AP-T236-13

AUSTROADS TECHNICAL REPORT

Update of Double / Double Design for

Austroads Sprayed Seal Method

Update of Double / Double Design for

Austroads Sprayed Seal Design Method

Update of Double / Double Design for Austroads Sprayed Seal Design Method
Published May 2013

Austroads Ltd 2013

This work is copyright. Apart from any use as permitted under the Copyright Act 1968,
no part may be reproduced by any process without the prior written permission of Austroads.

ISBN 978-1-925037-06-7
Austroads Project No. TT1357
Austroads Publication No. AP-T236-13

Project Manager
John Esnouf, VicRoads
Prepared by
Steve Patrick, ARRB Group
Acknowledgements
This document was prepared by a working group from the
Bituminous Surfacing Research Review Group comprising:
Walter Holtrop, Australian Asphalt Pavement Association (Convener)
Robert Busuttil, Department of Planning, Transport and Infrastructure, South Australia
John Esnouf, VicRoads
Jason Jones, Department of Transport and Main Roads, Queensland
Kym Neaylon, ARRB Group Ltd.
Steve Patrick, ARRB Group Ltd.

Published by Austroads Ltd

Level 9, Robell House
287 Elizabeth Street
Sydney NSW 2000 Australia
Phone: +61 2 9264 7088
Fax: +61 2 9264 1657
Email: austroads@austroads.com.au
www.austroads.com.au

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.

Update of Double / Double Design for

Austroads Sprayed Seal Design Method

Sydney 2013

About Austroads
Austroads purpose is to:

promote improved Australian and New Zealand transport outcomes

provide expert technical input to national policy development on road and road transport
issues

promote improved practice and capability by road agencies.

promote consistency in road and road agency operations.

Austroads membership comprises the six state and two territory road transport and traffic
authorities, the Commonwealth Department of Infrastructure and Transport, the Australian Local
Government Association, and NZ Transport Agency. Austroads is governed by a Board consisting
of the chief executive officer (or an alternative senior executive officer) of 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

Department of Infrastructure, Energy and Resources Tasmania

Department of Transport Northern Territory

Territory and Municipal Services Directorate Australian Capital Territory

Commonwealth Department of Infrastructure and Transport

Australian Local Government Association

New Zealand Transport Agency.

The success of Austroads is derived from the collaboration of member organisations and others in
the road industry. It aims to be the Australasian leader in providing high quality information, advice
and fostering research in the road transport sector.

Update of Double/Double Design for Austroads Sprayed Seal Design Method

SUMMARY
This document is an update of the design of double/double sprayed seal surfacing. The
information contained within this document supersedes that found in Austroads Update of the
Austroads Sprayed Seal Design Method (Austroads 2006), and replaces Sections 6, 7 and 8 in
that document.
The design has been considerably extended, and includes a table which guides the selection of
sprayed seals. To design suitable rates of application of binder and aggregate for the service
conditions, it is essential that, as a first step, an appropriate treatment be selected. Failure to do
so may result in a treatment that cannot provide the surfacing characteristics and performance
expected.
The design philosophy follows previous Austroads methods that are loosely based on the concept,
as originally proposed by Hanson in 1935, that to achieve a satisfactory sprayed seal, the voids
within the sealing aggregate mosaic should be filled to about one-half to two-thirds with binder.
Adjustments for differing aggregate shape and traffic are applied to develop a basic binder
application rate. To this, further allowances are applied to cater for the surface texture of the
underlying substrate, embedment of the seal into the underlying substrate, and any binder
absorbed by either the sealing aggregate or the underlying substrate.
Individual sections cater for the design of:

double/double seals with C170, C320 or multigrade bitumen and little or no trafficking
between applications

double/double seals with polymer modified binders

double/double seals with bitumen emulsion binders

double/double seals with the second application delayed.

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CONTENTS
1 INTRODUCTION ..................................................................................................................... 1
1.1 General .................................................................................................................................... 1
1.2 Design for Little or No Trafficking between Applications ........................................................... 1
1.2.1 Use of Cutter ................................................................................................................... 1
1.3 Design for Second Application Delayed ................................................................................... 1
1.4 Selection of Appropriate Double/Double Seal........................................................................... 2
1.5 Aggregate Size Combinations .................................................................................................. 2
2 DESIGN FOR LITTLE OR NO TRAFFICKING BETWEEN APPLICATIONS .......................... 3
2.1 General .................................................................................................................................... 3
2.2 Design Procedure for First Application ..................................................................................... 3
2.2.1 Design Procedure ........................................................................................................... 3
2.2.2 Basic Voids Factor for First Application (Vf1) .................................................................. 3
2.2.3 Adjustments to Reduced Basic Voids Factor (Vf1) .......................................................... 5
2.2.4 Design Voids Factor (VF1) .............................................................................................. 5
2.2.5 Basic Binder Application Rate (Bb1) ............................................................................... 5
2.2.6 Allowances Applied to Basic Binder Application Rate (Bb1) ............................................ 6
2.2.7 Design Binder Application Rate (Bd1) ............................................................................. 6
2.2.8 Aggregate Spread Rates................................................................................................. 8
2.3 Design Procedure for Second Application ................................................................................ 9
2.3.1 Design Procedure ........................................................................................................... 9
2.3.2 Basic Voids Factor (Vf2) ................................................................................................. 9
2.3.3 Design Voids Factor ........................................................................................................ 9
2.3.4 Basic Binder Application Rate ......................................................................................... 9
2.3.5 Design Binder Application Rate (Bd2) ........................................................................... 10
2.3.6 Aggregate Spread Rate ................................................................................................ 10
3 DOUBLE/DOUBLE SEAL WITH PMB................................................................................... 11
3.1 General .................................................................................................................................. 11
3.2 Design for Little or No Trafficking Between Applications ........................................................ 11
3.2.1 First Application Using a PMB ....................................................................................... 11
3.2.2 Second Application Using a PMB .................................................................................. 11
3.2.3 Second Application Using C170, C320, Multigrade Bitumen ......................................... 12
4

