FOG SEAL GUIDELINES

STATE OF CALIFORNIA DEPARTMENT OF TRANSPORTATION

Office of Pavement Preservation
Division of Maintenance
1120 N Street, MS-5
Sacramento, CA 95814

October 2003
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PREFACE
Highway agencies throughout the world face increasing demands and decreasing resources to maintain
and preserve their highway networks. The demand to “do more with less” has been an operating
slogan for many of these agencies. Historically, the emphasis has been on new facility construction,
and rehabilitation or reconstruction of existing facilities. However, most agencies are currently in a
maintenance and/or preservation mode, a trend that can be expected to continue in the foreseeable
future.

Pavement preservation is a method by which roads are treated before significant failure has occurred.
This has the advantage of allowing action before user complaints, and also saving the agency money
over the life of the pavement.

This document was prepared by HQ Maintenance to assist in making better and more informed
decisions on Fog Seal and rejuvenating seal practices. This guide details when and how these seals are
to be used by design and field personnel.

ACKNOWLEGMENTS
This document was prepared under the technical direction of Dr. Shakir Shatnawi, Chief of the Office
of Pavement Preservation. The document was reviewed by Caltrans Pavements Standards Team, the
Caltrans Industry Maintenance Task Force, and by Caltrans Maintenance Personnel. For questions on
the guide, please contact:

Shakir Shatnawi, Chief or Brian D. Toepfer

Office of Pavement Preservation Office of Pavement Preservation
Division of Maintenance Division of Maintenance
Sacramento, CA 95819-4612 Sacramento, CA 95819-4612
(916) 227-5706 (916) 227-5384

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1.0 INTRODUCTION
Fog seals are a method of adding asphalt to an existing pavement surface to improve sealing or
waterproofing, prevent further stone loss by holding aggregate in place, or simply improve the surface
appearance. However, inappropriate use can result in slick pavements and tracking of excess material.

The Asphalt Emulsion Manufacturers Association (AEMA) defines a fog seal as “a light spray
application of dilute asphalt emulsion used primarily to seal an existing asphalt surface to reduce
raveling and enrich dry and weathered surfaces” (1). Others refer to fog seals as enrichment
treatments since they add fresh asphalt to an aged surface and lengthen the pavement surface life (2).
Fog seals are also useful in chip seal applications to hold chips in place in fresh seal coats. These are
referred to as flush coats. This can help prevent vehicle damage arising from flying chips. The
Asphalt Institute also adds that fog seals can seal small cracks (3).

1.1 FUNCTION OF A FOG SEAL

A fog seal is designed to coat, protect, and/or rejuvenate the existing asphalt binder. The addition of
asphalt will also improve the waterproofing of the surface and reduce its aging susceptibility by
lowering permeability to water and air. To achieve this, the fog seal material (emulsion) must fill the
voids in the surface of the pavement. Therefore, during its application it must have sufficiently low
viscosity so as to not break before it penetrates the surface voids of the pavement. This is
accomplished by using a slow setting emulsion that is diluted with water. Emulsions that are not
adequately diluted with water may not properly penetrate the surface voids resulting in excess asphalt
on the surface of the pavement after the emulsion breaks, which can result in a slippery surface.
Figure 1 conceptually shows a fog seal application.

Asphalt Emulsion Spray

Figure 1: Schematic of Fog Seal Application (5)

During application, the emulsion wets the surface of the aggregate and the existing binder film.
Cationic (positively charged) emulsions can displace water from the surface of an aggregate or aged
asphalt film. The emulsion then breaks by loss of water and chemical action, forming a film of new
binder on the aggregate and existing binder film. The rate at which the emulsion breaks is dependent
on several factors with weather conditions (e.g., wind, rain, temperature, etc.) being dominant factors.
For anionic (negatively charged) emulsions, there is no surface specific interaction with most
aggregates. The emulsion breaks due to water loss by evaporation and absorption of water by the
aggregates and surface voids of the pavement.

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1.2 FUNCTION OF A REJUVENATING SEAL

Rejuvenating emulsions (e.g. Reclamite (oil emulsion), PASS (asphalt, oil and additives) and Topien
C (asphalt, oil and additives)) have oils that soften the existing binder, thus reducing its viscosity.
These also improve the flexibility of the binder, which reduces the likelihood of cohesive failure. This
may be beneficial in situations where the surface has an open texture and the existing binder is brittle
from age. As with conventional emulsions, if these types of emulsion do not penetrate the surface,
they may create a slippery surface after they break.

