FHWA Report No.

FHWA-RD-99-152

Materials and Procedures for

Rapid Repair of Partial-Depth Spalls in
Concrete Pavements

Manual of Practice

Federal Highway Administration

U.S. Department of Transportation

Strategic Highway Research Program

National Research Council
 FOREWORD

This manual (FHWA-RD-99-152) presents guidelines and

recommendations to assist highway maintenance agencies and
other related organizations in planning, constructing, and
monitoring the performance of concrete pavement partial-depth
spall repair projects. Included in the manual are discussions
pertaining to when partial-depth spall repair operations are
appropriate, the types of repair materials and construction
methods that should be used, how each individual step in a spall
repair operation should be performed, and how the performance
and cost-effectiveness of spall repairs can be evaluated. This
report will be of interest and benefit to various levels of agency
maintenance personnel, from crew supervisors to the chief
maintenance engineer.

NOTICE

This document is disseminated under the sponsorship of the

Department of Transportation in the interest of information
exchange. The United States Government assumes no liability
for its contents or use thereof. This report does not constitute a
standard, specification, or regulation.

The United States Government does not endorse products or

manufacturers. Trade and manufacturers’names appear in this
report only because they are considered essential to the object
of the document.
 Technical Report Documentation Page
1. Report No. 2. Government Accession No. 3. Recipient's Catalog No.

FHWA-RD-99-152
4. Title and Subtitle 5. Report Date
Materials and Procedures for Rapid Repair of Partial-Depth Spalls in Concrete
Pavements---Manual of Practice 6. Performing Organization Code

8. Performing Organization Report No.

7. Author(s)
T.P. Wilson, K.L. Smith, and A.R. Romine
9. Performing Organization Name and Address 10. Work Unit No. (TRAIS)
ERES Consultants
A Division of Applied Research Associates, Inc. 11. Contract or Grant No.
505 W. University Avenue DTFH61-93-C-00051
Champaign, IL 61820-3915 13. Type of Report and Period Covered
12. Sponsoring Agency Name and Address Updated Manual of Practice
Federal Highway Administration October 1993 - June 1999
Pavement Performance Division
6300 Georgetown Pike 14. Sponsoring Agency Code
McLean, Virginia 22101
15. Supplementary Notes
FHWA Contracting Officer's Technical Representative (COTR): Shahed Rowshan, HRDI

Project Consultants: Charlie Smyth

16. Abstract
The Strategic Highway Research Program (SHRP) H-106 maintenance experiment and the Federal Highway Administration
(FHWA) Long-Term Monitoring (LTM) of Pavement Maintenance Materials Test Sites project studied the repair of partial-
depth spalls in concrete pavements. Many different repair materials and methods were investigated between 1991 and 1998
through test sites installed at four locations in the United States. The findings of these combined studies have been merged with
standard highway agency procedures to provide the most useful and up-to-date information on the practice of concrete partial-
depth spall repair.

This Manual of Practice is an updated version of the 1993 SHRP Spall Repair Manual. It contains the latest information
pertaining to the performance of repair materials and methods, the availability and relative costs of repair materials, and the
proper ways of planning, designing, constructing, and monitoring the performance of partial-depth spall repair projects. It also
provides an updated partial listing of material and equipment manufacturers.

This Manual is intended for field and office personnel within highway maintenance agencies and contracted maintenance firms.
It contains valuable information for supervisors and foremen in charge of individual spall repair operations, engineers in charge
of planning and overseeing many spall repair projects, and managers in charge of establishing repair policies and standards.

17. Key Words 18. Distribution Statement

Concrete pavement, pavement maintenance, partial- No restrictions. This document is available to the
depth spalls, spall repair, patching materials, public through the National Technical Information
bituminous patch, cementitious patch, performance, Service, Springfield, Virginia 22161.
effectiveness, cost-effectiveness

19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No of Pages 22. Price

Unclassified Unclassified 135

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized
Preface
This manual is intended for use by highway maintenance
agencies and contracted maintenance firms in the field and in
the office. It is a compendium of good practices for portland
cement concrete (PCC) partial-depth spall repair operations,
stemming from the Strategic Highway Research Program
(SHRP) pavement maintenance studies and a follow-up study
sponsored by the Federal Highway Administration (FHWA).

In SHRP project H-105, Innovative Materials and Equipment

for Pavement Surface Repair, the researchers conducted a
massive literature review and a nationwide survey of highway
agencies to identify potentially cost-effective repair and
treatment options (Smith et al., 1991). The information and
findings from that study were then used in the subsequent field
experiments conducted under SHRP project H-106, Innovative
Materials Development and Testing.

In project H-106, the installation and evaluation of many

different test sections were conducted to determine the cost-
effectiveness of maintenance materials and procedures. Test
sections were installed at 22 sites throughout the United States
and Canada between March 1991 and February 1992, under the
supervision of SHRP representatives. The researchers collected
installation and productivity information at each site and
periodically evaluated the experimental repairs and treatments
through the end of 1992. The first version of this manual was
prepared in October 1993 and was based on this work effort.

Following the conclusion of the SHRP in 1993, the FHWA

sponsored a study to continue monitoring the performance of
the experimental repairs and treatments, beginning in October
1993. Under the Long-Term Monitoring (LTM) of Pavement
Maintenance Materials Test Sites project, the experimental
repairs and treatments were evaluated annually through the end

iii
of 1997. The pertinent long-term performance and cost-
effectiveness information generated by the continued
monitoring of the experimental spall repairs has been included
in this revised manual.

For the reader's convenience, potentially unfamiliar terms are

italicized at their first occurrence in the manual and are defined
in a glossary. Readers who want more information on topics
included in this manual should refer to the reference list
provided at the back. The final report for the H-106/LTM
partial-depth spall repair study may be of particular interest to
many readers (Wilson et al., 1999). It details the installation
procedures, laboratory testing of the materials, and field
performance of each spall repair type investigated.

iv
Acknowledgments
The research described herein was supported by the Strategic
Highway Research Program (SHRP) and the Federal Highway
Administration (FHWA). SHRP was a unit of the National
Research Council that was authorized by Section 128 of the
Surface Transportation and Uniform Relocation Assistance Act
of 1987.

Special thanks are due the project management teams at SHRP

and the FHWA, and to the following highway agencies:

! Arizona Department of Transportation.

! Commonwealth of Pennsylvania Department of
Transportation.
! South Carolina Department of Highways and
Public Transportation.
! Utah Department of Transportation.