DOUBLE/DOUBLE SEALS WITH BITUMEN EMULSION BINDER ...................................... 13

5 DESIGN FOR SECOND APPLICATION DELAYED .............................................................. 14

5.1 General .................................................................................................................................. 14
5.2 Aggregate Spread Rate ......................................................................................................... 15
REFERENCES ............................................................................................................................. 16
APPENDIX A PRELIMINARY SEAL SELECTION GUIDE ........................................................ 17

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TABLES
Table 2.1:
Table 2.2:
Table 2.3:
Table 2.4:
Table 2.5:
Table 2.6:
Table 3.1:
Table 5.1:
Table 5.2:
Table 5.3:

D/D seal design adjustment to basic voids factor (Vf1) for aggregate shape (Va) ......... 5
D/D seal design adjustment to basic voids factor (Vf1) for traffic effects (Vt)................. 5
Surface texture allowance for existing surfacing, As (L/m2) .......................................... 7
D/D seal design aggregate spread rates for first application seal .................................. 8
D/D seal design basic binder application rates for size 7 mm and smaller
aggregates.................................................................................................................. 10
D/D seal design aggregate spread rates for second application.................................. 10
D/D seal design PMB factors ...................................................................................... 12
D/D seal design surface texture allowance and time between seals ........................... 14
D/D seal design aggregate spread rates for first application ....................................... 15
D/D seal design aggregate spread rates for second application.................................. 15

FIGURES
Figure 2.1:
Figure 2.2:
Figure 2.3:

D/D design basic voids factor (Vf) traffic volume 0 to 500 v/l/d................................. 4
D/D design basic voids factor (Vf) traffic volume 500 to 15 000 v/l/d ........................ 4
Embedment allowance for initial treatments (Ae) ........................................................ 8

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INTRODUCTION

1.1

General

This document is an update of the design of double/double sprayed seal surfacing. The
information supersedes that in Update of the Austroads Sprayed Seal Design Method (Austroads
2006), and replaces Sections 6, 7 and 8 in that document.
A double/double seal consists of two successive applications of binder, each followed by an
application of aggregate. Double/double seals may be selected and designed by one of the
following methods:

both applications placed with little or no traffic between applications, usually on the same or
consecutive days

the second application delayed by up to 12 months.

1.2

Design for Little or No Trafficking between Applications

The basic design procedure described in Section 2 refers to the design of double/double seals with
Class 170 and Class 320 bitumen or multigrade bitumen when both seal applications are placed
with little or no trafficking between applications, usually on the same or consecutive days.
Specific guidance on the design of double/double seals using polymer modified binders (PMBs)
and bitumen emulsion binders is provided in Sections 3 and 4 respectively.
Placing of double/double seals with little or no trafficking between applications is the preferred
option and is more reliable than delaying the second application and opening to traffic as this has a
risk of early loss of texture due to flushing, and/or damage by heavy traffic.
1.2.1

Use of Cutter

To minimise potential flushing it is recommended that minimal cutter is used in the first application
seal, generally in the order of 2 parts/2% for unmodified binders and 4 parts/4% for PMBs and
crumb rubber.
The second application seal is cut back as per a single/single seal, or at a slightly higher
concentration if the aggregate size is 7 mm or smaller, and the rates of application of the binder
are less than 0.6 L/m.

1.3

Design for Second Application Delayed

Refer to Section 5 when the second application is delayed, preferably by more than 12 months.
Care must be taken when determining the surface texture allowance for the second seal. It is
suggested that the surface texture allowance be reduced by between 30 and up to 50% from the
standard allowances to minimise the risk of bleeding or flushing due to:

the seal texture not stabilising

lack of trafficked time or trafficked loading

lack of warm weather (in this case the allowance may be reduced).

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1.4

Selection of Appropriate Double/Double Seal

To design suitable rates of application of binder and aggregate for the service conditions, it is
essential that, as a first step, an appropriate treatment be selected. Failure to do so may result in a
treatment that cannot provide the surfacing characteristics and performance expected.
A selection table updated for current and relevant practices is included in Appendix A.
This selection table supersedes Table 11.1 of the Update of the Austroads Sprayed Seal Design
Method AP-T68-06 (Austroads 2006). The updated seal selection table addresses the selection of
sprayed seals for high stress applications and introduces the concept of an eXtreme stress seal
(XSS) for pavements where a particularly robust seal is required for very high traffic volumes, high
stress locations and/or high pavement temperatures. XSS treatments may comprise a PMB
(S20E, S45R of S15RF) in both applications.

