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To cite this article: Nishant Bhargava, Anjan Kumar Siddagangaiah & Teiborlang L. Ryntathiang
(2019): State of the art review on design and performance of microsurfacing, Road Materials and
Pavement Design, DOI: 10.1080/14680629.2019.1607771
Over the years, microsurfacing had gained popularity owing to the effectiveness, economic
and environmental benefits as a pavement preventive maintenance treatment. The review
study explores the merits and demerits of mix design procedures along with modifications
suggested by various studies. Subsequently, studies on the performance of microsurfacing
had been extensively reviewed and significant parameters contributing to variation in perfor-
mance were identified. Literature review indicated that the microsurfacing mix design, unlike
conventional hot mix asphalt, was complicated due to chemically controlled curing system
and additional components involving microsurfacing production. Despite simple test proce-
dures, most commonly adopted mix design parameters such as mixing and setting time, and
torque-measurements exhibit operator specific variability in test results. In order to overcome
such issues, mechanical modifications for mixing and automated measurements of parame-
ter values were proposed by several researchers. Laboratory investigations on microsurfacing
performance highlighted that the inclusion of process control parameters and environmental
conditions to mimic field conditions could further improve the evaluation of microsurfacing
durability. In terms of field performance, even though microsurfacing contribute to road safety,
issues related to noise and reflective cracking would require further research for better under-
standing and possible solutions. Hence, the evaluation of synergistic influence of parameters
on microsurfacing performance by simulating production and environmental conditions in a
laboratory would allow better quantification of the associated failures and help to find probable
solutions.
Keywords: Microsurfacing; mix design; quality control; construction factors; variability
1. Introduction
Microsurfacing is a preventive maintenance technology which involves application of a mix-
ture of polymer modified emulsion, dense-graded mineral aggregate, mineral filler, water, and
additives (if any) at ambient temperature. Microsurfacing, an improvement to slurry seal, allow
treatment application in multiple layers and provide higher strength (Raza, 1992; Reinke, Ballou,
Engber, & O’Connell, 1990; Smith, Beatty, Button, Stacy, & Andrews, 1994). It is typically used
to address issues related to skid resistance, ravelling, oxidation and/or rutting on a structurally
sound pavement (États-Unis, 1992; Gransberg, 2010; Raza, 1994; Van Dam et al., 2015). The
effective service life of microsurfacing varies from 5 to 7 years depending on time of application
and condition of pavement structure (Gransberg, 2010; Wu, Groeger, Simpson, & Hicks, 2010;
Ozer, Ziyadi, & Faheem, 2018). However, microsurfacing does not contribute to improvement in
the structural adequacy of the pavement structure (Gransberg, 2010; Kazmierowski & Bradbury,
1995).
Nevertheless, ensuring the compatibility among mix ingredients and satisfying the strength
and durability parameters are the primary mix design objectives (Gransberg, 2010). In this
regard, various mix designs procedures had been developed to obtain an optimum job mix for-
mula out of which the most commonly adopted mix design protocol is provided by International
Slurry Seal Association (ISSA). However, various researchers have reported the challenges with
the existing mix design processes like repeatability and reproducibility of test results and poor
correlation between field and laboratory results (Andrews, 1994; Raza, 1994; Robati, 2014; Wu,
2015). Hence, modification to current mix design procedure might be necessary for enhancing
reproducibility and better correlation of laboratory investigation with field application.
After obtaining the job mix formula, the next step is the implementation of microsurfacing mix
in field. In general, the construction of microsurfacing on a structurally sound pavement involves
cleaning of the surface, application of tack coat (optional), sealing of cracks and spreading of
homogeneous, stable microsurfacing mix at a pre-defined application rate. It is important to note
that the cracks on the pavement surface wider than 6.4 mm should be treated using sealant with
sufficient time being provided for the sealant to cure before application of microsurfacing. In
addition, providing adequate construction joints and ensuring acceptable edges are also vital for
successful microsurfacing performance (ISSA A143, 2010).
The critical elements for ensuring adequate field performance of microsurfacing mix are mate-
rial quality, mix design and systematic quality control by experienced team during execution
(Kazmierowski & Bradbury, 1995). In addition, the field performance of microsurfacing mix is
highly influenced by resistance to compaction after curing and initial consolidation by traffic.
Laboratory investigations in this regard would provide much-needed information to incorporate
adjustments according to the field conditions.
The main focus of this review is to explore the mix design practices for ensuring a durable
microsurfacing mix and highlighting the merits and demerits of the test procedures. Further, the
modifications suggested by researchers and methodology suitable for minimising variability in
test results are critically reviewed. In addition, laboratory and field investigations on microsur-
facing performances are extensively reviewed and the parameters influencing performance are
determined. An outline of the review methodology adopted is presented in Figure 1. In clo-
sure, the predominant failure, their causes and associated solutions are discussed. Future areas
of investigations are also proposed, which could help to perform in-depth analysis on design and
performance parameters influencing the durability of microsurfacing mix.