2.0 FOG SEAL PROJECT SELECTION

Fog seals are used as a method of enrichment of a pavement surface and as a method of holding stone
in place. Thus, they are suitable to treat raveled and aged pavements. There is, at the present time, no
simple way of quantifying the degree of aging in a pavement other than by visual inspection. Different
asphalts will age at different rates and the experience of individual districts is key to determination of
treatment timing. Some modified asphalts such as asphalt rubber and polymer modified asphalts will
age at a slower rate than conventional binders. Fog seals will not correct distresses such as cracking,
base failures, excessive stone already lost, or any other severe pavement defects.

On the traveled way, fog seals should only be used where surface penetration of the emulsion can be
expected; that is, aged and raveled hot mix surfaces, chip-sealed surfaces, and open graded asphalt
surfaces. On shoulders, gores, or dikes, penetration is desirable, but it is not essential. Fog seals
darken the pavement surface and create distinct demarcation in these regions.

In general, traffic level is not a determining factor except in job set up. For situations requiring that
the sealed pavement be opened to traffic shortly after the application of the seal, a blotter coat of sand
may be used to prevent pick-up.

2.1 OLD OR DAMAGED SURFACES

All asphalts harden as they age, primarily due to oxidation, volatile loss and other aging mechanisms
(4). Hardening of an asphalt film takes place at different rates according to the access of air and
temperature conditions in the pavement. Permeable pavements or pavements with high void contents
can therefore age faster. Water ingress can also carry dissolved oxygen and trace elements that may
promote aging. This means that pavements with open surfaces tend to age faster than those with
closed surfaces. However, if modified binders are used (e.g., asphalt rubber, polymer modified
asphalt), the thicker films created by the higher binder content reduce the rate of aging.

Aging results in a binder that is more brittle. These binders eventually experience cohesive binder
failures under traffic loads and stone loss or raveling. In some cases, the asphalt produces oxidized
compounds that are acidic and bond well to the aggregate; however, these compounds may also react
with water causing adhesive failure or stripping.

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Fog seal use on the traveled way should generally be limited to only those locations having an open
surface texture. This includes chip seals, heavily aged dense graded and open graded. However, the
seal may fill voids and reduce or eliminate the drainage function of Open-Graded Friction Coarse
(OGFC). Figure 2 shows a typical fog seal application, while Figures 3 through 5 shows a range of
suitable and unsuitable surfaces for fog seal project selection. The results of good fog seal
applications are shown in Figures 6 and 7. It is important to always check the application rate and
ensure that the emulsion has been diluted correctly.

Figure 2: Fog Seal Application Figure 3: Suitable Surface, Heavily Aged

Dense Graded HMA

Figure 4: Unsuitable Surface, Dense Figure 5: Suitable Surface, Open Graded

Graded HMA With Closed Surface HMA

Figure 6: Chip Seal Before and After Fog Seal

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a) Before Treatment b) After Treatment

Figure 7: Suitable Surface, Open Texture Dense Graded HMA

Fog seals (with sand blotter coats) may be used as a pavement maintenance treatment on lower speed
roads or low traffic volume roads and shoulders. This protects the hot mix asphalt or chip seal surface.
In some instances (where traffic is straight), a fog seal with a blotter coat may also be acceptable. The
sand will generally be removed by the traffic leaving a good surface texture.

2.2 NEW SURFACES

Flush coats (fog seals with light sanding) are used as a construction seal for new chip seals to lock the
chips in place. This reduces vehicle/windshield damage due to flying chips when traffic is allowed on
the new seal. These fog seals with sand blotter coats may also be used as a pavement maintenance
treatment on lower speed roads or low traffic volume roads. This protects the hot mix asphalt or chip
seal surface.

Fog seals are also suitable for sealing new shoulders, gores, or dikes. During construction on milled or
ground HMA surfaces, fog seals may be used to keep dust down and prevent rock loss before the next
surface is placed.

2.3 SURFACE PROTECTION

Fog seals may be used to protect a hot-mix asphalt (HMA) surface that is not aged significantly (i.e.,
within 1-2 years of placement after a major rehabilitation or maintenance treatment). This creates a
layer of asphalt that seals surface voids and prevents air and water ingress. Do not seal any pavement
less than one year old unless the pavement is showing severe raveling resulting from an oil shortage in
the mix.

2.4 FOG SEAL PERFORMANCE – BENEFITS AND LIMITATIONS

Fog seals are an inexpensive way of arresting raveling and adding binder back into aged surfaces.
They can also hold chips in place in fresh chip seals, (or older chip seals beginning to loose rock)
reducing the potential for vehicle damage.

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Fog seals are not useful as seal coats on tight surfaces without the addition of aggregates as they will
reduce surface texture and may create a slippery surface. Fog seals should not be used on Rubberized
Asphalt Concrete (RAC) or polymer modified mixes unless the pavements are over five years old as
these binders age at a different rate.