The contributions of the following individuals are also

acknowledged: Arti Patel and Cynthia A. Good Mojab (co-
authors of the 1993 Manual of Practice), Michael Darter, Sam
Carpenter, and Leo Ferroni.

v
Contents
1.0 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Scope of Manual . . . . . . . . . . . . . . . . . . . . . 1
1.2 Purpose of Partial-Depth Spall Repair . . . . . . 1
1.3 Partial-Depth Patch Performance . . . . . . . . . 2
1.4 Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2.0 Need for Partial-Depth Spall Repair . . . . . . . . . . . . . 5

2.1 Pavement Condition . . . . . . . . . . . . . . . . . . . 5
2.2 Climatic Conditions . . . . . . . . . . . . . . . . . . . 7

3.0 Planning and Design . . . . . . . . . . . . . . . . . . . . . . . . . 9

3.1 Objectives in Selecting Materials and
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.2 Assessing Existing Conditions . . . . . . . . . . . 10
3.3 Selecting a Repair Material . . . . . . . . . . . . . . 11
3.3.1 Cementitious Concretes . . . . . . . . . . 14
3.3.2 Polymer Concretes . . . . . . . . . . . . . . 17
3.3.3 Bituminous Materials . . . . . . . . . . . . 18
3.3.4 Material Testing . . . . . . . . . . . . . . . . 19
3.4 Selecting Accessory Materials . . . . . . . . . . . 20
3.4.1 Bonding Agents . . . . . . . . . . . . . . . . 20
3.4.2 Joint Bond Breakers . . . . . . . . . . . . . 20
3.4.3 Curing Materials . . . . . . . . . . . . . . . . 22
3.4.4 Joint Sealants . . . . . . . . . . . . . . . . . . 23
3.5 Selecting Dimensions of the Repair Area . . . 23
3.6 Selecting Patch Preparation Procedures . . . . 29
3.6.1 Saw and Patch . . . . . . . . . . . . . . . . . 29
3.6.2 Chip and Patch . . . . . . . . . . . . . . . . . 31
3.6.3 Mill and Patch . . . . . . . . . . . . . . . . . . 32
3.6.4 Waterblast and Patch . . . . . . . . . . . . 33
3.6.5 Clean and Patch . . . . . . . . . . . . . . . . 36
3.7 Estimating Material, Equipment, and Labor . 36

vii
 3.8 Overall Cost-Effectiveness . . . . . . . . . . . . . . 37
3.8.1 Cost-Effectiveness Worksheet . . . . . . 42
3.8.2 Determining Cost-Effectiveness
Inputs . . . . . . . . . . . . . . . . . . . . . . . . 51

4.0 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
4.1 Traffic Control . . . . . . . . . . . . . . . . . . . . . . . 53
4.2 Safety Precautions . . . . . . . . . . . . . . . . . . . . 54
4.3 Material Testing . . . . . . . . . . . . . . . . . . . . . . 54
4.4 Initial Joint Preparation . . . . . . . . . . . . . . . . . 55
4.4.1 Removing Old Sealant . . . . . . . . . . . . 55
4.4.2 Joint Sawing . . . . . . . . . . . . . . . . . . . 55
4.4.3 Sawing Out Joint Inserts . . . . . . . . . . 56
4.5 Removing the Deteriorated Concrete . . . . . . 57
4.5.1 Saw and Patch . . . . . . . . . . . . . . . . . 58
4.5.2 Chip and Patch . . . . . . . . . . . . . . . . . 62
4.5.3 Mill and Patch . . . . . . . . . . . . . . . . . . 63
4.5.4 Waterblast and Patch . . . . . . . . . . . . 63
4.5.5 Clean and Patch . . . . . . . . . . . . . . . . 65
4.6 Cleaning the Repair Area . . . . . . . . . . . . . . . 65
4.6.1 Sandblasting . . . . . . . . . . . . . . . . . . . 65
4.6.2 Airblasting . . . . . . . . . . . . . . . . . . . . 66
4.6.3 Sweeping . . . . . . . . . . . . . . . . . . . . . 67
4.7 Final Joint Preparation . . . . . . . . . . . . . . . . . 67
4.7.1 Preparing Transverse Joints . . . . . . . . 69
4.7.2 Preparing Centerline Joints . . . . . . . . 70
4.7.3 Preparing Lane-Shoulder Joints . . . . . 70
4.7.4 Using Flexible Repair Materials . . . . . 70
4.8 Pre-Placement Inspection of the Repair
Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
4.9 Mixing the Bonding Agent . . . . . . . . . . . . . . 71
4.10 Mixing the Repair Material . . . . . . . . . . . . . . 72
4.10.1 Cementitious Concretes . . . . . . . . . . 72
4.10.2 Polymer Concretes . . . . . . . . . . . . . . 73
4.10.3 Bituminous Materials . . . . . . . . . . . . 74

viii
 4.11 Applying the Bonding Agent . . . . . . . . . . . . . 75
4.12 Placing the Repair Material . . . . . . . . . . . . . . 76
4.12.1 Cementitious Concretes . . . . . . . . . . 76
4.12.2 Polymer Concretes . . . . . . . . . . . . . . 77
4.12.3 Bituminous Materials . . . . . . . . . . . . 78
4.13 Consolidating and Compacting . . . . . . . . . . . 79
4.14 Screeding and Finishing . . . . . . . . . . . . . . . . 81
4.15 Curing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
4.15.1 PCC Patching Materials . . . . . . . . . . 83
4.15.2 Proprietary Patching Materials . . . . . 83
4.16 Joint Sealing . . . . . . . . . . . . . . . . . . . . . . . . . 83
4.17 Cleanup Requirements . . . . . . . . . . . . . . . . . 84
4.18 Opening to Traffic . . . . . . . . . . . . . . . . . . . . 85
4.19 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 85

5.0 Evaluating Partial-Depth Patch Performance . . . . . . 87

5.1 Data Required . . . . . . . . . . . . . . . . . . . . . . . 87
5.2 Calculations . . . . . . . . . . . . . . . . . . . . . . . . . 89

Appendix A Material Testing Specifications . . . . . . . . . . . 91

A.1 Rapid-Setting Cementitious Concretes . . . . . 91
A.2 Rapid-Setting Flexible Polymer Concretes . . 92
A.3 Bituminous Materials . . . . . . . . . . . . . . . . . . 92