2.1. Emulsion
Emulsion is a two-phase system with asphalt and water as the dispersed phase and continu-
ous phase, respectively. The components typically used for the manufacturing of emulsion are
asphalt, water, emulsifier, additives, solvents, adhesion promoters and either calcium chloride or
sodium chloride (Baughman, 2016; Hunter, Self, & Read, 2015; James, 2006).
The properties of asphalt play a critical role in production of stable emulsion (Habeeb, Chan-
dra, & Nashaat, 2014; MS-19, 1997). Polymer modification of asphalt allows thicker sections,
effective for rut filling, reduce temperature susceptibility and aggregate loss, improve elas-
tic and flow properties, adhesion and cohesion properties and cracking and rutting resistance
(Broughton & Lee, 2012; Gransberg, 2010; Hogendoorn, 2016; Smith et al., 1994). Water is the
second ingredient of emulsion with the stability of emulsion being affected by the minerals or
other matter present in water (MS-19, 1997). Next, emulsifying agent or emulsifier, are large
organic molecules with head and tail portion being hydrophilic (water-soluble) and lipophilic
(oil-soluble) respectively (James, 2006). Emulsifier lowers the surface tension by preferential
adsorption at asphalt surface (Baumgardner, 2006).
Additional components including hydrocarbon solvents and fluxes like fuel oil or kerosene
are used to improve emulsification and rate of curing at lower temperature, reduce viscosity of
emulsion residue and provide workability to microsurfacing mix. Moreover, additives and salts
are used to improve storage stability and control viscosity changes by reducing osmosis of water
into asphalt (Hogendoorn, 2016; James, 2006).
Cationic emulsions are most commonly manufactured worldwide. It is generally in neutral
basic form and needs to be reacted with an acid (generally HCl) to make it water soluble and
positively charged (cationic) in nature (Baumgardner, 2006; Hunter et al., 2015). Usually, the pH
range for cationic emulsion is between 2 and 3 (Hunter et al., 2015). The parameters influencing
manufacturing of emulsion includes dispersion energy, particle size distribution, asphalt viscosity
and temperature and emulsion temperature (Baumgardner, 2006). In microsurfacing, the quality
tests for emulsion adopted by various agencies are shown in Table 1.
coating on aggregate surface (James, 2006). The factors influencing the breaking and curing rates
includes the asphalt content, type and quantity of emulsifier, pH of aqueous solution, aggregate
type and gradation, surface chemistry, aggregate water absorption and moisture content, parti-
cle size distribution of asphalt droplets, mechanical forces, environmental conditions including
wind speed, temperature and humidity and the use of breaking agents (Hogendoorn, 2016; Hunter
et al., 2015; MS-19, 1997).
2.2. Aggregate
Aggregates are the mineral materials accounting for major volume of the microsurfacing mix
(Gransberg, 2010). Crushed stone like granite, limestone, sandstone or high-quality aggregates
are used (Broughton & Lee, 2012; ISSA A143, 2010) with crushing operations to be conducted
on single source for microsurfacing application (Broughton & Lee, 2012). The quality tests for
aggregates along with aggregate gradation adopted by various agencies are shown in Tables 2
and 3, respectively.
Road Materials and Pavement Design 5
9.50 100 100 100 100 100 100 100 100 100
6.70 100 85–100
6.30 100 90–100
4.75 90–100 70–90 86–94 90–100 60–95 90–100 70–90 90–100 70–90
2.36 65–90 45–70 45–65 65–90 45–75 65–90 45–70 50–70 45–70
1.18 45–70 28–50 25–46 45–70 28–50 30–50 28–50
0.60 30–50 19–34 15–35 30–50 19–34 20–35 19–34
0.30 18–30 12–25 10–25 20–45 15–35 18–30 12–25 12–25 12–25
0.15 10–21 7–18 7–18 10–21 7–18 7–18 7–18
0.075 5–15 5–15 5–15 5–15 5–15 5–15 5–15 4–10 5–15
a ISSA A143 (2010).
b TxDOT (2014).
c GDOT (2013).
d IRC SP: 81 (2008).
e Patrick (2018).
effects of pre-wetting moisture on the mix performance (Smith et al., 1994). European stan-
dard (BS EN, 12273, 2008) recommend to use polished stone value to ensure durability of
microsurfacing skidding resistance.
2.4. Water
Water is introduced into microsurfacing mix in three ways, i.e. moisture present in aggregate,
mixing water and water present in emulsion (Raza, 1994). The primary purpose of water is
to wet, dissolve and adhere to other components and moderate the chemical reaction (MS-19,
1997; Smith et al., 1994). Hence, the water used for microsurfacing should be compatible with
other components (Patrick, 2018). In addition, the use of potable water free of harmful salts and
contaminants is recommended for microsurfacing application (ISSA A143, 2010; Smith et al.,
1994).
The factors influencing the water content required are moisture content in aggregates, temper-
ature, relative humidity and amount of moisture absorbed by pavement surface (Smith & Beatty,
1999). Hence, considering the above-mentioned factors, field adjustments to water content is
recommended to keep total fluidity constant for achieving desirable consistency (Smith et al.,
1994).
have been recommended for determining job mix formula (BS EN, 12273, 2008; BS EN, 12274-
3, 2002; BS EN 12774-4, 2003; BS EN, 12274-5, 2003; BS EN, 12274-7, 2005). In the mix
design procedure, optimum job mix formula is obtained using specified test sequences shown in
Figure 2 (ISSA A143, 2010). A brief description of the test procedures along with the significance
of each test are summarised in Table 4 (Andrews, 1994; ISSA A143, 2010).