The application of fog seals is also limited by weather. A cut off date in the fall (e.g. September 1st)
will ensure that rain will not be a factor and that the emulsion will fully cure before freezing
conditions are encountered. In addition, seal coats applied in the winter have less time to penetrate the
pavement and are more prone to cause slick surface conditions.

3.0 FOG SEAL MATERIALS AND SPECIFICATIONS

3.1 WHAT MATERIALS ARE USED?

The materials used in fog seals are usually asphalt emulsion and water. In some cases, the emulsions
are made with a range of additives for special purposes. For example, rejuvenation oils may be used
to soften and revitalize the aged binder in the pavement. Rejuvenation treatments require special
attention in design and application and are covered in SSP 37-600 and SSP 37-600_M.

The emulsion types recommended for fog seals may be cationic (i.e., a positive surface charge on the
asphalt particles), or anionic (i.e., a negative surface charge on the asphalt particles). The primary
types used are CSS-1h and SS-1h. In some circumstances, CQS-1h (and LMCQS-1h) will give a
faster set. These are still nominally CSS type emulsions, but will not usually pass the cement-mixing
test. Caltrans Standard Specifications (6) provides the required properties for the standard emulsions
referred to above. The cement-mixing test (a part of AASHTO test method T59 as required in
Caltrans specifications on emulsions) may be omitted as this relates to aggregate mixing stability and
not fog sealing.

Note that asphalt emulsions of this type contain up to 43% water. However, any dilution referred to is
additional water added to the emulsion. Residual asphalt is the binder left after all water (i.e., any
added water and the original emulsion water) has evaporated.

Rejuvenating emulsions may take several forms and should only be used on pavement showing
significant age related distress associated with stiffening of existing binder. They may be emulsions of
rejuvenating oils and may include asphalt, polymer latex, and other additives. These are defined in
manufacturer’s literature and are covered by SSP 37-600 and SSP 37-600_M. The main rejuvenating
emulsions that have been used in California are trade named “Reclaimite (oil emulsion), PASS
(asphalt, oil and additives) and Topien C (asphalt, oil and additives)”. For such products, the
manufacturer should be consulted to ensure correct handling.

3.2 DESIGN CONSIDERATIONS

Fog seals are designed for application rate and sometimes dilution rate. This is also a part of the
construction process as it is very surface dependent (see Section 4.4).

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ESSENTIAL EMULSION TERMINOLOGY

• Original emulsion – An emulsion of paving asphalt and water that contains a small
amount of emulsifying agent. Original slow-setting grade emulsions contain up to 43
percent water and original rapid setting grade emulsions contain up to 45 percent water.

• Diluted emulsion – An original emulsion that has been diluted by adding an amount of
water equal to or more than the total volume of original emulsion.

• Residual asphalt content – The amount of paving asphalt remaining on the pavement
surface after the emulsion has broken and cured (after all water has evaporated).

4.0 FOG SEAL CONSTRUCTION

4.1 SITE CONDITIONS

To be effective, fog seals need to break quickly (revert to solid asphalt) and cure completely (lose
water to form a cohesive film). This should be at a rate that allows traffic to be accommodated
without the binder being picked up by vehicle tires. To achieve this behavior, the film forming
properties of the binder must be adequate (i.e., the binder must be able to coalesce into a continuous
film prior to allowing traffic on the new seal). Asphalt films do not form well at low temperatures in
the absence of low viscosity diluents. Thus, warm conditions with little to no chance of rain are
necessary to ensure successful applications. Fog seals should not to be applied when the atmospheric
temperature is below 10°C (50°F), and pavement temperature below 15°C (59°F).

If unexpected rain occurs, prior to the emulsion breaking, the emulsion may wash out of the pores of
the pavement and break on the surface of the pavement creating a slippery surface.

4.2 SURFACE PREPARATION

Immediately before applying a fog seal, the pavement surface must be cleaned with a road sweeper,
power broom, or flushed with a water pump-unit to remove dust, dirt, and debris. The pavement
surface must be clean and dry before applying the fog seal. If flushing is required, it should be
completed 24 hours prior to the application of the fog seal to allow for adequate drying.

4.3 MATERIALS PREPARATION

Asphalt emulsions (original emulsions) contain up to 43% water, but must be diluted further before
use. This additional dilution reduces viscosity (see Figure 8) and allows the application of small
amounts of residual binder to be adequately controlled. Generally, the supplier will dilute the original
emulsion, in the field or at the plant. A dilution rate of 50% (1:1) (equal parts water to equal parts
emulsion) is recommended. Dilution water must be potable and free from detectable solids or
incompatible soluble salts (hard water).