Appendix B Sample Cost-Effectiveness Calculations . . . . 93

B.1 Example 1 . . . . . . . . . . . . . . . . . . . . . . . . . . 94
B.2 Example 2 . . . . . . . . . . . . . . . . . . . . . . . . . . 98

Appendix C Material and Equipment Safety

Precautions . . . . . . . . . . . . . . . . . . . . . . . . . 103
C.1 Materials . . . . . . . . . . . . . . . . . . . . . . . . . . 103
C.2 Equipment . . . . . . . . . . . . . . . . . . . . . . . . . 104

Appendix D Inspection Checklists for Construction . . . . 105

D.1 Plans and Specifications . . . . . . . . . . . . . . . 105
D.2 Equipment . . . . . . . . . . . . . . . . . . . . . . . . . 106

ix
 D.3 Material Quality . . . . . . . . . . . . . . . . . . . . . 107
D.4 Field Installation . . . . . . . . . . . . . . . . . . . . . 107
D.5 Preparing the Repair Area . . . . . . . . . . . . . . 108
D.6 Installing the Patch . . . . . . . . . . . . . . . . . . . 113
D.6.1 Mixing . . . . . . . . . . . . . . . . . . . . . . 113
D.6.2 Placement . . . . . . . . . . . . . . . . . . . . 114
D.6.3 Material Finishing and Curing . . . . . 116
D.6.4 Joint Resealing . . . . . . . . . . . . . . . . 117
D.7 Final Inspection . . . . . . . . . . . . . . . . . . . . . 117

Appendix E Partial List of Material and Equipment

Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
E.1 Partial-Depth Patching Materials . . . . . . . . 119
E.1.1 Manufacturers of Cementitious
Concretes . . . . . . . . . . . . . . . . . . . . 119
E.1.2 Manufacturers of Polymer
Concretes . . . . . . . . . . . . . . . . . . . . 121
E.1.3 Manufacturers of Bituminous
Materials . . . . . . . . . . . . . . . . . . . . . 122
E.1.4 Manufacturers of Bonding Agents . . 122
E.2 Partial-Depth Patching Equipment . . . . . . . 122
E.2.1 Manufacturers of Sawing
Equipment . . . . . . . . . . . . . . . . . . . 122
E.2.2 Manufacturers of Spray-Injection
Equipment . . . . . . . . . . . . . . . . . . . 123
E.2.3 Manufacturers of Waterblasting
Equipment . . . . . . . . . . . . . . . . . . . 124
E.2.4 Manufacturers of Milling
Equipment . . . . . . . . . . . . . . . . . . . 124
E.2.5 Manufacturers of Jackhammers . . . . 124
E.2.6 Manufacturers of Compacting
Equipment . . . . . . . . . . . . . . . . . . . 124

Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

x
List of Figures
Figure 1. Partial-depth spall caused by incompressibles . . . 6

Figure 2. Scored joint bond breaker . . . . . . . . . . . . . . . . . . 21

Figure 3. Dimensions of patch at one joint . . . . . . . . . . . . . 25

Figure 4. Dimensions of patch at one joint for spall

less than 300 mm apart . . . . . . . . . . . . . . . . . . . . 26

Figure 5. Dimensions of patch at two joints . . . . . . . . . . . . 27

Figure 6. Dimensions of patch at two joints for spalls

less than 300 mm apart . . . . . . . . . . . . . . . . . . . . 28

Figure 7. (a) Recommended orientation of milled patch.

(b) Milled patch with rounded edges . . . . . . . . . . 34

Figure 8. Cost-effectiveness worksheet . . . . . . . . . . . . . . . 43

Figure 9. Dimensions of joint saw cut . . . . . . . . . . . . . . . . 57

Figure 10. Sawing patch boundaries with a small

handheld saw . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

Figure 11. Sawing pattern for large repair areas . . . . . . . . . 59

Figure 12. Spade bits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

Figure 13. Using a jackhammer . . . . . . . . . . . . . . . . . . . . . . 61

Figure 14. Sounding repair area with a steel rod . . . . . . . . . 61

Figure 15. Scalloped edge and 25-mm vertical edge . . . . . . 62

xi
Figure 16. Protective shield around waterblasting
operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

Figure 17. Sandblasting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

Figure 18. (a) Correct dimensions of joint bond breaker

placement at one joint. (b) Incorrectly installed joint
bond breaker at two joints . . . . . . . . . . . . . . . . . 68

Figure 19. Joint bond breaker that has been stacked and
caulked . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

Figure 20. Adding carefully measured components to a

drum mixer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

Figure 21. Using a Jiffy mixer . . . . . . . . . . . . . . . . . . . . . . . 75

Figure 22. Applying bonding agent . . . . . . . . . . . . . . . . . . . 76

Figure 23. Pumping polymer into a patch that was

prefilled with aggregate . . . . . . . . . . . . . . . . . . . 78

Figure 24. Using an internal vibrator . . . . . . . . . . . . . . . . . . 80

Figure 25. Screeding the patch . . . . . . . . . . . . . . . . . . . . . . 82

Figure 26. Finishing the patch . . . . . . . . . . . . . . . . . . . . . . . 82

Figure 27. Removing the tear-off top strip of a joint

bond breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

Figure B-1.Example 1 cost-effectiveness worksheet . . . . . . . 95

Figure B-2.Example 2 cost-effectiveness worksheet . . . . . . . 99

xii
List of Tables
Table 1. Properties of some rapid-setting partial-
depth spall repair materials . . . . . . . . . . . . . . . . . 12

Table 2. Initial material selection criteria for some

rapid-setting materials . . . . . . . . . . . . . . . . . . . . 15

Table 3. Minimum dimensions of repair area for

spalls at various locations . . . . . . . . . . . . . . . . . . 24

Table 4. Typical equipment used for the five patch

preparation procedures . . . . . . . . . . . . . . . . . . . . 38

Table 5. Typical mixing and placement equipment

and supplies . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

Table 6. Typical personnel used for spall repair

procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Table 7. Typical personnel used for mixing and placing . . 41

Table 8. Sample patch performance data . . . . . . . . . . . . . 88

xiii
1.0 Introduction
Spalling* is a common distress in jointed concrete pavements
that decreases pavement serviceability and can be hazardous to
highway users. When left unrepaired, it results in accelerated
pavement deterioration. This manual has been prepared for
maintenance engineers, maintenance field supervisors, crew
members, maintenance contractors, and inspectors to use as an
easy reference for the rapid repair of partial-depth spalls in
jointed portland cement concrete (PCC) pavements.