Mixing time test Adequate formulation providing mixing Establishing formulation and verifying
time within range of 120–300 s is initial compatibility
established
Consistency test Water content providing outflow of Determination of optimum amount of
2.5 cm is determined water
Compatibility test Description of compatibility using split Assessment of mutual compatibility of
consistency, split cup compatibility aggregates
and adhesion of mix
Cohesion test Set time and early rolling traffic is Provides minimum mineral filler
defined as a function of torque content
Wet track abrasion Evaluation of internal mat adhesion and Determination of minimum asphalt
1-hour soak resistance to aggregate loss due to content
mechanical abrasion
Wet track abrasion Assessment of moisture susceptibility
6-day soak
Loaded Wheel Test Traffic simulation of resistance to Determination of maximum asphalt
deformation and flushing under content
heavy loads
Schulze-Breuer and Aggregate passing 2 mm sieve and Assessment of emulsion affinity to
Ruck Test mineral filler compatibility with aggregate filler
emulsion tested.
8 N. Bhargava et al.
min interval. Minimum set time is defined as the time at which no stain could be observed on
towel/tissue.
In addition, boiling compatibility test (ISSA TB No. 149, 2005) can also be used to determine
mix compatibility. In this test, mix is poured onto an aluminium foil having a plastic template
of thickness 6.35 mm over it and allowed to air cure for 24 h. Then, the foil is removed and
the sample is placed on a 850 μm sieve kept in 1000 ml beaker filled with 700 ml boiling water.
The sample is allowed to boil for 10 min after which the coated surface is examined visually to
analyse the compatibility of the mix.
where A and B are the weight of samples before and after abrasion. Subsequently, for evaluating
rutting and bleeding in microsurfacing, LWT is generally used. In LWT, after preparing the mix
as discussed in Section 3.3, the mix is casted in a mould to get sample dimension of 15 × 2
with height of 0.5 . After casting, the sample is air cured at room temperature for 24 h followed
by oven curing at 60°C for 18–24 h. The cured sample is then cooled to room temperature for
2 h and mounted on the testing machine. In the test, 56.7 kg load is applied and the sample is
compacted at the rate of 44 cycles/minute for 1000 cycles. The change in width is noted down
to assess the lateral displacement using Equation 5. The samples are then mounted on the testing
machine and sand frame is centred over the sample. Then, 300 g heated (82.2°C) sand (size
range − 0.15 mm to 0.6 mm) is uniformly spread on the sample and compaction for 100 cycles
is immediately started. The sand adhesion is then determined using Equation 6 (ISSA TB No.
109, 2005; ISSA TB No. 147, 2005).
(D − C)
Lateral Displacement = × 100 (5)
C
limits for excessive emulsion content from sand adhesion might not be indicative of flushing in
microsurfacing mix (Smith et al., 1994). Thus, ensuring the total fluid content during the LWT
process is critical for adequate performance assessment.
Another performance parameter, long-term moisture susceptibility is determined by WTAT
on 6-day soaked samples (Caltrans, 2004). The sample preparation and testing protocol are sim-
ilar to the ravelling test with the exception of soaking in water bath at 25°C ± 3°C for 6 days
instead of 60–75 min. The moisture damage is then quantified in terms of aggregate loss due to
abrasion (Equation 4). According to ISSA recommendation, the aggregate loss of 6-day soaked
sample should be less than 807 g/m2 . On the other hand, Caltrans (2010) recommends moisture
damage assessment by evaluting the ratio of abrasion loss of 6-day soaked sample to 1-hour
soaked sample. In addition, European Standard (BS EN, 12274-7, 2005) recommends the use
of shaking abrasion test to determine the water sensitivity of microsurfacing mix consisting
of aggregates passing 2 mm sieve. In this test, cylindrical specimens with height and diame-
ter of 25 and 30 mm, respectively, are prepared by statically compacting with 10 kN force for
1 min. Then, the test samples are kept in water maintained at approximately 1°C temperature.
The pressure is then steadily reduced over a period of 30 min to 3 ± 0.1 kPa and maintained
for further 150 ± 5 min period. The pressure is then removed slowly in 1 min and samples are
allowed to be immersed in water for 30 min. Then, water absorption is determined after surface
drying the sample with damp cloth using Equation (7) or Equation (8). Subsequently, the abra-
sion resistance (Equation (9)) is determined by placing the cured sample in cylinder filled with
750 ± 5 ml water and subjecting it to 3600 ± 10 revolutions in a mechanical shaker operated at
20 ± 0.2 rev/min.
mLV − mp
WV = × 100 for VV ≤ VA (7)
mLA − mWA
(mWV − mp ) + (mLA − mWA )
WV = × 100 for VV > VA (8)
mLA − mWA
mf − mar
AR = × 100 (9)
mf
where WV and AR are the water absorption and abrasion resistance, respectively; VV and VA are
the volume of specimen before and after water absoprtion; mp is the mass of specimen in air
before testing; mLA and mWA are the mass of specimens prior to vacuum application in air and
water, respectively; mLV and mWV are the mass of specimens after vacuum application in air and
water, respectively; mf and mar are mass of specimens before and after abrasion, respectively.