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140
120
Viscosity cp (25°C)

100
80
60
40
20
0
0 10 20 30 40 50 60 70 80 90
Percent Dilution of CSS - 1H (%)

Figure 8: Viscosity Change with Dilution (5)

Water can be checked for compatibility with the emulsion by mixing a small amount of the emulsion
in a can (approximately 1 liter). The materials are mixed for 2 to 3 minutes with a stirrer and the
resulting mixture is poured through a pre-wetted 150 µm sieve. If more than 1% by weight of material
is retained on the sieve, the water is not compatible and clogging in spray jets may result. This test is
illustrated in Figure 9.

Figure 9: Simple Water Compatibility Test Method (3)

Incompatible water may be treated with 0.5 to 1.0% of a compatible emulsifier solution (the emulsion
manufacturer can provide advice regarding compatible solutions). The emulsifier solution should be
added to the water tanker and circulated for 10 to 15 minutes via pump before adding to the emulsion.
If a water treatment is used, the compatibility test should be repeated using the treated water to ensure
compatibility.

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The emulsion should be diluted no more than 24 hours before its intended use (7). This is to avoid
settlement of the diluted emulsion. Water is always added to the emulsion and not the other way
around. The emulsion may be circulated using a centrifugal or other suitable pump to ensure
uniformity (7).

4.4 APPLICATION RATES AND SPRAYING

Properly calibrated distributor trucks shall be used to apply the emulsion (see Figure 2). Spray nozzles
with 4 to 5 mm (1/8” to 3/16”) openings are recommended (7). The emulsion may be heated to 50°C
(122 °F) maximum, although, generally the emulsion is sprayed at ambient temperature (7). The
emulsion is sprayed at a rate that is dependant on the surface conditions (see Table 1). A test section
representative of the entire surface should be chosen to approximate application rates (see Section
4.5). Typical application rates for diluted emulsion (1:1) range from 0.15 to 1.0 l/m2 (0.03 to 0.22
gal/yd2) depending on the surface conditions (5). A 1:1 diluted emulsion is an original emulsion that
has been subsequently diluted with equal parts water.

Table 1: AEMA Recommendations for Application Rates (5)

% ORIGINAL DILUTION TIGHT SURFACE* OPEN SURFACE**
EMULSION RATE (l/m2) (gal/yd2) (l/m2) (gal/yd2)
50 1:1 0.15 - 0.5 0.03 – 0.11 0.4 - 1.0 0.09 – 0.22
* A tight surface is of low absorbance and relatively smooth (7).
** An open surface is relatively porous and absorbent with open voids (7).

Ideally, one-half of the application should be sprayed in each direction to prevent build up on one side
of stones only (this is particularly important in the case of chip seals) and rough surfaces. Build up on
one side can result in a slippery surface and inadequate binder to fully enrich the surface or hold the
stone.

4.5 ESTIMATING APPLICATION RATES

To estimate the application rate, the RE shall take a one-liter can of diluted emulsion (usually 1:1
dilution rate) and pour evenly over an area of 1 m2. This represents a diluted application rate of 1 l/m2.
If the emulsion is not absorbed into the surface after 2-3 minutes, decrease the application rate of the
emulsion and apply to a new 1 m2 area and repeat until the approximate application rate is found. If,
after the first test, the surface looks like it can absorb more emulsion, increase the application rate of
the emulsion and spread it over a new 1 m2 area. Repeat until the approximate application rate is
found. This same procedure can be followed using gallons and square yards to determine application
rate.

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4.6 TRAFFIC CONTROL

Traffic control should be in place before work forces and equipment enters onto the roadway or into
the work zone. Traffic control is required both for the safety of the traveling public and the personnel
performing the work. Traffic control includes construction signs, construction cones and/or
barricades, flag personnel, and pilot cars to direct traffic clear of the construction operation. For
detailed traffic control requirements, refer to the Caltrans project specifications and the Caltrans Code
of Safe Operating Practices.
Traffic control is also required to protect the integrity of the application. The curing time for the fog
seal material will vary depending on the pavement surface conditions and the weather conditions at the
time of application. Under ideal conditions, including increasing air and surface temperatures, it is
suggested that traffic be kept off the fog seal material for at least two hours and acceptable skid test
(CT 342) values are achieved.

4.7 SAFETY (PERSONAL PROTECTIVE EQUIPMENT–PPE)

All employees are advised to wear and use the safety gear required for a fog seal operation. This
includes, but is not limited to, items such as hard hats, approved Caltrans shirts, safety vests, earplugs,
gloves, and safety glasses (8, 9).