1.1 Scope of Manual

This manual describes procedures and materials recommended

for partial-depth spall repair in jointed PCC pavements. Only
rapid-setting materials are discussed. The manual presents
detailed guidelines on design, construction, and inspection. The
information in this manual is based on the most recent research,
obtained through reviews of literature and current practices,
and the results of a large-scale, long-term (6.5 years) spall
repair field study sponsored by the Strategic Highway Research
Program (SHRP) and the Federal Highway Administration
(FHWA) (Smith et al., 1991; Evans et al., 1993a; Wilson et al.,
1999).

1.2 Purpose of Partial-Depth Spall Repair

In brief, partial-depth spall repair is removing an area of

deteriorated concrete that is generally limited to the top third of
a concrete pavement slab, and replacing it with a repair material
and perhaps a new joint sealant system. Partial-depth spall

*
Italicized words are defined in the glossary.

1
repairs may be placed along transverse and longitudinal joints,
and anywhere in the slab.

Partial-depth patches improve the ride of jointed concrete

pavements by repairing surface spalls, scaling, and popouts.
When placed along joints and combined with an appropriate
joint maintenance and resealing program, they reduce the
infiltration of moisture and the intrusion of incompressibles into
the joint. Properly placed partial-depth patches should last as
long as the rest of the pavement.

Partial-depth spall repair should also be considered before a

pavement is overlaid. If spalls are not repaired, the overlay is
likely to deteriorate and fail prematurely. Partial-depth spall
repairs should be completed after any undersealing or slab
jacking, but before diamond grinding and joint sealing.

1.3 Partial-Depth Patch Performance

Studies have shown that when partial-depth patches are

properly installed with good quality control, 80 to 100 percent
of the repairs perform well after 3 to 10 years of service
(Snyder et al., 1989; McGhee, 1977; Webster et al., 1978). In
the SHRP/FHWA-sponsored study, several types of partial-
depth patches were observed to have failure rates less than 20
percent after more than 5 years of service (Wilson et al., 1999).

However, improper design and construction practices,

combined with poor quality control and inspection, result in
poor performance. The most frequent causes of partial-depth
patch failure are:

! Improper selection of repair materials.

! Lack of bond between the patch and the pavement.

2
 ! Compression failure.
! Variability of the repair material.
! Improper use of repair materials.
! Insufficient consolidation.
! Incompatible thermal expansion between the repair
material and the original slab.
! Feathering of the repair material.

This manual recommends practices that may help avoid these

causes of failure.

1.4 Limitations

The cause and depth of spalling can limit the benefits of partial-
depth spall repair. If partial-depth spall repair is being
considered, cores should be taken at representative joints to
determine whether partial-depth spall repair should be used.
Spalling deeper than the top third of the slab, or spalling caused
by misaligned dowel bars or d-cracking, should not be repaired
with a partial-depth patch. In these cases, partial-depth spall
repairs are likely to fail because of high shear stresses.

3
2.0 Need for Partial-Depth Spall Repair
Incompressibles can become lodged in unsealed joints or cracks
during cool weather when a jointed PCC pavement shrinks and
the joints open. During warm weather, the pavement expands
and joints close. Incompressibles in the joints will prevent the
joints from closing and will produce high compressive stresses
along the joint faces. This may cause spalling at both the top
and bottom of the slabs. Figure 1 shows a partial-depth spall
caused by incompressibles. Curling/warping of PCC slabs can
also contribute to spalling by forcing the top and bottom edges
of slabs together, again resulting in high compressive stresses.

Partial-depth spall repairs may be used instead of full-depth

repairs when deterioration is located primarily in the upper third
of the slab and when existing load transfer devices are still
working. Partial-depth repairs may be more cost-effective than
full-depth repairs, such as when repairing shallow, small spalls
along the entire length of a joint with a full lane-width partial-
depth patch. Spalls caused by corroding metal joint inserts and
high reinforcing steel may also be repaired with partial-depth
patches.

Spalls caused by misaligned dowel bars or d-cracking should

not be repaired with partial-depth patches. Partial-depth
patches replace concrete only. They cannot accommodate the
movement of joints and cracks, load-transfer devices, or
reinforcing steel without undergoing high stress and damage.

2.1 Pavement Condition

Partial-depth spall repairs may be needed when a pavement is

rehabilitated to restore structural integrity, improve ride, and

5
 Figure 1. Partial-depth spall caused by incompressibles.

extend the life of the pavement. Partial-depth spall repairs

should not be used if the pavement must be rehabilitated by
cracking and seating, breaking and seating, or rubblization
before overlaying.

Partial-depth spall repairs may also be needed as part of a joint

resealing project. Partial-depth repair of spalled joint areas
creates a well-defined, uniform joint reservoir before resealing.
Partial-depth spalls must be repaired when using a preformed
compression seal to provide a uniform joint reservoir and to
prevent the seal from working out of the joint.

6
2.2 Climatic Conditions

The wetter and colder the climate, the greater the need for
timely partial-depth spall repair. However, spalling can occur in
any climate, and proper partial-depth spall repair will help
reduce further deterioration.

The damage caused by freezing and thawing cycles is a serious

problem in jointed PCC pavements. In wet and freezing
climates, the continued presence of water on and in the
pavement and the use of deicing salts often makes the damage
even worse.

Even in non-freezing climates, any moisture in the concrete can

cause corrosion of reinforcing steel in the pavement. Corroding
steel creates expansive forces that can lead to cracking, spalling,
and debonding of the concrete around it. Reinforcing steel
without enough concrete cover is even more likely to corrode.
Timely partial-depth spall repair can protect high reinforcing
steel that has not yet corroded and can prevent more serious
spalling.

Spalling may also occur in dry and freezing climates.

Incompressibles that are trapped in a joint when the adjacent
slabs contract during freezing create high compressive stresses
in the joint face when the slabs expand during thawing. Early
repair of nonfunctioning joint sealant systems, along with any
adjacent spalling, can protect the joint from further
deterioration.

7
3.0 Planning and Design
Spall repair performance is partially a function of design-related
parameters. Design-related causes of failure of partial-depth
patches include the following:

! Exclusion of some deteriorated concrete from the repair

boundaries.
! Incompatibilities between the climatic conditions during
repair placement and the materials or procedures used.
! Thermal incompatibility between the repair material and
the pavement.
! Climatic conditions during the life of the repairs that are
beyond the capabilities of the repair material.
! Inadequate cure time prior to opening repairs to traffic.
! Incompatibility between the joint bond breaker and the
joint sealant material.