(Continued).
13
14
N. Bhargava et al.
Table 5. Continued.
absorption. Next, the samples are subjected to abrasion for 3600 cycles at the rate of 20 rev-
olutions per minute and loss in weight is noted down. Subsequently, integrity is measured by
placing the sample in boiling water for 30 min and measuring the weight of largest remaining
piece. Then, adhesion is determined by visually assessing the % asphalt coating on the sample
for integrity test after allowing it to air dry for 24 h. The compatibility is then quantified by
assigning points (4–0) and grade ratings (A to D and 0) for each property including abrasion
loss, integrity and adhesion in the same order. Formulation with minimum 11 point rating and
AAA or BAA grade ratings (abrasion loss ≤ 1 g, integrity ≥ 90%, adhesion ≥ 90%) fulfil the
mix design (ISSA A143, 2010) requirement.
Hence, it can be concluded that although ISSA recommended tests are easy to understand
and excecute, issues related to repeatibility presents several disadvantages. In order to overcome
these shortcomings, several modifications proposed by TTI and Caltrans had been discussed in
detail. Table 5 describes the drawbacks of conventional ISSA test procedures and the alternate
test protocols suggested by different agencies to overcome the listed issues. Additionally, the
recommendation of incorporation of field conditions in mix design by Caltrans could further
help in enhancing the durability of microsurfacing.
4. Quality control
Quality refers to the degree to which the job conforms to the specification requirements. In
order to ensure a durable pavement, quality assurance (QA) and quality control (QC) has to
be planned and performed systematically. Since the projects involving microsurfacing are on
large-scale, the inherent variability in nature over a course of time results in changes in the mate-
rial properties including quality of aggregates and emulsion, which has to be controlled to ensure
microsurfacing mix performs as desired (Gransberg, 2010).
Several agencies laid down criteria’s for frequency of testing for QC. Typical QC guide-
lines by MoRT&H (2013) are shown in Figure 4. Furthermore, guidelines laid down for
tolerance limits with respect to aggregate gradation and residual asphalt content by various
agencies are presented in Tables 6 and 7 respectively (GDOT, 2013; ISSA A143, 2010; Min-
nesota Department of Transportation, n.d.; Patrick, 2018; MoRT&H, 2013; OkDOT, 2009;
Sholar & Kim, 2013; West & Smith, 1996). It could be inferred from Tables 6 and 7 that
although the importance of quality control is well-known, the tolerance limits established by
different agencies vary. For instance, the tolerance limits for aggregate gradation by Texas
and Australia are more stringent than ISSA or Indian specifications. Studies have also recom-
mended narrowing the range of aggregate gradation provided in ISSA guidelines (Robati, Carter,
& Perraton, 2013a). Similarly, for residual asphalt content, Minnesota and Georgia Depart-
ment of Transportation suggests to reduce the allowable range from 5.5–10.5% to 7.0–10.5%
and 6.0–9.0%, respectively. Also, Australian specifications permit a wider tolerance range for
asphalt content in comparison to other specifications. Therefore, understanding the variability
in performance associated with deviation in process control parameters is critical to analyse
project specific microsurfacing durability. Thus, a rigorous analysis on reliability of micro-
surfacing mix design and quantification of tolerance limits are essential for ensuring durable
microsurfacing mix.
It is also important to control the variability in material delivery rate during the production
stage. In this regard, California Department of Transportation (Caltrans, 2015) laid down the cri-
teria for maximum allowable deviation of 2% for the delivery rate of both aggregate and emulsion
from aggregate belt feeder and emulsion pump, respectively. Also, the binder to dry aggregate
proportioning should confirm within a tolerance range of Job Mix Formula (JMF) ± 6.4 L/metric
ton (ODOT, 2018).
16 N. Bhargava et al.
Figure 4. Quality control tests with minimum frequency for microsurfacing mix.
4.75 ± 5% ± 5% ± 6% ± 5% ± 6%
2.36 ± 5% ± 5% ± 5% ± 5% ± 5%
1.18 ± 5% ± 5% ± 5% ± 5%
0.60 ± 5% ± 3% ± 5% ± 4%
0.30 ± 4% ± 3% ± 4% ± 4% ± 3%
0.15 ± 3% ± 3% ± 3% ± 2%
0.075 ± 2% ± 3% ± 3% ± 2% ± 1.5%
a ISSA A143 (2010).
b TxDOT (2014).
c GDOT (2013).
d IRC SP: 81 (2008).
e Patrick (2018).
measured in terms of areas and lengths for 100 m section every 11–13 months. The defects men-
tioned below are then categorised according to performance characteristics of microsurfacing
(BS EN, 12273, 2008; PD, 6689, 2009).
Even after rigorous quality control during the production stage, there is a possibility of non-
compliance of material properties or construction activities from the specified tolerance ranges.
