The accumulation of extra asphalt binder in the wheel path is referred to as the bleeding process. When bleeding occurs in aggregate, the most common causes are either employing an excessive amount of binder or an aggregate that is excessively flat. Either by decreasing the rate of asphalt applied to the appropriate amount (such that leftover asphalt is 70 percent of the aggregate height) or by switching to an aggregate that is more cubical, this issue can be resolved. Pavement may experience interruptions in the form of manholes or gate valves. On the other hand, covering these significant structures with the BST is not ideal. In order to prevent the binder from adhering to the utility connections, you can cover them with roofing paper, Kraft paper, or sand to prevent the binder from sticking to the utility connections. After the BST has been applied to the remaining portions of the pavement construction, these can be taken out and thrown away in the appropriate manner. BTS has always been regarded as being most suitable for low-volume, low-speed roads because of the fact that these roads will eventually incorporate some quantity of loose aggregate. This loose aggregate has the potential to be scooped up and hurled by wheels on roads with high traffic volume or high speeds, which can result in damaged paint jobs and smashed windshields. However, advancements in asphalt cement modifiers and BST construction processes have made it practical to utilize them on high volume/speed highways such as interstates. A literature review was carried out in the year 2003 by the National Cooperative Highway Research Program (NCHRP), and it was in the course of this review that they discovered 38 best practices. 
This is a straight quote from NCHRP Synthesis 342, which can be seen here. When different chapters are referred to in the following sections, that particular document is the one you should consult for additional investigation. Consider chip seals as a tool for preventive maintenance that should be placed on a consistent cycle in order to enhance the pavement preservation benefits that the technology provides. Chip seals are most effective on roadways that have less underlying surface deterioration and could therefore benefit from this technique. If the agency's objective is to install chip seals on roads before the pavement distress becomes severe or before the structural integrity of the underlying pavement is breached, then chip seals can be successfully used on high-volume routes. Determine the surface roughness and texture of the underlying roadway, then use that information as a starting point for the design of the succeeding chip seal. Instead of the common North American procedure of spreading fine aggregate, sometimes known as "chat," on the surface of the area that is bleeding, you might give the "racked-in seal" a shot as a method for stopping the bleeding. Before beginning chip design, do electrostatic testing on the chip seal aggregate source to check that the binder(s) chosen for the project are compatible with the various sources of aggregate. 
In regions where there is a scarcity of high-quality aggregate, it is beneficial to do a life-cycle cost study to assess whether or not it is more cost-effective to import synthetic aggregate or high-quality natural aggregates.
- Specify a high-quality aggregate that has a consistent grading.
Consider using lightweight synthetic aggregate in regions where there is a considerable worry regarding post-construction vehicle damage. Improve the performance of chip seals by using binders that have been modified with polymer. It is important to be aware that it is possible to successfully employ hot asphalt cement as well as emulsified asphalt binders on high-volume roads. It would appear that choosing binders that have had polymers or crumb rubber added to them is beneficial to achievement. Dole out chip seal contracts in a timely manner to make early season construction possible. Timing the awarding of the contract such that sufficient time is available to meet the curing requirements of preconstruction pavement preparation activities is important. 
Contracts for package chip seal work should be substantial enough to entice the participation of the most qualified contractors. Installing chip seals in locations that require the utmost attention to detail in order to produce a quality end product is a task that is best handled by in-house maintenance staff. You should only utilize warranties for chip seal projects if the contractor is given the freedom to choose the final materials and processes that are used to produce a successful chip seal. It is possible to use the sand patch method to quantify chip seal macro texture as an indicator of chip seal performance that can be objectively measured. An objective definition of chip seal performance that is founded on engineering measurements can be obtained through the utilization of the chip seal deterioration model that is outlined in the New Zealand P17 specification. The two techniques that have been discussed up until this point can be complemented with a continuing visual distress assessment that is based on the performance criteria of the Ohio DOT chip seal. 