3.1 Objectives in Selecting Materials and

Procedures

The objectives for selecting the materials and procedures used

in partial-depth spall repair depend on climatic conditions,
urgency, and future rehabilitation schedules. In adverse
patching conditions, when the spall presents a hazard to
highway users, a temporary repair may be needed. In this case,
the design should provide for adequate temporary patch life
until a permanent repair can be made. Material properties and a
repair technique that will accommodate the existing or expected
adverse conditions should be selected.

Spalls that are repaired before a pavement overlay do not need

patch edges as vertical and straight as they should otherwise be,
and the repair material does not need to wear well.

9
Furthermore, patches that are covered by an overlay will
undergo slower temperature changes than patches that are not
covered by an overlay. Therefore, thermal compatibility
between the patch and pavement may be less important for
these patches.

A partial-depth patch that will not be covered or destroyed in a

future rehabilitation will be exposed to traffic and climate for a
long time. In this case, it may be more cost-effective to choose
a material and repair procedure that cost more initially, but that
provide long-term performance.

Sometimes a spall must be repaired because it is hazardous to

highway users, but the pavement (and the patch) will be
destroyed during an upcoming rehabilitation. In this case,
design considerations should reflect the expected short life of
the patch. It may be more cost-effective to choose a low-cost
combination of material and repair methods.

The highway agency must determine the most cost-effective

material and repair method in light of the urgency of the partial-
depth spall repair and the rehabilitation schedule for the
pavement. Section 3.8 provides guidelines for doing so.

3.2 Assessing Existing Conditions

Before the design stage of partial-depth spall repair, the

highway agency should assess the local climate and condition of
the pavement. Factors to consider include the climatic
conditions expected during construction and throughout the life
of the patch; the degree, depth, and cause of spalling; the time
available before the patch must be opened to traffic; and the
need for other repairs, such as drainage, stabilization, etc. The
National Highway Institute (NHI) 4R Manual (Techniques for

10
Pavement Rehabilitation) is an excellent guide for assessing
and performing many highway repairs (ERES, 1993).

The highway agency can select an appropriate material and

procedure combination based on the results of this assessment,
equipment availability, maintenance crew or contractor
experience, cost constraints, and performance demands.

3.3 Selecting a Repair Material

The highway agency must determine which materials are suitable

for its particular environment and working conditions. Some
materials have tight working tolerances, such as air temperatures
and surface-wetting conditions during placement, mixing
quantities and times, and maximum depths of placement.
Material specifications must be carefully consulted during
material selection.

Material cost, shelf life, physical properties, workability, and

performance vary greatly among the different types of materials,
and from brand to brand within each type. When comparing
costs, the initial material cost plus the cost of installation in terms
of time, equipment, and labor must be considered. Section 3.8
presents a worksheet to help calculate these costs. Table 1 lists
properties and approximate cost factors for some materials
(Evans et al., 1991; Krauss, 1985; Tempe et al., 1984). The cost
factor is the ratio of the cost of the given material to the cost of a
typical rapid-setting Type III PCC material.

Material cost varies with the amount of material purchased and

the distance the material must be shipped. The cost factors
listed in table 1 are for illustration only. They do not include
the cost of shipping or discounts that may be realized through
large-volume purchases. Cementitious materials may be

11
 Table 1. Properties of some rapid-setting partial-depth spall repair materials.

Working Time, Installation Time-to-Traffic Moisture Conditionsb Material Cost

Product Material Category minutes Temp. Rangea (21EC), hours Factorc
Repair Surface Aggregate
Type III Cementitious 20 0 to 43EC 4 to 6 SSD to dry 1-3% to dry 1
PCC (PCC)
Duracal Cementitious 20 0 to 43EC 1.5 SSD to dry 1-3% to dry 0.7d
(gypsum-based)
Set-45 Cementitious 10 0 to 32EC 1.5 dry 1-3% to dry 3.5d
(magnesium phosphate)
Five Star Cementitious 20 0 to 32EC 1.5 SSD to dry 1-3% to dry 3
HP (high alumina)
Pyrament Hydraulic cement 30 0 to 43EC 2 to 3 SSD to dry 1-3% to dry 2
505

a
The installation temperature range shown is the temperature range at which the material manufacturer claims it can be installed. However, patching is
generally not recommended when the temperature is below 4oC or above 32oC. At cold or hot temperatures, special precautions may be needed, such as
the use of warmed or iced water during mixing, or insulating blankets during curing.
b
SSD = saturated, surface-dry; dry aggregate = oven-dried; 1-3% = 1-3% moisture allowed in the aggregate.
c
The cost factor is the ratio of the cost of a given material to the cost of a typical rapid-setting Type III PCC material. It includes the cost of bagged
aggregate, bonding agent if required, and admixtures if required.
d
Does not include the cost of the bonding agent. Bonding agent recommended if used in shallow patches.
e
The manufacturer states that an SSD pavement surface is acceptable; however, lab tests indicate that bonding needs a dry surface (Evans et al., 1993a).
f
The cost of spray-injection bituminous patching material represents averages provided by the manufacturers. These costs include the cost of purchasing
the equipment (amortized over the life expectancy of the equipment), maintenance, binder, aggregate, and other variable costs.

12
 Table 1. Properties of some rapid-setting partial-depth spall repair materials (continued).

Working Time, Installation Time-to-Traffic Moisture Conditionsb Material Cost

Product Material Category minutes Temp. Rangea (21EC), hours Factorc
Repair Surface Aggregate
SikaPronto 11 Polymer (modified 30 2 to 32EC 1.5 SSD to drye dry 16
methacrylate)
Penatron R/M Polymer (epoxy- 7 to 10 -23 to 66EC 0.5 dry dry 17
3003 urethane)
MC-64 Polymer (epoxy) 10 4 to 32EC 2 dry dry 23
Percol FL Polymer (urethane) 1 > -18EC 0.15 to 0.30 dry dry 9
UPM High Bituminous Not applicable 0 to 38EC immediately SSD to dry 1-3% to dry 0.5 to 0.6
Perf. Cold Mix
Spray-injection Bituminous Not applicable -23 to 38EC immediately SSD to dry 1-3% to dry 0.2 to 0.4f
mix