1.5

Aggregate Size Combinations

Double/double seals are designed to provide a robust seal able to cope with high traffic stress or
as part of a geotextile reinforced seal. To achieve the design outcome, the second application
should have an aggregate size no larger than half the nominal size used in the first application.
Recommended combinations are:

20 and 10 mm, 20 and 7 mm or 20 and 5 mm

16 and 7 mm, 16 and 5 mm

14 and 7 mm, 14 and 5 mm

10 and 5 mm mainly for urban type locations where noise may be an issue and traffic
speeds are relatively low.

In this approach, combinations of aggregates such as 14/10 or 16/10 mm, where the second
aggregate application is greater than half the size of the first, are not recommended.
In such cases, the second aggregate can bridge over void spaces in the first aggregate making it
difficult to correctly design the binder application rate that will fill the voids in the first layer and hold
the aggregate in the second layer. This situation increases the risk of stripping, particularly of the
smaller aggregate. Increasing the second application of binder to compensate for texture in the
first aggregate application leads to a very high combined total binder application rate and
consequent risk of not achieving adequate surface texture.
Where the second application is delayed, the design procedure is comparable to a normal
single/single seal followed by a single/single reseal, and the selection of the second aggregate size
is less critical. Designers must, however, recognise the risk of flushing and bleeding associated
with resealing before adequate aggregate reorientation and hardening of the binder in the first seal
has occurred. If practical, the second application should be delayed for 12 months or more. This
delay should allow sufficient time for traffic to roll the aggregate to its final orientation and provide a
reasonable indication of the aggregate mosaic and surface texture allowance to adopt in the
design of the binder application rate for the second seal.
Delaying the second application seal is less important where the second application involves the
light application of binder and an aggregate, of size 7 mm or smaller, designed to occupy the gaps
between the larger aggregate particles in the first application (sometimes referred to as a pin down
seal). The binder application rate is designed to just hold the aggregate in place and a nil
allowance is made in this design for the surface texture in the first application seal.

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DESIGN FOR LITTLE OR NO TRAFFICKING BETWEEN

APPLICATIONS

2.1

General

Where, as recommended, the second application is to be applied immediately after the first with
little or no trafficking between applications, the following design procedure is used.
Note: This design section only applies for double/double seals using C170, C320 or multigrade
bitumen.

2.2

Design Procedure for First Application

2.2.1

Design Procedure

The first application seal is designed using the same procedure as for a single/single seal, but
taking into account the fact that the voids in this layer will be reduced by the smaller aggregate in
the second application seal. The design process is as follows:
1

Determine reduced basic voids factor, Vf1.

Apply adjustments Va and Vt as appropriate.

Determine design voids factor, VF1.

Determine basic binder application rate, Bb1 (VF1 x ALD).

Determine allowances (surface texture etc.).

Determine design binder application rate, Bd1 (Bb1 + allowances).

2.2.2

Basic Voids Factor for First Application (Vf1)

The voids relationship in the first application seal of a double/double seal is affected by the use of
the smaller aggregate in the second application, which partially fills and therefore reduces the air
voids. The reduction in air voids varies from about 10% at high traffic to 30% at very low traffic
volumes. This is compensated for by reducing the basic voids factor compared to a single/single
seal. The basic voids factor (L/m/mm) is related to the design traffic and can be determined from
Figure 2.1 or Figure 2.2 depending on traffic volume, and should be read to the nearest 0.01.
Note: These plots only apply to double/double seals constructed on the same day or both seals
applied consecutively with minimal trafficking of the first application seal.

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Figure 2.1: D/D design basic voids factor (Vf) traffic volume 0 to 500 v/l/d

Figure 2.2: D/D design basic voids factor (Vf) traffic volume 500 to 15 000 v/l/d

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2.2.3

Adjustments to Reduced Basic Voids Factor (Vf1)

As for a single/single seal the adjustments for aggregate shape and traffic effects also apply in this
design of the first application seal.
Table 2.1: D/D seal design adjustment to basic voids factor (Vf1) for aggregate shape (Va)
Aggregate type

Aggregate shape

Flakiness index
(%)

Shape adjustment Va
(L/m2/mm)

Very flaky

> 35

Considered too flaky and not

recommended for sealing

Crushed or partly crushed

Not crushed

Flaky

26 to 35

0 to 0.01

Angular

15 to 25

Nil

Cubic

< 15

+0.01

Rounded

NA

0 to +0.01

Rounded

NA

+0.01

Table 2.2: D/D seal design adjustment to basic voids factor (Vf1) for traffic effects (Vt)
Adjustment to basic voids factor (L/m2/mm)
Traffic

Flat or downhill

Slow moving climbing lanes

Normal

Channelised*

Normal

Channelised*

On overtaking lanes of multi-lane rural roads

where traffic is mainly cars with 10% of HV

+0.01

0.00

N/A

N/A

Non-trafficked areas such as shoulders,

medians, parking areas

+0.02

N/A

N/A

N/A

0 to 15% equivalent heavy vehicles (EHV)

