4.3 Allowances

Absorption

Allowances for absorption are not generally required for initial seals except for unusually porous pavement
materials, and stabilised basecourses. Guidance for absorption allowance is found in Section 2.1.7(c) of
AP-T68-06 (Austroads 2006b).

When pavements are stabilised with chemical binders, refer to AGPT04D-06 Guide to Pavement Technology
Part 4D: Stabilised Materials (Austroads 2006a).

Aggregate embedment

Embedment allowances can be applied as per the instructions in Section 2.1.7 in AP-T68-06 (Austroads
2006b).

For ball penetration values exceeding 3 mm, maximum aggregate size should be limited to 7 mm, which
allows the loading from passing vehicles to be spread over a larger surface area of the basecourse.

Where ball embedment exceeds 4 mm, re-preparation of the pavement, including possibilities for
improvement in quality of the pavement material, armour coating with a thin layer of good quality material,
stabilisation, etc. should be considered.

Existing texture

Some pavement basecourses present a coarse textured surface and it may be possible to measure surface
texture. The allowances as suggested for texture measured on an existing 5 or 7 mm seal in Table 2.3 in
AP-T68-06 (Austroads 2006b) can be applied in this case.

If surface texture cannot be measured, the texture allowance is generally in the order of +0.0 to +0.3 L/m2.

Practitioners should proceed with caution when applying texture allowances where large surface texture is to
be matched with small aggregate particles, as the aggregate may sit inside the texture of the basecourse.

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3.5 Aggregate Spread Rates

3.5.1 Single/Single Initial Seal

Single/single initial seal aggregate spread rates can be calculated as per the instructions in AP-T68-06
(Austroads 2006b).

The relevant sections of AP-T68-06 for aggregate spread rate are:

size 10 mm and larger aggregates Section 2.2
size 7 mm and smaller aggregates Section 3.3
with polymer modified binder (PMB) Section 4.2.3 or 4.3.2
with bitumen emulsion binder Section 5.2.2 or 5.3.2.

3.5.2 Double/Double Initial Seal

Double/double initial seal aggregate application rates can be calculated as per the instructions in
AP-T236-13 (Austroads 2013b).

The relevant sections of AP-T236-13 (Austroads 2013b) for aggregate spread rate are Section 2.2.8
and 2.3.6.

3.6 Stabilised Bases

Care should be taken when applying initial seals to stabilised bases, as different issues apply to basecourse
materials treated with lime or cementitious materials to those treated with foamed bitumens.

3.6.1 Lime and Cementitious Stabilisation

Well prepared surfaces on pavements stabilised with lime, cement and/or other cementitious materials
generally result in hard, dense surfaces of low porosity. Either cutback bitumen or bitumen emulsion binders
are suitable, although the influence of the stabilising materials on accelerated breaking of emulsion, and
hence the time available for spreading and rolling of aggregate, should be considered.

Particular attention must be paid to the potential for reduced adhesion due to the presence of surface dust,
which may require a slight dampening of the surface before applying binder.

3.6.2 Foamed Bitumen Stabilisation

The particular feature of foamed bitumen stabilised pavements influencing the design of bituminous surface
treatments is the presence of bitumen in the mixture.

It is generally desirable to reduce the cutter oil content for initial seals on foamed bitumen stabilised
basecourses, due to the potential for such cutbacks to soften the bitumen in the surface of the basecourse.
This can lead to excessive aggregate embedment and/or flushing in a following sprayed seal.

A small size (e.g. 7 mm) cutback bitumen or bitumen emulsion initial seal may be preferred as a preliminary
treatment to protect the basecourse and provide a good key for the next bituminous treatment.

Bitumen already in the base may permit a reduction in application rates as outlined in Section 3.4.3, provided
that there is sufficient binder to maintain the integrity of the initial seal.

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

3.7 Pavement Preparation

Preparation of the pavement basecourse is critically important to achieving a consistent high standard of
initial seal.

The success of an initial seal relies on the binder adhering to the basecourse, and anything that impedes this
process should be avoided. Sweeping is important to expose the stone mosaic of the larger aggregates
within the basecourse material which facilitates bonding of a binder to the prepared basecourse, especially
more viscous or emulsion binders. Guidance on surface preparation (homogeneity, exposed aggregate,
avoidance of laminating materials or a build-up of fines) can be found in AGPT08 (Austroads 2009).

Surfaces to be initial sealed should be kept damp, but not wet. A wet pavement may result in aggregate
embedment and flushing in the wheelpaths. A dry surface may prevent the binder from properly wetting and
bonding to the pavement surface. Where the pavement surface is excessively dry a water tanker should be
used to dampen the surface.