a
The installation temperature range shown is the temperature range at which the material manufacturer claims it can be installed. However, patching is
generally not recommended when the temperature is below 4oC or above 32oC. At cold or hot temperatures, special precautions may be needed, such as
the use of warmed or iced water during mixing, or insulating blankets during curing.
b
SSD = saturated, surface-dry; dry aggregate = oven-dried; 1-3% = 1-3% moisture allowed in the aggregate.
c
The cost factor is the ratio of the cost of a given material to the cost of a typical rapid-setting Type III PCC material. It includes the cost of bagged
aggregate, bonding agent if required, and admixtures if required.
d
Does not include the cost of the bonding agent. Bonding agent recommended if used in shallow patches.
e
The manufacturer states that an SSD pavement surface is acceptable; however, lab tests indicate that bonding needs a dry surface (Evans et al., 1993a).
f
The cost of spray-injection bituminous patching material represents averages provided by the manufacturers. These costs include the cost of purchasing
the equipment (amortized over the life expectancy of the equipment), maintenance, binder, aggregate, and other variable costs.

13
purchased from local distributors. Other materials may require
shipping and may therefore cost more. Manufacturers will
provide exact material and shipping costs upon request.

Highway agencies should select the most cost-effective material

that meets the requirements of the project. Cost-effectiveness is
a function of patch performance and life, as well as the
characteristics of a given project, such as traffic and user costs
(see section 3.8). Results from the recently concluded SHRP
H-106 spall repair study indicate good long-term (>5 years)
performance capabilities among most of the cementitious and
polymeric repair materials (Wilson et al., 1999). However, the
much lower material costs associated with these materials often
resulted in the lowest total life-cycle costs. In addition,
although bituminous cold-mix materials (including spray-
injection mixes) were shown to perform for much shorter
durations (2 to 4 years), their low installation costs occasionally
made them as cost-effective as the cementitious materials.

Table 2 shows some of the information in table 1 in a different

format. When the expected installation temperature, time-to-
traffic, and moisture conditions are known, table 2 can be used
to identify materials that may be acceptable for a project.
However, tables 1 and 2 show information on just a few rapid-
setting materials. Additional factors that can restrict material
selection are discussed in the following sections. Material
manufacturers should be consulted for complete details on the
correct use of their product.

3.3.1 Cementitious Concretes

Cementitious materials include PCC-based, gypsum-based,

magnesium phosphate, and high alumina concretes. Regular
PCC is the most common material used for spall repair;
however, if the road must be opened to traffic relatively quickly,
rapid-setting or high early-strength materials must be used.

14
Table 2. Initial material selection criteria for some rapid-setting
materials.

Materialsa

Criteria

MC64
Set45

Spray
UPM
SP11
5HP

PFL
Dur

Pen
Pyr
III
Installation temperatureb
-23oC < T < 0oC T T T T
0C#T<4C
o o b
T T T T T T T T T
4oC < T # 32oC T T T T T T T T T T T
T> 32 C o b
T T T T T T
Time-to-traffic at 21oC
5 min T T
30 min T T T T
2 hr T T T T T T T T T T
4 hr T T T T T T T T T T T
Aggregate moisture
1-3% moisture allowed T T T T T T
Oven-dried c
T T T T T T T T T T T
Pavement surface
moisture
Saturated, surface-dry T T T T Td T T
Dry e
T T T T T T T T T T T

a
III = Type III PCC, Dur = Duracal, St45 = Set-45, 5HP = Five Star HP, Pyr =
Pyrament 505, SP11 = SikaPronto 11, Pen = Penatron R/M-3003, MC64 =
MC-64, PFL = Percol FL, UPM = UPM High-Performance Cold Mix, Spray =
Spray-Injection Mix.
b
Patching is generally not recommended when the temperature is below 4oC or
above 32oC. At cold or hot temperatures, special precautions may be needed,
such as the use of warmed or iced water during mixing, or insulating blankets
during curing.
c
Water content should be adjusted as needed.
d
The manufacturer states that a saturated, surface-dry pavement surface is
acceptable; however, lab tests indicate that bonding needs a dry surface.
e
Wet surface before material placement if required by manufacturer.

15
Portland Cement Concrete

Typical PCC mixes combine Type I, II, or III portland cement

with coarse and fine aggregate. Type III portland cement, or
Type I portland cement, with the addition of a set-accelerator,
may be used when the concrete repair must be opened quickly
to traffic. The main difference between Type I and Type III
portland cement is that Type III is more finely ground than
Type I. When cement is ground more finely, more cement
surface area comes into contact with the water in the mix. This
speeds up the hydration rate, which speeds up strength
development and heat release during the first 7 days of curing.
Type II portland cement, even though it is ground to the same
fineness as Type I, gains strength too slowly to be used for
rapid repair.

Type III portland cement, with or without admixtures, has been

used for fast, permanent repairs longer and more widely than
most other materials because of its relatively low cost,
availability, compatibility with existing pavements, and ease of
use. Rich mixtures (420 kg/m3 to 540 kg/m3) gain strength
quickly in warm weather (4 to 12 hours). However, the rate of
strength gain may be too slow to permit quick opening to traffic
in cool weather. Insulating layers can be used to retain the heat
of hydration and reduce curing time.

Gypsum-Based Concrete

Gypsum-based (calcium sulfate) patching materials (e.g.,

Duracal, Rockite) gain strength rapidly and can be used in
temperatures above freezing (up to 43oC, for example, in the
case of Duracal). However, gypsum concrete does not appear
to perform well when exposed to moisture or freezing weather
(Stingley, 1977). In addition, the presence of free sulfates in
the typical gypsum mixture may promote steel corrosion in
reinforced pavements (Smith et al., 1991).

16
Magnesium Phosphate Concrete

Magnesium phosphate concretes (e.g., Set-45, Eucospeed MP,

Propatch MP) set very quickly, and make high early-strength,
impermeable patches that bond to clean and dry surfaces.
However, these materials are extremely sensitive to water on
the pavement, and even very small amounts of extra water in the
mix severely decreases strength. They also cannot be used with
limestone aggregates (Smith et al., 1991). These limitations
have led to variable field performance (Stingley, 1977; Tyson,
1977).

High Alumina Concrete

Calcium aluminate concretes (e.g., Five Star HP) gain strength

fast, bond well (adhere best to a dry surface), and shrink very
little during curing. However, they may lose strength over time
because of a chemical conversion that takes place, particularly
at high curing temperatures (Snyder et al., 1989; Stingley, 1977;
Smith et al., 1991).