0.00

0.01

0.01

0.02

16 to 25% equivalent heavy vehicles (EHV)

0.01

0.02

0.02

0.03

26 to 45% equivalent heavy vehicles (EHV)

0.02

0.03

0.03

0.04**

> 45% equivalent heavy vehicles (EHV)

0.03

0.04**

0.04**

0.05**

* Channelisation a system of controlling traffic by the introduction of an island or islands, or markings on a carriageway to direct traffic into predetermined paths,
usually at an intersection or junction. This also applies to approaches to bridges and narrow culverts.
** See Key Point below.
Notes:
N/A Not applicable.
EHV equivalent heavy vehicles, (EHV = heavy vehicles + large heavy vehicles 3).

If adjustments for aggregate shape and traffic effects result in a reduction in the basic voids factor
of 0.4 L/m2/mm or more, special consideration should be given to the suitability of the treatment
and an alternative treatment should be considered. Note that the recommended minimum design
voids factor is 0.10 L/m2/mm in all cases.
2.2.4

Design Voids Factor (VF1)

The design voids factor, VF1 is determined by adjusting the basic voids factor (Vf1) for aggregate
shape (Va) and traffic effects (Vt), refer to Table 2.1 and Table 2.2 (Equation 1).
Design voids factor (VF1) = (Vf1 + Va + Vt) L/m2/mm
2.2.5

Basic Binder Application Rate (Bb1)

The basic binder application rate is calculated by multiplying the design voids factor (VF1) by the
ALD for the first layer, as follows (Equation 2):
Basic binder application rate: Bb1 = VF1 x ALD (L/m2)

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2.2.6

Allowances Applied to Basic Binder Application Rate (Bb1)

The following allowances are determined to the nearest 0.1 L/m2 and are cumulative. They must
be added to, or subtracted from, the basic binder application rate Bb1 to determine the design
binder application rate, Bd1 (L/m2).
Allowances, in L/m2, are made for the following:
1

Surface texture of existing surfacing (As).

Refer to Table 2.3, measure with sand patch test, as described in AG:PT/T250 Modified
surface texture depth (pestle method) (Austroads 2008).

Aggregate embedment (Ae).

Refer to Figure 2.3 for allowance for aggregate embedment into existing surface (for sealing
over primed or primersealed treatments only). Pavement surface hardness should be
determined in accordance with AG-PT-T251 Ball penetration test (Austroads 2010).

Possible binder absorption by the existing pavement (Aba).

This applies only to initial treatment work over porous pavements, such as limestones or
sandstones, and is generally based on local experience of the pavement materials being
used. For a correctly primed pavement it is generally not expected to exceed +0.1 L/m2 to
+0.2 L/m2. For an unprimed pavement it will be higher. Priming is recommended to reduce
the risk of the seal not adequately bonding to the pavement surface.

Possible binder absorption by the aggregate.

This applies only to a few select Australian aggregates, and is a maximum of +0.1 L/m2.

2.2.7

Design Binder Application Rate (Bd1)

The design is based on using conventional bitumen such as C170, C320 or multigrade bitumen as
the binder. The design binder application rate, Bd1, is determined by the following Equation 3:
Design binder application rate: Bd1 = Bb1 + allowances (L/m2 rounded to nearest 0.1)
For example: Bb1 = 0.94 L/m2 and surface texture allowance is + 0.3 L/m2
Bd1 = 0.94 + 0.3 = 1.24 = 1.2 L/m2
where
Design binder application rate (Bd1) is in L/m2, rounded to nearest 0.1 L/m2.
Note: If the design binder application rate Bd1 is less than 0.1 x ALD (L/m2) then the seal has a
high risk of being damaged by traffic and should not be opened to traffic until the second seal has
been applied.

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Table 2.3: Surface texture allowance for existing surfacing, As (L/m2)

Aggregate size of
proposed seal

Measured texture
depth (mm)

Surface texture
allowance (L/m2)

Aggregate size of
proposed seal

Existing: 14, 16 or 20 mm seal

5 or 7 mm

10 mm

14 mm

5 or 7 mm

10 mm

14 mm

Measured texture
depth (mm)

Surface texture allowance

(L/m2)

Existing: 5 or 7 mm seal

0 to 0.3
0.4 to 0.6
0.7 to 0.9
1.0 to 1.3
1.4 to 1.9
2.0 to 2.9
> 2.9
0 to 0.3
0.4 to 0.5
0.6 to 0.7
0.8 to 0.9
1.0 to 1.3
1.4 to 1.8
> 1.8
0 to 0.3
0.4 to 0.5
0.5 to 0.6
0.6 to 0.7
0.8 to 0.9
1.0 to 1.3
1.4 to 1.8
> 1.8
Existing: 10 mm seal
0 to 0.3
0.4 to 0.9
1.0 to 1.4
1.5 to 2.0
2.1 to 2.7
> 2.7
0 to 0.3
0.4 to 0.7
0.8 to 1.1
1.2 to 1.7
> 1.7
0 to 0.2
0.3 to 0.6
0.7 to 0.9