Photographic examples of good, marginal and poor granular pavement preparations are provided in
Appendix A.

3.8 Construction and Maintenance Scheduling

3.8.1 Curing Time

Initially, the binder should be allowed to set up, or thicken and increase in viscosity, or in the case of
emulsions break before any trafficking of the initial seal is allowed.

When cutback bitumen is used, the secondary treatment should not be applied until a reasonable period of
curing has elapsed, as residual cutter oil can soften subsequent bituminous surfacings. The curing rate
depends on binder grade, application rate and climatic conditions during the curing period. A minimum of six
months of warm or hot weather is recommended, although 12 months may be beneficial in colder weather.
The minimum curing period may be reduced to three months for relatively low cutter content initial seal
binders (such as AMC7) when used in warm or hot conditions.

Initial seals constructed with bitumen emulsions may be covered with asphalt after only two to three days,
however a period of three months is recommended before covering with a spray seal.

3.8.2 Expected Lifespan

An initial seal can be expected to last for 6 to 24 months, depending on traffic level, aggregate size, and
choice of binder.

Under light traffic conditions, there is potential for initial seal lives to exceed these approximations.

The use of larger aggregate sizes, multiple layer seals, and polymer modified binders may contribute to
achieving longer life spans.

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

References
Austroads 2006a, Guide to pavement technology part 4D: stabilised materials, AGPT04D-06, Austroads,
Sydney, NSW.

Austroads 2006b, Update of the Austroads sprayed seal design method, AP-T68-06, Austroads, Sydney,
NSW.

Austroads 2009, Guide to pavement technology part 8: pavement construction, AGPT08-09, Austroads,
Sydney, NSW.

Austroads 2010a, Preparation of pavements for priming and primersealing, AP-PWT49-10, Austroads,
Sydney, NSW.

Austroads 2010b, Ball penetration test, AGPT-T251-10, Austroads, Sydney, NSW.

Austroads 2013a, Guide to the selection and use of polymer modified binders and multigrade bitumens,
AP-T235-13, Austroads, Sydney, NSW.

Austroads 2013b, Update of double / double design for Austroads sprayed seal design method, AP-T236-13,
Austroads, Sydney, NSW.

Austroads 2014, Double/double primerseal inspections, AP-T276-14, Austroads, Sydney, NSW.

Austroads 2015, Austroads glossary of terms, 6th edn, AP-C87-15, Austroads, Sydney, NSW.

Austroads Pavements Reference Group 2003, Technical note 13: control of moisture in pavements during
construction, Austroads, Sydney, NSW.

EPA Victoria 2002, Guidelines for environmental management: spraying bituminous materials, publication
880, EPA Victoria, Melbourne, Vic.

Standards Australia 1996, Bituminous emulsions for the construction and maintenance of pavements,
AS 1160, Standards Australia, North Sydney, NSW.

Standards Australia 1997, Cutback bitumen, AS 2157, Standards Australia, North Sydney, NSW.

VicRoads 2014, Checklist for the construction & preparation of granular pavements, version 1, VicRoads,
Kew, Vic.

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

Appendix A Photographic Examples of Pavement

Preparation

Figure A 1: Examples of well-prepared granular pavements

Uniform texture and appearance. Hard, tight dense surface.
Tops of aggregate clearly visible. Tops of aggregate clearly visible.

Hard, tight uniform surface. Hard dense surface.
Tops of aggregate visible. Uniform texture with aggregate visible.

Source: VicRoads (2014).

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

Figure A 2: Examples of marginal cases of prepared granular pavements

Hard and dense surface. Hard tight surface. Aggregate visible.

Some variability in surface texture/finish but mostly Highly variable surface texture.
uniform.

Aggregate visible and mostly uniform. Isolated lamination (adjacent to pen) and pockets of
Windrow of excess fine particles swept from the surface tearing of the surface.
resulting in bony and coarse surface finish. Aggregate still visible with mostly uniform texture.

Source: VicRoads (2014).

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 Selection and Design of Initial Treatments for Sprayed Seal Surfacings

Figure A 3: Examples of poorly prepared granular pavements

Slurrying of fines on the surface. Scabbing and excess fines on the surface.
Non uniform, soft uneven surface. Non uniform texture.
Not level with adjacent kerb and channel.

Tearing and delamination of surface post sweeping. Non uniform surface finish/texture.
Non uniform surface finish. Scabbing and tearing of the surface.
Uneven drying indicates non homogenous material.
Source: VicRoads (2014).

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