In such cases, the payment of the work is reduced in conjunction with the non-compliance of
that particular work. Several agencies have defined pay reduction factors for different parameters
during microsurfacing production and construction stage as follows:
• Residual asphalt content – 2% reduction in unit price for each 0.1% variation in resid-
ual asphalt content outside mixture control tolerance range for each of the first two days
tolerance was exceeded (GDOT, 2013).
• Application rate – 5% reduction in unit price for each 0.5 kg/m2 lesser mix spread rate than
specified tolerance range for each days’ material placement (GDOT, 2013).
• Aggregate properties – Deduction of $2/ton for each non-compliant aggregate gradation
and cleanliness (sand equivalent) test (Caltrans, 2015).
• Defects – 2–20% reduction in price depending upon the number of defects including binder
or aggregate properties, aggregate gradation, binder content, surface shape, skid resistance
and texture depth (Patrick, 2018).
Holleran and Van Kirk • Additive type (Latex and • Set time - Marginal improvement with crumb rubber addition
(1997) crumb rubber in emulsion) • Ravelling - Ravelling – Polymer < Rubber < Neat asphalt
• Rutting - Rutting – Polymer < Rubber < Neat asphalt
• Flexural - Rubber modified material – Better crack resistance
strength
Nikolaides and • Mineral filler type • Ravelling - OPC as filler – Not influenced by temperature
Oikonomou (2000) • Test temperature - PFA as filler – Increase in aggregate loss at 35°C
Ji et al. (2013) • Aging • Ravelling - Increased degree of ravelling with aging
Robati et al. (2013a) • Aggregate gradation • Ravelling - Dependent on total surface area of aggregates
• Emulsion residue - Emulsion residue ↑ – Ravelling ↓
Robati (2014) • Aggregate-emulsion • Ravelling - Increased ravelling due to rapid rise in pH
compatibility
Lonbar, Nasrazad, and • Aggregate type • Skid - Improved with rough texture aggregates
Shafaghat (2014) • Emulsion content resistance - Emulsion content ↑ – Skid resistance ↓
(Continued).
19
20
Table 8. Continued.
N. Bhargava et al.
Author Parameters Property Influence on microsurfacing property
Garfa et al. (2016) • Aggregate gradation • Ravelling - Dependent on both aggregate gradation and emulsion
• Emulsion type • Rutting content
• Mineral filler content • Cohesion - Coarse gradation showed best rutting resistance
- Coarse gradation – Best cohesion
- Dependent on emulsion type and mineral filler content
- Curing time ↑ – Cohesion ↑
Lonbar and Nazirizad • Aggregate type • Ravelling - Ravelling – Mountainous > Riverine aggregates
(2016) • Emulsion content • Moisture - Ravelling – CSS-1 h > CQS-1 h emulsion
• Emulsion type damage - Emulsion content ↓ – Ravelling ↑
• Rutting - Moisture damage – Mountainous > Riverine aggregates
- Rut depth – Riverine > Mountainous aggregates
- Emulsion content ↑ – Rutting ↑
- Decrease in rate of deformation with decrease in emulsion
content dependent on emulsion type
Yang and Liu (2017) • Packing degree of • Ravelling - 1-hour soaked > 6-day soaked (Increases up to 48 h)
aggregates • Rutting - Short-term ravelling – Dependent on packing degree of
• Asphalt film thickness aggregates
- Long-term ravelling – Dependent on asphalt film
thickness
- Highest packing degree – Not obtaining best rutting
resistance
Ye, Guo, and Hou • Aggregate gradation • Cohesion - Coarser gradation – Lower cohesion value
(2017) • Ravelling - Intermediate gradation – Best ravelling resistance
• Rutting - Proportion of fine aggregates ↑ – Flushing ↓
• Moisture - Intermediate gradation – Best moisture resistance
damage
Garfa et al. (2018) • Water content • Rutting - Significant factors influencing rut depth
- Rut depth before rehabilitation
- Added water percentage
Note: ↑ denotes increase in parameter value; ↓ denotes decrease in parameter value.
Road Materials and Pavement Design 21
laboratory by subjecting HMA slabs rehabilitated with microsurfacing for 2 and 5 days aging
at 85°C. Aged samples were then tested for rutting using LPC rut tester. The results highlighted
the improvement in rutting resistance with curing and aging times. Hence, further studies to cor-
relate microsurfacing mix properties of aged samples to mimic field conditions could further
improve the evaluation of microsurfacing durability.
Alternative to conventional aggregates like reclaimed asphalt pavement, recycled asphalt shin-
gles and steel slag and carbon fibres, rubber powder and fly ash as alternate to mineral fillers had
also shown promising performance (Dadhich, Patel, Parmar, Patel, & Katariya, 2015; Garfa et al.,
2018; Garfa, Dony, & Carter, 2016; Patel & Gujar, 2017; Robati, Carter, & Perraton, 2013b). The
utilisation of such alternate materials could be further explored for enhancing the greenness of
microsurfacing technology.