Note 1
Note 2
+0.1
+0.2
+0.3
+0.4
+0.5
0.1
0
+0.1
+0.2
+0.3
+0.4
Note 3
0.1
0
+0.1
+0.2
+0.3
+0.4
+0.5
Note 3

1.0 to 1.2
1.3 to 1.7
> 1.7

+0.3
+0.4
Note 3

5 or 7 mm

10 mm

14 mm

All

0 to 0.3
0.4 to 0.9
1.0 to 1.5
1.6 to 2.2
2.3 to 3.2
> 3.2
0 to 0.3
0.4 to 0.7
0.8 to 1.1
1.2 to 1.8
> 1.8
0 to 0.2
0.3 to 0.6
0.7 to 0.9
1.0 to 1.4
1.5 to 2.0
> 2.0
Existing: asphalt/slurry surfacing
0 to 0.1
0.2 to 0.4
0.5 to 0.8
0.9 to 1.4
> 1.4

Note 1
+0.1
+0.2
+0.3
+0.4
+0.5
Note 1
+0.1
+0.2
+0.3
Note 3
Note 1
+0.1
+0.2
+0.3
+0.4
+0.5
0
+0.1
+0.2
+0.3
+0.4

Note 1
+0.1
+0.2
+0.3
+0.4
+0.5
Note 1
+0.1
+0.2
+0.3
Note 3
Note 1
+0.1
+0.2

Notes:
1
2
3
4

Embedment considerations dominant.

Specialised pre-treatments may be necessary.
This treatment might not be advisable depending on the shape and interlock of aggregates so alternative treatments (surface enrichment, small size seal or
others) should be considered.
For application of aggregate sizes greater than 14 mm, adopt allowances applicable to 14 mm aggregate.

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Ball penetration (mm)

4
See note
3

-0.3 L/m2
2

-0.2 L/m2
-0.1 L/m2

1
Nil
0
0

1000

2000

3000

4000

5000

Traffic volume (vehicles/lane/day)

Figure 2.3: Embedment allowance for initial treatments (Ae)

Note: It is recommended that the following alternatives be considered where the ball embedment
value exceeds 3 mm:
1

If due to moisture, defer sealing to allow the surface to harden as it dries back. The surface
should be retested once it has dried sufficiently.

Apply a small aggregate seal as the first seal to act as an armour-coat and to minimise the
amount of embedment of the larger aggregate applied at a later date, say after about
12 months.

To minimise the potential risk of flushing/bleeding it is recommended that:

1

Primerseals with cutback bitumen primerbinder should not be sealed for at least 12 months
after placement. If a primerseal must be sealed sooner, it should not be covered within
6 months, including at least 3 months of hot weather. A shorter curing period applies to
primerseals using bitumen emulsion.

A surface primed with cutback bitumen should be allowed to cure for a minimum period of
3 days prior to sealing. Otherwise, the possibility of absorption of binder and the potential
cutting back effect of the cutter in the primer must be taken into consideration. Bitumen
emulsion primers (specialty grades) can often be sealed after 1 or 2 days curing depending
on prevailing drying conditions.

2.2.8

Aggregate Spread Rates

As for a single/single seal, the design aggregate spread rate is also based on ALD, but reduced by
about 10% to provide a slightly more open mosaic to allow the second application of aggregate to
firmly interlock. Aggregate spread rates for the first application of a double/double seal are shown
in Table 2.4.
Table 2.4: D/D seal design aggregate spread rates for first application seal
Design traffic (v/l/d)

Aggregate spread rate (m2/m3)

> 200

950 / ALD

200

900 / ALD

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2.3

Design Procedure for Second Application

2.3.1

Design Procedure

The design process is:

1

Determine basic voids factor, Vf2.

Apply adjustments Va for the second application of aggregate and the same Vt as used in
the design of the first application.

Determine design voids factor, VF2.

Determine basic binder application rate, Bb2 (VF2 x ALD).

Determine allowances allowances are generally nil for the second application. The only
allowance that could be considered is binder absorption into the aggregate, but this is
unlikely for normal aggregates.

Determine design binder application rate, Bd2 (Bb2 + allowances).

2.3.2

Basic Voids Factor (Vf2)

The design traffic is the same for both layers but for the design of the second application seal there
is nil reduction in the air voids. The basic voids factor Vf2 can be determined from Figure 2.1 or
Figure 2.2 depending on traffic volume and should be read to the nearest 0.01 L/m2/mm.
2.3.3

Design Voids Factor

The design voids factor, VF2 is determined by adjusting the basic voids factor (Vf2) for:

aggregate shape (Va) refer to Note 1, Table 2.5

traffic effects (Vt), use the same as for the first application seal design (Equation 4)
Design voids factor Vf2 = (Vf2 + Va + Vt) L/m2/mm

2.3.4

Basic Binder Application Rate

The basic binder application rate is determined from (Equation 5):

Basic binder application rate Bb2 = VF2 x ALD (L/m2, rounded to nearest 0.1)
Note: If the aggregate in the second application is 7 mm or smaller, without a known ALD,
determine the basic binder application rate Bb2 from Table 2.5 based on the design traffic.