4.8 QUALITY CONTROL

Quality control and workmanship are critical to the performance and life of a fog seal treatment.
There must be a cooperative effort between the Caltrans representative and the contractor’s
representative to conduct inspections of all project equipment before and during the project. The
primary pieces of equipment for a fog seal operation are the boot truck/equipment and distributor bar.
It is critical that each is functioning as required by the project specifications. The spray bar must be
set to the appropriate height (distance) from the pavement surface and the nozzles must be set at the
proper angle to assure a uniform application of material (1). The material temperatures should also be
measured for quality control purposes.
The emulsion must be certified to specification according to established sampling and testing
procedures (6). Excess emulsion can create slick pavements.
It is recommended that project inspections be conducted so that any deficiencies in workmanship or
materials are addressed and corrected. This process will also assist the department in identifying the
performance of various fog seal materials; how they are performing on various surface conditions and
how they are performing in various climatic zones.

4.9 POST TREATMENT

Sand blotters may be used, at approximately 1 kg/m2, to allow early opening to traffic. Sweeping may
be required. The Resident Engineer or district maintenance personnel should assess this after
application and opening to traffic. Even with sand cover, traffic control may be required to keep
speeds down.
Skid resistance (coefficient of friction) can be measured using CT 342. It is recommended that this be
done after the application has cured to ensure the proper value is measured. The final surface shall
yield a coefficient of friction not less than 0.30 as determine by CT 342. A treated pavement shall not
be opened to traffic until an acceptable value is recorded. If a treated pavement does not produce an
acceptable coefficient of friction, see Table 3 for corrective action. Permeability may be monitored by
CT 341 to ensure that an effective seal has been achieved. This should be done at the discretion of the
Resident Engineer.

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5.0 TROUBLESHOOTING

This section provides information to assist field personnel in troubleshooting problems with fog seals,
along with “dos and don’ts” that address common problems that may be encountered during the course
of a project.

5.1 TROUBLESHOOTING GUIDE

The troubleshooting guide presented in Table 2 associates common problems to their potential causes.
For example, a slick surface may be caused by wet pavement, a high application rate, or rain. Cold
weather could also contribute to slick pavements as the emulsion break may be delayed. The emulsion
will be tacky and pickup if the existing road surface is dry or dusty, or the wrong emulsion is used.

In addition to the troubleshooting guide, Table 3 lists some application problems and their
recommended solutions.

TABLE 2: TROUBLE SHOOTING FOG SEAL PROBLEMS

PROBLEM

BREAKS TOO FAST

DILUTION WRONG
WILL NOT DILUTE
TACKY PICKS UP
SLICK SURFACE

NOT BREAKING

CAUSE
WASHES OFF

Road Wet • • •
Road Too Dry • •
Road Dusty • •
Hard Water Anionic
Alkaline Water Cationic
Acidic Water Anionic
Application Too
• • • • •
High
Application Too
• •
Low
Wrong Emulsion • • • • •
Rain • • •
Cold Weather • •
Hot Weather • •

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TABLE 3: APPLICATION PROBLEMS AND RELATED SOLUTIONS

PROBLEM SOLUTION
Reduce the rate of dilution.
Spattering of the
Ensure the spray bar height is set correctly.
Emulsion Ensure the spray pressure is not set too high.
Ensure the emulsion is not too cold.
Ensure the emulsion viscosity is not too high.
Streaking of the Ensure the nozzles are at the same angle.
Emulsion Ensure the spray bar is not too high or too low.
Ensure the spray bar pressure is not too high.
Ensure all nozzles are not plugged.
Ensure the emulsion application rate is not too high.
Bleeding or Flushing of
Check application and dilution rate and recalibrate sprayer,
the Emulsion if necessary.
Apply coating of clean dry sand.
Surface Coefficient of
Sweep sand with rotary broom to absorb excess binder.
Friction is too Low per Perform CT 342.
CT 342 Repeat process until coefficient of friction is at least 0.30.
*Do not open treated surface until coefficient of friction is at least 0.30 as determined by CT 342.

5.2 Dos and Don’ts

The following dos and don’ts list provides a quick reference to avoid making common mistakes with
fog seals.
Do check water compatibility before dilution.
Do check dilution - has it been done, by whom, and when?
Do ensure that there is no contamination of the base emulsion by water, oils, or other liquids.
Do prevent contamination by other emulsions.
Do protect emulsions from freezing or localized boiling due to the application of direct heat.
Do heat emulsion gently and ensure heating coils are under the liquid level (max 50°C (122°F)).
Do load from the bottom of tankers or sprayers to avoid foaming.
Do check equipment and nozzles.
Do check application rates.
Do exercise proper traffic control.
Do ensure the know-how is available on the job.
Do add water to emulsion, not emulsion to water.
Don’t store diluted emulsion longer than 24 hours.
Don’t continuously stir or circulate emulsion.
Don’t apply emulsion if air temperature is <10°C (50°F) and pavement temperature <15°C
(59°F).
Don’t apply emulsion if rain or cool temperatures are imminent.
Don’t continue application if adequate breaking period is not available.
Don’t open treated surface to traffic until coefficient of friction is at least 0.30 as determined by
CT 342.