3.3.2 Polymer Concretes

Polymer concretes are a combination of polymer resin,

aggregate, and a set initiator. The aggregate makes the
polymer concrete more economical, provides thermal
compatibility with the pavement, and provides a wearing
surface. The polymer concretes described in this manual are
epoxy, methyl methacrylate, and polyurethane concretes.

Epoxy Concrete

Epoxy concretes (e.g., MC-64, Burke 88/LPL, Mark 103

Carbo-Poxy) are impermeable and are excellent adhesives.
They have a wide range of setting times, application
temperatures, strengths, and bonding conditions. The epoxy

17
concrete mix design must be thermally compatible with the
pavement, otherwise the patch may fail. Deep epoxy repairs
often must be placed in lifts to control heat development.
Epoxy concrete should not be used to patch spalls caused by
reinforcing steel corrosion, as the rate of deterioration of
adjacent sound pavement may be accelerated (Furr, 1984).

Methyl Methacrylate Concrete

Methyl methacrylate concretes and high molecular weight

methacrylate concretes (e.g., SikaPronto 11, Degadur 510) are
polymer-modified concretes that could also be classified as
cementitious materials. They have relatively long working
times, high compressive strengths, and good adhesion. Many
methyl methacrylates are volatile and may pose a health hazard
from prolonged exposure to the fumes (Krauss, 1985). As with
all materials, material safety data sheets (MSDS’s) must be
obtained from the manufacturer and followed to ensure the safe
use of these materials.

Polyurethane Concrete

Polyurethane concretes (e.g., Percol FL, Penatron R/M-3003)

generally consist of a two-part polyurethane resin mixed with
aggregate. Polyurethanes generally set very quickly (90 sec).
Some manufacturers claim their materials are moisture-tolerant;
that is, they can be placed on a wet surface with no adverse
effects. This type of material has been used for several years
with variable results (Krauss, 1985; Mueller, 1988).

3.3.3 Bituminous Materials

Bituminous patches are used almost everywhere in all climates.

They are often considered temporary, but are sometimes left in
place for many years. They are fairly inexpensive, widely
available, and easy to place with small crews. They usually need

18
little, if any, cure time. The most effective bituminous materials
are the hot-mix asphalt concretes (HMAC). A few States have
successfully used bituminous spray-injection mixes (e.g., AMZ,
Rosco). Many proprietary bituminous cold mixes also perform
well (e.g., UPM High-Performance Cold Mix), although they
may become sticky and hard to work with at the upper end of
their placement temperature range.

3.3.4 Material Testing

Materials must be rigorously tested in a laboratory to determine

whether the product or mix design is suitable for a given region
or condition. The suggested approval or acceptance tests for
cementitious materials include:

! Compressive strength.
! Modulus of elasticity.
! Flexural strength.
! Bond strength.
! Freeze-thaw resistance.
! Scaling resistance.
! Surface abrasion resistance.
! Thermal compatibility.
! Coefficient of thermal expansion.

The suggested tests for bituminous cold mixes include:

! Workability.
! Stripping.
! Drainage.
! Cohesion.

These laboratory tests are index tests and do not necessarily

predict performance. Therefore, initial field testing should be
conducted. MSDS’s should be examined, as well as storage
requirements and shelf life.

19
3.4 Selecting Accessory Materials

Many materials besides the patching materials are used in the

partial-depth spall repair process. Bonding agents, joint bond
breakers, joint sealants, and curing compounds may also be
required. This section provides guidance in selecting these
accessory materials.

3.4.1 Bonding Agents

Different bonding agents require varying cure periods.

Therefore, the bonding agent should be selected after the repair
material has been chosen and the time-to-traffic has been
determined. Not all patching materials need a bonding agent.
The manufacturer's recommendation should always be followed.
Epoxy bonding agents should be used with Type III PCC
materials, as they provide a curing time of 6 hours or less.

3.4.2 Joint Bond Breakers

Joint bond breakers (polyurethane, polystyrene, or polyethylene

strips, and fiberboards) prevent patches installed at a joint from
bonding to the adjacent slab. Joint bond breakers must be non-
absorbent, closed cell, chemically inert, compressible with good
compression recovery, and compatible with the joint sealant.
Bond breakers used with hot-poured sealants must be heat-
resistant for the installation temperature of the sealant. Section
4.5 describes how to install joint bond breakers.

Joint bond breakers that have been scored at an appropriate

depth before placement, as shown in figure 2, are
recommended, as they save time and labor. Once the scored
bond breaker has been placed in the clean joint, and the patch
has been installed and has cured or set, the top strip is removed.
This provides a clean surface and a pre-formed joint reservoir
that is ready for the installation of the joint sealant. Fiberboard

20
 Figure 2. Scored joint bond breaker.

is more rigid than other types of bond breakers. It should be

used at the lane-shoulder joint where more support is needed.

For information on selecting dimensions for the joint reservoir

(the width of the joint bond breaker, and the depth of scoring),
consult Materials and Procedures for Repair of Joint Seals in
Concrete Pavements–Manual of Practice (Evans and Romine,
1993b).

21
3.4.3 Curing Materials

Water loss during curing causes the patch volume to decrease.

This can lead to shrinkage cracks and poor bond. Therefore,
curing methods that reduce water loss should be used. The
recommended moist curing methods are:

! Water curing.
ý continuous water spraying.
ý saturated coverings (burlap, sand, or straw).
! Sealed curing.
ý plastic sheeting.
ý curing compounds.

Water curing supplies additional water and prevents moisture

loss. Continuous water spraying works well only when water
and labor are plentiful and runoff is not a problem.
Furthermore, vigorous spraying can erode the patch. Saturated
coverings need periodic wetting, but may provide insulation in
winter if topped with a dry layer. Potable water that is clean
and free of oil, salt, and other contaminants must be used when
water curing.

Sealed curing does not add water to the patch, but does prevent
moisture loss when uniformly and adequately applied.
Pigmented, liquid, membrane-forming curing compounds are
popular because their opaque color shows whether they have
been adequately applied; they can reflect or absorb sunlight; and
they do not blow away. They also do not require rewetting or
large amounts of water on the construction site.

Curing compounds can interfere with bonding between the

overlay and the patch. However, unless the patch is large, such
as a full lane-width patch, the effect on bonding should not be
that great. A large patch can be cleaned before overlaying if the
curing compound has not already worn off. Curing compounds

22
should not be used in the fall if the patch will soon be exposed
to deicing salts. Curing compounds should be white in color in
hot weather, and gray or black in cold weather.