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Table 2.5: D/D seal design basic binder application rates for size 7 mm and smaller aggregates
Traffic
(v/l/d)

Basic binder application rate, Bb (L/m2)

< 100

1.0 to 0.8

100 to 600

0.9 to 0.7

601 to 1200

0.8 to 0.6

1201 to 2500

0.7 to 0.5

> 2500

0.5

Notes:
The lower of the basic binder application rates should be selected for use with flaky aggregates (FI > 25%). The higher of the basic binder application rates
should be selected for use with more cubically shaped aggregates.
The lower of the basic binder application rates should be used where traffic includes HV of 15% or higher.
If not certain of the conditions and traffic composition, but it appears to be normal, it is recommended the mid-point basic binder application rate be selected.
If the smaller aggregate is part of the second application of a double/double seal applied within say two months after the first application, then it is recommended
that the lower of the basic binder application rates be selected and no allowances added.

2.3.5

Design Binder Application Rate (Bd2)

Allowances for surface texture, embedment or pavement absorption, are not applied for the second
application seal binder design rate and therefore (Equation 6):
Design binder application rate Bd2 = Bb2 (L/m2)
2.3.6

Aggregate Spread Rate

Aggregate in the second application is normally no more than half the size of the first application,
and the spread rate is just sufficient to fill the voids in the first application. Aggregate spread rates
for the second application are shown in Table 2.6 as a guide to design the appropriate aggregate
spread rates.
Table 2.6: D/D seal design aggregate spread rates for second application
Aggregate size
(mm)

Number of aggregate
thicknesses

Aggregate spread rate

(m2/m3)

10

1050 / ALD to 1100 / ALD

7 (ALD known)

1100 / ALD to 1150 / ALD

5 or 7 (no ALD)

250 to 300

5 or 7 (no ALD)

175 to 225

Note: For the second application seal the design aggregate spread rate may be up to 30% less
than for a normal single/single seal design.
These aggregate spread rates are based on C170 requirements and should be amended as
appropriate for PMBs.

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DOUBLE/DOUBLE SEAL WITH PMB

3.1

General

This section covers the design of a double/double seal using polymer modified binder (PMB).
The procedure to design the rates of application for a modified binder seal is based on the design
of a normal double/double seal. In general, polymer modified binders are used in situations where
the conventional binder cannot cope, such as in areas with high to very high traffic stresses and/or
cracked pavements. The polymer modified binder is more viscous than conventional binder, and
should be applied at increased rates of application for effectiveness. To achieve this, the design
includes polymer factors (PF) for the various applications.
Note: A double/double is not recommended as a SAMI treatment.
Double/double seals with polymer modified binder are described by the following types:

HSS2 PMB in first or both applications for medium traffic loading (M500/170, S10E, S15E,
S35E, S45R or S15RF) and heavy traffic loading (S10E, S15E, S20E, S35E, S45R or
S15RF)

XSS with a medium to highly modified PMB in both applications (S15E, S20E, S45R and
S15RF).

Note: As for a conventional double/double seal, the recommended design approach is most
appropriate for both applications to be applied on the same or consecutive days with little or no
trafficking between applications.

3.2

Design for Little or No Trafficking Between Applications

Where the second application is to be applied immediately after the first with little or no trafficking
between applications, the following design procedure may be used.
3.2.1

First Application Using a PMB

Determine the basic binder application rate (Bd1) using the same procedure as for the first
application of a conventional double/double seal as shown in Section 1.

Then determine the basic modified binder application rate (Bbm1) using the polymer
modified binder factors in Table 3.1.

Add the normal allowances for surface texture and embedment to determine the design
modified binder application rate (Bdm1).

Absorption of binder is generally not applicable with PMB.

The aggregate spread rates are about 10% less than for a normal single/single PMB seal.

3.2.2

Second Application Using a PMB

Determine the design binder application rate (Bdm2) using the same procedure as for the
second application of a conventional double/double seal as shown in Section 1.

Determine the design modified binder application rate (Bdm2) using the polymer modified
binder factors in Table 3.1.

Allowances do not add allowances for surface texture, embedment or absorption.

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Update of Double/Double Design for Austroads Sprayed Seal Design Method

The aggregate spread rate should be just sufficient to fill the voids in the first application
(Table 2.6).
Table 3.1: D/D seal design PMB factors
Only applicable for PMB grades: S10E, S35E, S15E, S20E, S45R, S15RF
Polymer factor

Selecting an appropriate PMB factor

1.1

Recommended where the design traffic:

exceeds 5000 v/l/d with EHV over 15%
is between 5000 and 2000 v/l/d with EHV over 15%
Is less than 2000 v/l/d with EHV over 45%
prevailing warm to hot weather conditions

1.2

Recommended where the Design Traffic:

is less than 5000 v/l/d with EHV less than 26%
is less than 2000 v/l/d with EHV less than 45%
and cooler regions

1.3

Recommended for lower design traffic volumes (less than 1000 v/l/d) where the main purpose is
as a SAM to reduce crack reflection with EHV generally less than 15%

Notes:
D/D seals are strong robust seals by virtue of the mechanical interlock of the large and smaller aggregates and as such do not rely as much on the binder as an
S/S seal to cope with high traffic stress.
Performance of D/D seals applied on heavily trafficked roads, in periods of hot weather, or in high temperature regions have indicated it is desirable to not
increase the design binder rate by more than 10% to minimise potential bleeding and provide adequate surface texture over the life of the seal. For example,
using this approach 14/7 and 16/7 combinations on very heavily trafficked roads still had between 2.2 and 2.5 mm texture after 3 years.