Another interesting aspect is the pre-compaction of microsurfacing, which is generally con-
fined to the use in airfield and parking areas, to be explored to reduce the rate of rutting
in microsurfacing mix (ISSA A143, 2010; Lonbar, Nasrazad, & Shafaghat, 2015). In addi-
tion, although proper breaking and curing of emulsion are established as a basic perquisite
for successful performance (Gransberg, 2010), very few studies have documented the influ-
ence of curing time and temperature on microsurfacing performance. Too hot or too cold
weather could potentially result in problems related to flushing and early ravelling respectively
(Peshkin, Hoerner, & Zimmerman, 2004). Hence, consideration to curing time, temperature,
and humidity and wind conditions needs to be accounted while conducting microsurfacing mix
design.
whereas minimal reduction in cracking was found after 48 months of service life (Syed, Freeman,
& Smith, 1998). In another study, 6–27% decrease in international roughness index (IRI), 92–
96% reduction in rutting and 2–7% increase in pavement condition rating (PCR) was found with
microsurfacing application (Labi, Hwee, Lamptey, & Nunoo, 2006). In addition, on an average,
microsurfacing improved the service life by 5, 15 and 7 years considering IRI, rutting, and PCR
as effectiveness criteria respectively (Labi, Lamptey, & Kong, 2007).
One of the most critical components for ensuring effectiveness of microsurfacing is the timing
of application. Rajagopal (2010) found that microsurfacing to be most effective when applied
on pavement with prior pavement condition rating (PCR) in the range of 61–70. Studies also
noticed that proper timing of microsurfacing enhance the performance of pavement by 37%
with respect to major rehabilitation (Giustozzi, Crispino, & Flintsch, 2012). In addition, the life
extension and net benefit were maximum for pavement with overall pavement index value of
78, whereas a negative net benefit is observed when microsurfacing is applied too early (Wang,
Morian, & Frith, 2012). Likewise, the use of four microsurfacing applications was reported as
the best suitable alternative for achieving life-horizon of 40 years (Simões, Almeida-Costa, &
Benta, 2017).
In addition, several other factors like project selection, process control parameters, construc-
tion quality and environmental conditions contribute toward the effectiveness of microsurfacing.
In this regard, an elaborate summary of the field investigations is presented in Table 10 where
the influence of various parameters on microsurfacing performance is highlighted. Some of the
properties investigated are skid resistance, smoothness and cracking resistance of microsurfacing
mix.
Skid resistance of microsurfacing mix is generally assessed in terms of British Pendulum
Number (BPN); macrotexture by sand patch method; and friction number (FN) using a brake
force trailer. An increase in BPN value (Jahren & Behling, 2004; Jamion, Hainin, & Yaacob,
2014; Patel & Gujar, 2017), improvement in pavement macrotexture (Patel & Gujar, 2017) and
increase in FN (Uzarowski, Maher, & Farrington, 2005) is observed with microsurfacing applica-
tion. The improvement in skid resistance with microsurfacing application has been presented in
Figure 5. In general, the skid resistance improved by 15% to 200% immediately after construc-
tion of microsurfacing treatment (Hein, Emery, & Ippolito, 1994; Kim et al., 2013 Uzarowski
et al., 2005;). Also, the skid resistance was found to be better than the pretreated pavement
surface even after 36 months of service life (Pederson & Hixon, 1988).
It has been observed that skid resistance of pavement surface primarily influences the risk of
road crashes. An appropriate skid resistance offered by the pavement system enhance safety by
minimising road crashes caused due to poor skid resistance. Erwin (2007) reported an overall
reduction in road crashes by 18% with microsurfacing application. The data was then broken
down depending on road surface condition. Interestingly, the road surface condition with maxi-
mum reduction in road crashes (32%) were on wet surface. In addition, the accidents in critical
locations like intersections were also reduced by 24%. Another study by Lyon, Persaud, and Mer-
ritt (2018) showed that for microsurfacing, the wet road crashes on both two-lane and multilane
roads decreased significantly.
Improvement in riding quality and delay in progression of roughness were also noticed with
microsurfacing application (Pandey & Pundhir, 2011). The assessment of smoothness in terms
of international roughness index (IRI) showed that IRI values decrease by 0.97–1.43 m/km (Kim
et al., 2013), whereas the decrease in IRI by 0.24 m/km was observed assuming a 3-year treatment
life period (Santos, Flintsch, & Ferreira, 2017). Figure 6 presents the reduction in IRI immedi-
ately after microsurfacing construction. It could be observed that IRI decreases by 15–65% with
the application of microsurfacing. Also, IRI of microsurfacing surface after 6–12 months of
service life was satisfactory (Ji, Nantung, Tompkins, & Harris, 2013; Johnson, Wood, & Olson,
Table 10. Microsurfacing performance – field investigations.