Asphalt
For the best results on asphalt, apply all kinds of chip seals when the weather is as warm and dry as it can possibly be. This will ensure that the seals adhere well. When applying emulsions, the ambient air temperature should be at least 50 degrees Fahrenheit (10 degrees Celsius), but when applying asphalt cement, the temperature should be at least 70 degrees Fahrenheit (21 degrees Celsius), and should not exceed 110 degrees Fahrenheit (43 degrees Celsius). When working with emulsions, the surface temperature should be between 70 and 140 degrees Fahrenheit (21 and 54 degrees Celsius), with 70 being the absolute minimum. Finish applying patches at least six months in advance of the application of chip seals, and crack seals at least three months in advance of that. The use of variable nozzles allows for the administration of a lower rate of binder in the wheel pathways. This helps counteract flooding in the wheel paths, which is a flaw that causes chip seals to be prone to bleeding. In contrast, the practice of pre-spraying in Australia is a further approach for modifying the transverse surface roughness of a pavement surface prior to the application of a chip seal. Minor aggregate spread flaws like corrugation, uneven spread, or missed spots can be remedied by installing a drag broom on the rollers that are responsible for the initial roller pass. It is important to work rapidly while applying the aggregate to the hot asphalt binder as well as the emulsified asphalt. 
The Montana field-sweeping test helps reduce the tendency to distribute an excessive amount of aggregate that is caused by a unit-price contract. To make field rate adjustments easier, have the most experienced inspector drive each shot and paint binder rate modification on the pavement beforehand. Scuffing and rolling are both things that can be reduced by applying a little amount of additional aggregate in places where there is a lot of stopping and turning. These places include: The application of a racked-in seal could be a workable option for an engineered solution to the challenge of estimating the exact quantity of aggregate required for these troublesome regions. To accomplish full lane coverage and an equal number of passes in each section of the lane, rolling rules and specifications for roller coverage, rolling patterns, and minimum rolling time needs to be provided and enforced. The required number of rollers is determined by the amount of distribution production that is desired as well as the amount of rolling time that is required for each shot width on the project. It is recommended that rolling follow the chip spreader as nearly as is practically possible. Maintain traffic control for the longest amount of time possible in order to allow the fresh seal the largest amount of time to cure. In order to improve the performance of chip seals, you should mandate that chip seal contractors use cutting-edge machinery and that they take control of the rolling operation. Make use of distributors equipped with computers. 
Insist on conducting a pre-project analysis to determine whether or not the chip seal equipment spread will be able to maintain a production rate comparable to that of the distributor. Make use of nozzles with variable settings in order to cut down on the amount of binder that is sprayed in the wheel paths. When used on rotary brooms, bristles made of plastic help reduce the amount of aggregate that is knocked loose during the sweeping process. The success of chip seals is driven by a rigorous quality control testing program along with the meticulous inspection. Assigning experienced employees who are familiar with the dynamics of chip seal building to the roles of field quality control and quality assurance persons is recommended. It is important to perform regular calibration on both the distributor and the chip spreader. Analyze the aggregate–binder compatibility tests that are presented in the text in Table 12 to determine whether or not they are appropriate for use in the field. 
In the field, conduct tests on the binders at the distributor as well as the aggregate stockpiles to check that the material has not been compromised as a result of the handling it received during transportation. The Minnesota Department of Transportation (Mn/DOT) has just completed a research study on the appropriate procedures that should be followed when applying seal coating. The development of seal coat designs through the use of the method created by Norman McLeod was an essential component of the study effort. In addition, the research staff participated in many different seal coat building projects, where they assisted both the inspector and the contractor. This handbook, which was last revised in 2006, was created with the primary intention of supplying the field inspector with a comprehensive grounding in seal coat materials, equipment, design, and construction. This revised guidebook offers guidance to both the designers and the field people, and it is organized into two primary sections. The Minnesota Local Road Research Board was the organization that provided funding for this project. You can get the Handbook by clicking here. In 2007, Tom Wood led a seminar at the Transportation Learning Network in North Dakota State University titled "Seal Coat," which was based on the Minnesota Handbook. This course was one of the primary offerings of the Upper Great Plains Transportation Institute, which is housed at NDSU.