3.2.3

Second Application Using C170, C320, Multigrade Bitumen

Determine the design binder application rate (Bd2) using the same procedure as for the
second application seal of a conventional double/double seal as shown in Section 1.

If the aggregate is size 7 mm or smaller, and an ALD is not supplied, determine the basic
binder application rate from Table 2.5.

Allowances do not add allowances for surface texture, embedment or absorption.

The aggregate spread rate should be just sufficient to fill the voids in the first application
(Table 2.6).

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Update of Double/Double Design for Austroads Sprayed Seal Design Method

DOUBLE/DOUBLE SEALS WITH BITUMEN EMULSION

BINDER

The design of double/double seals using bitumen emulsion binders follows the same design
procedure as double/double seals using C170, C320 or multigrade bitumen (Section 1) or for
polymer modified binders (Section 3) as shown below:

Emulsion factor in general a factor of 1.0 to 1.1 for bitumen emulsions of 70% or higher
bitumen content may be used depending on design traffic, percentage heavy vehicles and
prevailing weather.

PMB factor use the PF factors as shown in Table 3.1 for the appropriate grade of PMB
supplied as an emulsion, e.g. S10E.

Note: Consider the potential to vary the relative proportions of binder sprayed in first and second
seal applications to cater for the flow characteristics of standard bitumen emulsions.
This is a technique particularly applied to the use of standard bitumen emulsions (60% binder
content) where binder run-off places limitations on the size of aggregate that can be used in the
first application seal.

When using this technique, the total amount of binder is determined for both applications, but
the binder application rate for the first application is reduced to a maximum of 0.8 to 1.0 L/m2
of residual binder depending on the texture of the existing pavement surface and grade or
cross fall.

The balance of the total amount of binder is then applied as the second binder application
followed by the application of the smaller sized aggregate.

This procedure can only be used where there is no trafficking of the first application of
aggregate prior to the second application.

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Update of Double/Double Design for Austroads Sprayed Seal Design Method

DESIGN FOR SECOND APPLICATION DELAYED

5.1

General

If the second application cannot be applied within a period of a few days, or up to several months
after the first application, and the seal will be trafficked during this period, the outcomes become
more difficult to predict. Designers must modify binder application rate allowances for surface
texture, as well as aggregate spread rates, depending on the extent of trafficking of the first
application.
If unsure, it is recommended that the second application be delayed for 12 months, or longer if
practical, to allow the first application to settle down and provide a reasonable indication of final
orientation of the aggregate and surface texture of the mosaic.
The design procedure is as follows:
1

First application Design the first application as a single/single seal as appropriate for C170,
C320, multigrade bitumen, emulsion or PMB binder based on whether it is a normal seal,
HSS or SAM treatment.

Second application Design the second application as a single/single seal also, as

appropriate for 10 mm or 7 mm and smaller aggregates as a normal seal, HSS or SAM
treatment. In this design, measure the surface texture of the first application and determine
an appropriate allowance from Table 2.3. The texture allowance values in this table are an
indicative guide only. If the time delay is less than 12 months between applications, include
only part of the surface texture allowance as shown in Table 5.1.
Table 5.1: D/D seal design surface texture allowance and time between seals
Time between seal applications

Surface texture allowance recommended as a percentage

of the standard allowance (Table 2.3)

Less than 3 months

30%

Between 3 and 6 months

30 to 50%

Between 6 and 12 months

50 to 75%

12 months to 24 months

75 to 100%

The longer the delay, the more texture allowance is applied. After about 12 months, the full
allowance is generally applicable. The texture must be measured each time the design is being
considered, and the appropriate allowance determined.
Note: It is preferable to delay the second application up to 12 months to let the first application
settle down, and this should provide a better indication of any texture allowance that should be
applied. If the binder is still lively in the first application, the surface texture allowance should be
reduced, possibly to about 75% of the value given in Table 2.3.