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6.0 KEY REFERENCES

1. The Asphalt Institute, “A Basic Asphalt Emulsion Manual”, Manual Series No. 19, Lexington,
Kentucky, 1999.

2. Booth, EHS, Gaughan, R., Holleran, G., “Some Uses of Bitumen Emulsions in SA and NSW”,
Proceedings, Australian Road Research Board, pp. 387-401, March 1988.

3. The Asphalt Institute, “Asphalt In Pavement Maintenance”, Manual Series No. 16, Lexington,
Kentucky, 1999.

4. Barth, E.J., “Asphalt Science & Technology”, Chapter 9 “Durability”, Gordon and Breach, New
York, 1962.

5. Hicks R.G., Holleran G., “Purpose and Use of Fog Seals and Rejuvenators”, Sealer Binder
Workshop, Foundation For Pavement Preservation, Federal Highway Administration,
March 2002.

6. California Department of Transportation, “Standard Specifications”, Sections 37 and 94,

Sacramento, California, 1999.

7. Asphalt Emulsion Manufacturers Association, “Recommended Performance Guidelines”, AEMA,

Washington, D.C., 1990.

8. California Department of Transportation, “Caltrans Code of Safe Operating Practices”,

Chapter 12, Sacramento, California, 1999.

9. California Department of Transportation, “Caltrans Code of Safe Operating Practices”,

Appendix C, Sacramento, California, 1999.

10. California Department of Transportation, “Standard Specification”, Section 40-1.01, Sacramento,

California, 1999.

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APPENDIX A
SUGGESTED FIELD CONSIDERATIONS FOR FOG SEALS
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The following field considerations are a guide through the important aspects of performing a fog-
sealing project. The various tables contain items that should be considered in order to promote a
successful job outcome. Thorough answers to these questions should be determined, as required,
before, during, and after application of fog seal. The appropriate staff to do this will vary by job type
and size. Some topics may need attention from several staff members. The field personnel should be
acquainted with its contents. The intent of the tables is not to form a report but to bring attention to
important aspects and components of the project process. Some information is product specific and
contained in the relevant standard specifications, standard special provisions, or special provisions.

PRELIMINARY RESPONSIBILITIES
Is the project a good candidate for a fog seal?
PROJECT REVIEW

What is the existing surface type?

Has an assessment been made of the surface absorption?
How much stone has been lost?
How much bleeding or flushing exists?
Review project for bid/plan quantities.
What is the relative cost?
Bid specifications.
DOCUMENT

Special provisions.
REVIEW

Emulsion Specifications.
Traffic control plan (TCP).
Material safety data sheets.
Emulsion selection. Type and dilution rate.
MATERIALS

The emulsion is from an approved source (if required)?

CHECKS

The emulsion has been sampled and submitted for testing (if required)?
The water to be used is compatible with the emulsion?
Is sand required? Is it within specification and dry?
Is the emulsion temperature within application temperature specification?

PRE-SEAL INSPECTION RESPONSIBILITIES

PREPARATION
SURFACE

Is the surface clean and dry?

Have all pavement distresses been repaired?
Has the existing surface been inspected for drainage problems?

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EQUIPMENT INSPECTION RESPONSIBILITIES

BROOM Are the bristles the proper length?

Can the broom be adjusted vertically to avoid excess pressure on the
surface?

Is the spray bar at the proper height?

Are all nozzles uniformly angled at 15 to 30 degrees from the spray bar axis?
SPRAY DISTRIBUTOR

Are all nozzles free of clogs?

Is the spray pattern uniform and does it properly overlap (double or triple)?
Is the application pressure correct?
Is the distributor properly calibrated?
Is there a working and calibrated thermometer on site?
Has water been added to emulsion in correct proportion and circulated?
Is the application rate being monitored throughout the day/project?

Do the spreader gates function properly and are their settings correct?
SPREADER
SAND

Is the sand spreader’s calibration uniform across the entire head?

Is the sand free flowing?
Are the truck hook-up hitches in good condition?

Is the truck box clean and free of debris and other materials?
TRUCKS

Is the truck hook-up hitch in working order?

Is a truck box apron or extension required for loading the sand spreader?
EQUIPMENT

Is all equipment free of leaks?