Hixon and Ooten • Alternate materials • Rate of rutting - Effectively reduced to 4 years
(1993) • Aggregate type and • Rut filling - Effective upto 38 mm depth
gradation • Skid resistance - Improved with skid resistance
• Application • Ravelling resistance - Improved with customised gradation
• Reflective cracking - Inadequate for application on PCC
- Observed for application over PCC
Smith et al. (1994) • Water content • Breaking and setting time - Unacceptable for higher water content and lower mineral
• Filler content • Abrasion filler content and vice-versa
• Sand adhesion - Decrease with increase in water content
- Increase with increase in water content
Moulthrop et al. • Application on JPCP • Smoothness - Dependent on type of spreader box with 4.9-m ski
(1996) • Riding quality - Comparable to HMA
Watson and Jared • Aggregate size • Surface quality - Improved by removal of oversized stone
(1998) • Emulsion content • Flushing - Reduced with lowering emulsion content by 0.8%
Temple et al. • Pavement condition • Pavement distress - After 5 years of service life – PCI > 85
(Continued).
23
24
N. Bhargava et al.
Table 10. Continued.
Broughton and Lee • Asphalt type • Aggregate loss - Recommendation – Use harder grade binder
(2012) • Application rate • Flushing and bleeding - Reason - Higher application rate
• Pavement condition • Debonding - Recommendation – Use continuous paving machine
• Environmental condition • Crack propagation - Insufficient structural strength of underlying pavement
• Project selection • Performance - Accelerated with cold weather
• Workmanship • Ensuring performance - Poor – Base failure
- Preparation of test strip – Check workmanship
- Allow equipment calibration
Jamion et al. (2014) • Pavement age (after 12 • Texture depth - More than acceptable limit
months of service) • Skid resistance - Decrease by 12.93% due to aggregate breaking and
• Rutting polishing by traffic
- Satisfactory performance
Road Materials and Pavement Design 25
2007; Watson & Jared, 1998). However, reflective cracking was one of the major issues observed
with microsurfacing application (Kumar & Ryntathiang, 2012; Pederson & Hixon, 1988).
Furthermore, researchers have explored areas like noise measurements, permeability and aging
for assessing microsurfacing performance. The influence of microsurfacing on noise had shown
contradictory observations. Handheld digital sound level metre (Watson & Jared, 1998), statis-
tical pass-by method (Sangiorgi, Bitelli, Lantieri, Irali, & Girardi, 2012) and close proximity
method (Bennert, Hanson, Maher, & Vitillo, 2005; Kim et al., 2013) were primarily used for
noise measurement. Studies on noise measurement had shown that although comparable or
reduced noise by 0.1–4.5 dB(A) was generally observed with microsurfacing application (Ben-
nert et al., 2005; Kim et al., 2013; Sangiorgi et al., 2012), negligible increase in noise in some
areas could be attributed to the increased texture (Bennert et al., 2005; Watson & Jared, 1998).
Button (1996) investigated permeability of microsurfacing using a constant head water per-
meameter and found the permeability of microsurfacing to be less than 1 × 10−5 cm/s after
achieving maximum compaction. Analysis on the effect of microsurfacing on aging of underlying
26 N. Bhargava et al.
pavement layers was also conducted by Button (1996). The results showed that microsurfacing
significantly delayed the failure initiation due to oxidative aging of underlying pavement by 0–2
years if the treatment was applied within first 2 years of service life of underlying pavement.
In summary, the factors during the production stage can be broadly classified as process control
parameters and construction issues. Aggregate type and gradation (Hixon & Ooten, 1993; Jahren
& Behling, 2004; Temple, Shah, Paul, & Abadie, 2002) and emulsion and water contents (Watson
& Jared, 1998) are process control parameters, whereas construction factors include application
rate (Jahren & Behling, 2004) and climatic conditions (Sangiorgi et al., 2012; Tabatabaee et al.,
2012). In addition, minor to medium ravelling had been observed where the degree of ravelling
increased due to the oxidation and aging of microsurfacing mix (Ji et al., 2013).
Hence, the review of field performance studies pointed that although several projects showed
satisfactory performance, distresses were observed in some projects. Most commonly observed
distresses in microsurfacing includes ravelling, rutting and moisture damage. It has been found
that the microsurfacing application results in sudden performance jump where skid resistance,
smoothness, and permeability are the primary performance parameters that were improved. How-
ever, reflective cracking and noise- related issue needs further research for better understanding
and to find possible solutions. In addition, the parameters, including aggregate type and grada-
tion, emulsion type and content, environmental conditions, aging, and moisture were found to
influence microsurfacing performance.
Hence, to improve microsurfacing mix design, some authors have recommended modifications
to current mix design procedure. Robati (2014) suggested the use of LWT (ISSA TB No. 147,
2005) for determination of optimum emulsion content. The formulations with greater cohesion
Table 11. Proposed emulsion performance grade (EPG) specifications for microsurfacing.