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Update of Double/Double Design for Austroads Sprayed Seal Design Method

5.2
1

Aggregate Spread Rate

First application determine the spread rate as appropriate for a single/single seal, size
10 mm or larger, based on traffic and type of binder as per Table 5.2.
Table 5.2: D/D seal design aggregate spread rates for first application
Type of binder
C170, C320, multigrade bitumen
PMB all grades
Bitumen emulsion

Design traffic (v/l/d)

Aggregate spread rate

(m2/mm)

> 200

900/ALD

200

850/ALD

> 300

800/ALD

300

750/ALD

> 200

750/ALD

200

700/ALD

Second application the aggregate spread rate for the second application is also based on a
single/single seal, generally size 10 mm and smaller, as shown in Table 5.3.
Table 5.3: D/D seal design aggregate spread rates for second application
Type of binder

C170, C320, multigrade bitumen

PMB all grades

Bitumen emulsion

Aggregate size (mm)

Aggregate spread rate

(m2/mm)

10

900/ALD to 850/ALD

7/5 (ALD known)

900/ALD to 850/ALD

7/5 (No ALD)

200 to 250

10, 7/5 (ALD known)

750/ALD to 800/ALD

7/5 ( No ALD)

160 to 200

10, 7/5 (ALD known)

700/ALD to 750/ALD

7/5 (No ALD)

160 to 200

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Update of Double/Double Design for Austroads Sprayed Seal Design Method

REFERENCES
Austroads 2006, Update of the Austroads sprayed seal design method, AP-T68-06, Austroads, Sydney,
NSW.
Austroads 2008, Modified surface texture depth (Pestle method), test method AG-PT-T250, Austroads,
Sydney, NSW.
Austroads 2010, Ball penetration test, test method AG-PT-T251, Austroads, Sydney, NSW.
Austroads 2013, Guide to the selection and use of polymer modified binders and multigrade bitumens,
AP-T235-13, Austroads, Sydney, NSW.

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Update of Double/Double Design for Austroads Sprayed Seal Design Method

APPENDIX A

PRELIMINARY SEAL SELECTION GUIDE

Table A 1 is a preliminary guide to select an appropriate seal, and specialist advice should be sought to manage variations based on local
experience. This table supersedes Table 11.1 of the Update of the Austroads Sprayed Seal Design Method AP-T68-06 (Austroads 2006).

High stress locations

> 45

26/45

15/26

< 15

> 5000
> 45

26/45

15/26

< 15

20015000
> 45

26/45

< 15

> 45

2000

26/45

15/26

<15

S/S

201750
> 45

Climate* hot

15/26

Equivalent heavy
vehicles %

26/45

< 200
< 15

Rural: roads, highways and

freeways no high stress
areas

Design traffic v/l/d

Preliminary seal selection guide

15/26

Table A 1:

D/D
HSS2

XSS

XSS^

HSS1
Temperate

D/D
S/S

HSS2

XSS

HSS1
Cold

D/D
S/S

HSS2

XSS

HSS1
Small radius curves,
roundabouts, driveways,
turning lanes,
intersections

D/D

Grades# > 5%

S/S

HSS2

D/D

HSS2

XSS

NO SEAL SUITABLE^

D/D
HSS2
HSS1

Cracked pavements

SAM preferred SAM is a S/S (14 or 10 mm) but a D/D may be required where there are also high stress conditions.

Minimum binder rate for SAM application is 1.5 L/m2.

GRS C170 with D/D is preferred type of GRS (14/7 mm).

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XSS

XSS^

Update of Double/Double Design for Austroads Sprayed Seal Design Method

S/S: Single/single with C170, C320 or M500/170 binder

D/D: Double/double with C170, C320 or M500/170 binder
HSS1: Single/single seal with PMB for moderately severe sites (M500/170, S10E, S15E, S35E, S45R or S15RF) and severe sites (S20E, S45R or S15RF)
HSS2: Double/double seal with PMB in first or both applications for medium traffic loading (M500/170, S10E, S15E, S35E, S45R or S15RF) and heavy traffic loading (S10E, S15E,
S20E, S35E, S45R or S15RF)
XSS: Double/double seal with PMB in both applications (S15E, S20E, S45R or S15RF) for high stress areas. Seal performance may be inadequate under these conditions and
may require alternative treatments
Asphalt: generally DGA 10 or 14 mm where an XSS sprayed seal cannot be expected to cope
* Climatic conditions are determined as per AP-T235-13 Guide to the Selection and Use of Polymer Modified Binders and Multigrade Bitumens (Austroads 2013)
^ Seal performance may be inadequate under these conditions and may require alternative treatments.
# Considerably

steeper grades or combinations of extreme events may lead to unsatisfactory performance and may require alternative treatments.

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INFORMATION RETRIEVAL
Austroads, 2013, Update of Double/Double Design for Austroads Sprayed
Seal Design Method, Sydney, A4, pp. 21. AP-T236-13
Keywords:
Sprayed seal, design, design traffic, average least dimension, embedment,
surface texture, geotextiles, polymer modified binders, emulsions, single/single
seal, double/double seal, chip seal.
Abstract:
This document is an update of the design procedure for double/double sprayed
seal surfacing. The information supersedes that in Update of the Austroads
Sprayed Seal Design Method (Austroads 2006), and replaces Sections 6, 7
and 8 in that document.
These are based on the philosophy of filling voids in the aggregate matrix with
binder to a depth of about one-half to two-thirds the height of the aggregate
when lying on its least dimension. Adjustments and allowances are
incorporated in the procedures to cater for aggregate shape, traffic level,
embedment, existing surface texture, hardness of existing surfaces and
absorption of binder by either aggregates or the existing substrate.
The design procedures cover double/double seals with Class 170 bitumen,
Class 320 bitumen, multigrade binder, polymer modified binder and emulsions.
A preliminary sprayed seal selection table is also included.