ALL

Is all equipment calibrated and clean?

SITE CONSIDERATIONS
Do the signs and devices used match the traffic control plan?
Does the work zone comply with Caltrans traffic control policies as laid out
TRAFFIC CONTROL

in the Caltrans Safety Manual?

Do flaggers not hold the traffic for extended periods of time?
Does the pilot car lead traffic slowly — 40 kph (25 mph) or less—over fresh
sand blotted fog seals? If not sanded, allow at least 2 hours before opening
to traffic.
Are unsafe conditions promptly reported to a supervisor (contractor or
agency)?
Are signs removed or covered when they no long apply?

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Fog Seal Guidelines Caltrans Division of Maintenance
FINAL October 2003

SITE CONSIDERATIONS

Are minimum surface and air temperatures adhered to?

WEATHER REQUIREMENTS Are air and surface temperatures checked at the coolest location on the
project?
Do air and surface temperatures meet agency requirements?
Are high winds expected during application of the fog seal? High winds can
create problems with the diluted emulsion application.
Will the expected weather conditions delay the breaking of the emulsion?
High temperatures, humidity, and wind will effect how long the emulsion
takes to break.
Is the application of the fog seal discontinued if rain is likely?

BINDER CONSIDERATIONS

Are the agency guidelines and requirements being followed?

Has a check been done on the absorption ability of surface?
Is the surface oxidized and porous? More oil can be applied to dried-out and
BINDER APPLICATION

porous surfaces.
Is the surface smooth, non-porous, or bleeding (asphalt rich)? Do not apply
to smooth, non-porous, and asphalt-rich surfaces.
Is the traffic volume on the road high? Less oil must be applied on roads
with high traffic volumes.
Does the emulsion soak into the surface? If not, application rate is too high.
Is the surface texture coarse? If so, spray should be applied in both
directions to avoid build up on one side of stones.
Are manhole covers and drainage inlets covered to keep binder from
entering water bodies?

Binder - Method A (Recommended for Calibration)

The weight of a 0.84 m2 (1yd2) carpet, pan or, non-woven geotextile material
is recorded and placed on the road surface.
CHECKING APPLICATION RATES

The distributor applies emulsion over the carpet, pan, or geotextile material.
The weight of the carpet and emulsion, pan and emulsion, or geotextile
material and emulsion is recorded.
The weight of the carpet, pan, or geotextile material without emulsion is
subtracted from the weight of the carpet, pan, or geotextile material with
emulsion.
The weights applied to the area of carpet (i.e., kg/m2 or lb/yd2) must be
converted to the units of the control mechanism, which is l/m2 or gal/yd2,
through knowledge of the specific gravity of the emulsion. If the distributor
is not spraying the binder at the correct application rate, adjustments must be
made to the controls and the process described above repeated until the
correct application rate is achieved. Although this is the responsibility of the
contractor, the inspector should verify that the distributor is spraying the
binder at the correct application rate.

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Fog Seal Guidelines Caltrans Division of Maintenance
FINAL October 2003

BINDER CONSIDERATIONS

Example – Checking Fog Seal Application Rate (Method A)

Given:
Applying a Fog Seal with a 1:1 diluted emulsion.
Tight surface texture.
Recommended application rate of 0.15 – 0.5 l/m2 ( 0.03 – 0.11 gal/yd2 )
(see Table 1).
Specific gravity of Emulsion (GE) = 1.010.
Unit Weight of Water (γW) = 1 g/cm3 or 1000 kg/ m3 (62.4 lb/ft3).
Conversion Factor (Cf1) = 1000 l/m3 ( 7.5 gal/ft3).
Find the actual application rate (WA’).
Measure the weight of a 1 m2 (1 yd2 ) carpet (WC).
(WC) = 1.8144 kg ( 4.0 lb )
Measure the weight of 1 m2 ( 1 yd2 ) carpet and applied emulsion (WC+E).
CHECKING APPLICATION RATES

(WC+E) = 2.1944 kg (4.7 lb)

Calculate the weight of emulsion covering the 1 m2 ( 1 yd2 ) carpet (WE).
(WE) = (WC+E - WC)
(WE) = ( 2.1944 kg – 1.8144 kg ) (4.7 lb - 4.0 lb)
(WE) = 0.38kg ( 0.7 lb )
The application rate is the weight of emulsion applied per unit area (WA).
 W 
(WA ) =  WE2  or  E 2 
 1m   1yd 
 
(W A ) =  0.382kg  or  0.7lb2 
 1m   1 yd 
(W A ) = 0.38 kg2 or 0.7 lb2
m yd
Convert this application rate to gal/yd2.
Calculate the unit weight of the emulsion (γE) by multiplying the specific
gravity of the emulsion (GE) by the unit weight of water (γW).
(γ E ) = (GE × γ E )
 lb 
(γ E ) = 1.010 × 1000 kg3 
or 1.010 × 62.4 3 
 m   ft 

(γ E ) = 1010.0 kg3 or 63.024 lb3

m ft

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Fog Seal Guidelines Caltrans Division of Maintenance
FINAL October 2003

BINDER CONSIDERATIONS

Example – Checking Fog Seal Application Rate (Method A) (continued)

Convert the unit weight of the emulsion (γE) to kg/l ( lb/gal ) (γEkg) by
dividing (γE) by ( C f 1 ).
 