Temperature (°C)
EPG 61-XX EPG 67-XX EPG 73-XX
High-temperature gradea 61 67 73
Low-temperature grade b − 7; − 13; − 19; − 25; − 31 − 7; − 13; − 19; − 25; − 31 − 7; − 13; − 19; − 25; − 31
Test methods for fresh emulsion Test T(°C)
Storage stability
A - 24-h separation ratio (Rs ): 0.2–1.5 25 25 25
B - 24-h stability ratio (Rd ): max. 1.5
Emulsion viscosity: max. 600 cP at 5 rpm 25 25 25
Particle charge: Positive (cationic) 25 25 25
Sieve test: Max. 0.1% 25 25 25
Solubility: Min. 97.5% 25 25 25
Float: |Min. 1,200 s 60 60 60
27
28 N. Bhargava et al.
(ISSA TB No. 113, 2017) were subjected to compaction and the formulation with least verti-
cal and lateral displacement was termed as optimum emulsion content. In addition, Wu (2015)
proposed the evaluation of peak flexural tensile strain using bending test of a small beam of
microsurfacing mix at − 10°C along with conventional ISSA procedure to determine the opti-
mal emulsion dosage. Another study by Kumar and Ryntathiang (2016) modified the mixing
method for sample preparation during mix design. First, the pre-wet coarse aggregates were
mixed with required emulsion quantity estimated from surface area method. After homogeneous
coating of coarse aggregates, 50% of moistened fine aggregate and 50% of emulsion estimated
for fine aggregate was added and mixed. Then, additives were added after which remaining 50%
moistened fine aggregates and 50% of emulsion estimated for fine aggregate was poured and
mixed. The modifications adopted in the study were reported to eliminate the formation of lumps
in microsurfacing mix during the production stage.
Hence, incorporating the modifications suggested by the researchers and agencies, the most
commonly adopted ISSA mix design could be improved for ensuring better durability of
microsurfacing mix.
introduced which provided a dryer microsurfacing mix. Also, ISSA A143 (2010) recommends
to fill ruts of depth greater than 38.1 mm in multiple layers. However, the application of micro-
surfacing for filling ruts with alligator cracking and shear failure in wheel path would not correct
the problem (Smith & Beatty, 1999). Watson and Jared (1998) found that the use of burlap drag
Table 12. Problems associated with variation in mix properties and climatic condition.
Emulsion
Unstable Poor coating, premature breaking, delamination
Highly stable Failure to set, delayed opening to traffic, ravelling
High temperature Premature breaking
Less quantity Poor coating, ravelling
Excessive quantity Flushing
Mix
High fine content Poor coating, premature breaking, ravelling
High cement content Whitish surface, premature breaking
Low cement content Failure to set, delayed opening to traffic, ravelling
Low additive content Poor coating, premature breaking, ravelling
High additive content Failure to set, delayed opening to traffic, ravelling
High water content Brownish surface, failure to set, delayed opening to traffic, ravelling,
flushing, segregation
Low water content Poor coating, premature breaking, ravelling, delamination
Compatibility issues Failure to set, poor coating, delayed opening to traffic, ravelling,
delamination, segregation
Climatic Conditions
High temperature Brownish surface, poor coating, premature breaking, ravelling,
flushing
Low temperature Failure to set, delayed opening to traffic, ravelling, delamination
Rain Failure to set, poor coating, delayed opening to traffic, ravelling,
flushing, delamination
High humidity Failure to set
Surface
Fatty Failure to set, flushing
resulted in higher noise levels due to the presence of large stones on the top of microsurfacing
mix which subsequently resulted in ravelling. The issue could be resolved by removal of burlap
drag during paving operation.
Hence, to better understand the challenges associated with microsurfacing and correspond-
ing probable causes, a guide is presented in Table 12 (Gransberg, 2010). In addition, Figure 7
presents the possible solutions to rectify the most commonly observed construction issues
(Caltrans, 2009).
7. Conclusion
Microsurfacing had been found as a viable cost-effective pavement preservation treatment for
improving serviceability by addressing minor distresses on a pavement surface. From the exten-
sive literature survey, the merits and demerits of microsurfacing technology is presented in this
study. Good mix design and systematic production are the keys to ensure effectiveness and
durability of microsurfacing. The conventional microsurfacing mix design by ISSA covers a
wide range of performance parameters, including aggregate-emulsion compatibility, early traffic
damage, ravelling, and moisture damage, rutting, bleeding and flushing. Several laboratory and
field investigations have also highlighted the successful implementation of current mix design
practices efficiently.
Repeatability and reproducibility of test results are the main concern expressed in the vast
literature body. Concerns on particle size restriction, correlation to field performance, consider-
ation of curing time, temperature and humidity ranges are also reported. The premature distress
such as disintegration, deformation, cracking and bleeding or flushing are primarily attributed to
deviation in process control parameters and construction factors considered during mix design.
In order to address these shortcomings and further improve the reliability, modifications to mix
design are proposed by various agencies considering in-service variability. Thus, investigations
on the combined effect of mix design, production and in-service parameters on the performance
of microsurfacing mix in terms of rutting, ravelling, moisture and aging are critical for field
applications. Hence, to develop more understanding on the behaviour and implementation of
microsurfacing mix, the future research need from the reviewed literature could be summarised
as below.
In addition, the information related to impact of process control parameters on the performance
of microsurfacing would help in developing pay factors associated with variability in quality with
the help of field investigations.
Acknowledgement
Authors would like to acknowledge the support provided by IIT Guwahati, India.
Road Materials and Pavement Design 31
Disclosure statement
No potential conflict of interest was reported by the authors.
ORCID
Nishant Bhargava http://orcid.org/0000-0002-9594-6872
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