(γ ) =  γ
Ekg
E

C
 f1 
 kg   lb 
 1010.0 3   63.024 3 
(γ Ekg ) =  m  or 

ft 

 l  gal
CHECKING APPLICATION RATES

 1000 3   7 .5 3 
 m   ft 
(γ Ekg ) = 1.01 kg or 8.4 lb
l gal

Convert (WA) in kg/m2 ( lb/yd2 ) to (WA’) in l/ m2( gal/yd2 ) by dividing

(WA) by (γEkg).
 
(W A ' ) =  WE

γ
 Ekg 
 kg   lb 
 0.38 2   0 .7 2 
m  or  yd 
(W A' ) =   
 kg  lb
 1.01   8 .4 
 l   gal 
(W A' ) = 0.3763 l 2 or 0.08 gal2
m yd

Check this value against the recommended application rates given in Table 1. For
the given surface condition and dilution rate this application rate is acceptable.

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Fog Seal Guidelines Caltrans Division of Maintenance
FINAL October 2003

BINDER CONSIDERATIONS

Binder – Method B (Recommended for Random Checks)

Park the distributor on level ground and measure the number of liters or
gallons of emulsion.
Measure off a known distance for a test section.
Have the distributor apply diluted emulsion to the test section.
CHECKING APPLICATION RATES

Park the distributor on level ground and re-measure the number of liters or
gallons of emulsion.
Make necessary adjustments to volume based on temperature corrections per
Standard Specifications section 93-1.04.
Subtract the number liters or gallons after application from the original
number of liters or gallons to obtain the number of liters or gallons applied.
Divide the number of liters or gallons applied by the number of square
meters or square yards covered by emulsion to give the application rate in
l/m2 or gal/yd2.
If the distributor is not spraying the binder at the correct application rate,
adjustments must be made to the controls and the process described above
repeated until the correct application rate is achieved. Although this is the
responsibility of the contractor, the inspector should verify that the
distributor is spraying the binder at the correct application rate throughout
the project.

PROJECT INSPECTION RESPONSIBILITIES

Is building paper used to start and stop emulsion application for straight
edges?
BINDER APPLICATION

Is the emulsion within the required application temperature range?

Does the application look uniform?
Are any nozzles plugged?
Is there streaking on the applied emulsion?
Are application rates randomly checked?
Is the speed of the distributor adjusted to match that of the sand spreader (if
used) and to avoid start-and-stop operations?
Is the distributor stopped if any problems are observed?

Are the trucks staggered across the fresh fog seal coat to avoid driving over
OPERATION

the same area?

TRUCK

Do the trucks travel slowly on the fresh seal?

Are stops and turns made gradually?
Do truck operators avoid driving over exposed oil?

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Fog Seal Guidelines Caltrans Division of Maintenance
FINAL October 2003

PROJECT INSPECTION RESPONSIBILITIES

Are results from CT 342 at least 0.30?

OPENING A FOG SEAL

Does traffic travel slowly — 40 kph (25 mph) or less—over the fresh seal
TO TRAFFIC

until seal is broomed and opened to normal traffic? If not sanded, allow 2
hours before opening to traffic.
Are reduced speed limit signs used when pilot cars are not used?
Are pavement markings placed after brooming and before opening to normal
traffic?
Are all construction related signs removed when opening to normal traffic?

Is all loose (excess) sand from brooming operation removed from travel
CLEAN-
UP

way?
Are binder spills cleaned up?

REMOVAL OF EXCESS BINDER FROM SURFACE

SAND APPLICATION

Are enough aggregate trucks on hand to maintain a steady supply of sand to

the spreader?
Is clean dry sand being used?
Does the sand application appear uniform?
Is sand used only once?

Does brooming begin as soon as possible after sand is applied?

BROOMING

Is initial brooming done lightly with a rotary broom to distribute and set sand
in surface?
Is secondary brooming done to remove loose sand coated with excess
binder?
Is brooming process repeated until results from CT 342 at least 0.30?

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