3.4.4 Joint Sealants

An appropriate joint sealant must be installed to ensure the

performance of the partial-depth patch. The sealant must
prevent water and incompressibles from entering the joint. If
the pavement will not be overlaid and the remaining life of the
pavement is expected to be long, silicones and high-quality hot-
poured rubberized or polymerized asphalt sealants are generally
recommended. If the pavement will be overlaid, the joints
should still be filled, but lower quality materials may be
acceptable. For information on selecting a joint sealant, consult
the Materials and Procedures for Repair of Joint Seals in
Concrete Pavements–Manual of Practice (Evans and Romine,
1993b).

3.5 Selecting Dimensions of the Repair Area

Partial-depth patches should be limited in depth to the top third

of the slab and should never come in contact with dowel bars.
If dowel bars are reached, a full-depth spall repair must be
used. Partial-depth patches must be at least 50 mm deep for
weight and volume stability. They should extend 50 mm to 150
mm in each possible direction beyond the spalled area, and be at
least 100 mm wide and 250 mm long. Table 3 shows the
minimum dimensions for patches in various locations. Figures 3
and 4 show the minimum dimensions of partial depth patches
located at one joint; figures 5 and 6, at two joints.

23
 Table 3. Minimum dimensions of repair area for spalls at
various locations.

Location Minimum Dimensions of Repair Area

of
Spalling Depth Length Width
(mm) (mm) (mm)

At One 250 or length of 100 or width of

Joint 50 spalled area + 100 spalled area + 50
whichever is greater whichever is greater
At Two 200 or length of 100 or width of
Joints 50 spalled area + 50 spalled area + 50
whichever is greater whichever is greater
Away 250 or length of 140 or width of
From 50 spalled area + 100 spalled area + 100
Joints whichever is greater whichever is greater

Areas less than 150 mm long or 40 mm wide are normally not

patched, but are filled with a sealant. Patches less than 300 mm
from each other should be repaired with one patch, as shown in
figures 4 and 6. When several small spalls exist at one joint, it
usually costs less to patch the entire joint length than to repair
individual spalls.

In the early stages of spalling, there are often weak areas in the
slab that cannot be seen. The extent of deterioration should be
determined by sounding–striking the concrete with a solid steel
rod, chain, or ball-peen hammer and listening to the sound
produced. A clear ringing sound indicates sound concrete,
while a dull sound indicates weak concrete. All weak concrete
must be located and included within the patch boundaries.

24
Figure 3. Dimensions of patch at one joint.

25
 Figure 4. Dimensions of patch at one joint for spall
less than 300 mm apart.

26
Figure 5. Dimensions of patch at two joints.

27
Figure 6. Dimensions of patch at two joints for spalls less
than 300 mm apart.

28
3.6 Selecting Patch Preparation Procedures

The patch preparation procedures discussed in this manual

include the saw-and-patch procedure, the chip-and-patch
procedure, the mill-and-patch procedure, the waterblast-and-
patch procedure, and the clean-and-patch procedure. The only
difference between these patch preparation procedures is the
method used to remove the deteriorated concrete. Sandblasting
and airblasting are highly recommended for all preparation
procedures, though they may be impractical under adverse
conditions.

When selecting a procedure, the highway agency should

consider equipment availability and cost, the availability of a
crew trained in the procedure, the available construction time,
and the performance and cost-effectiveness (section 3.8) of the
procedure. Results from the recently concluded SHRP H-106
spall repair study indicate no significant differences in the
performance capabilities of the saw-and-patch, chip-and-patch,
mill-and-patch, and waterblast-and-patch methods (Wilson et
al., 1999). However, the lower installation costs associated
with the chip-and-patch procedure make it the more attractive
approach from an overall cost-effectiveness standpoint.

3.6.1 Saw and Patch

The first step in the saw-and-patch procedure is sawing the

patch boundaries with a diamond blade saw. The deteriorated
concrete in the center of the patch is then removed using a light
jackhammer with a maximum weight of 6.8 kg; a jackhammer
with a maximum weight of 13.6 kg may be allowed if damage to
sound pavement is avoided. Finally, the deteriorated concrete
near the patch borders is removed using a light jackhammer
with a maximum weight of 6.8 kg and handtools. The work
should progress from the inside of the patch toward the edges,

29
and the chisel point should be directed toward the inside of the
patch.

The advantages of the saw-and-patch procedure include the

following:

! The saw leaves vertical edge faces.

! The forces experienced by the pavement during chipping
are isolated within the sawed boundaries.
! Very little spalling of the remaining pavement occurs.
! Removing the deteriorated concrete within the sawed
boundaries is usually easier and faster when the
boundaries are sawed than when they are not sawed.
! Most crews are familiar with the method.

The disadvantages of the saw-and-patch procedure include the

following:

! More workers are required than in the other procedures.

! Since water is used when sawing, the repair area is
saturated for some time, possibly delaying the repair.
! Saw overcuts weaken the repair area and must be
cleaned and sealed.
! The saw may encroach into the open lane of traffic.
! The polished, vertical patch boundary faces may lead to
poor bonding.

If the patching material is moisture-sensitive and will not bond

to a wet surface, placement must be delayed. This can be
avoided by sawing joints and boundaries 1 to 2 days before
removing and replacing the material. (Sawed edges do not spall
when traffic is allowed onto repair areas that have been cut 1 to
2 days in advance.) However, if more unsound concrete is later
found beyond the sawed boundaries, the saw must be brought
back to saw new boundaries, possibly causing further delay.

30
Also, the saw may encroach into the open lane of traffic if the
spall is near the open lane, creating a hazardous situation.

Saw overcuts occur because the boundaries must be overcut 50

mm to 75 mm in each direction to obtain the needed depth of
cut. These overcuts create weak areas that may deteriorate
unless cleaned and sealed.

3.6.2 Chip and Patch

The chip-and-patch procedure is the same as the saw-and-patch

procedure, except the patch boundaries are not sawed. The
deteriorated concrete in the center of the patch is removed using
a light jackhammer with a maximum weight of 6.8 kg; however,
a jackhammer with a maximum weight of 13.6 kg may be
allowed if damage to sound pavement is avoided. The
deteriorated concrete near the patch borders is then removed
using a light jackhammer with a maximum weight of 6.8 kg and
handtools. The work should progress from the inside of the
patch toward the edges, and the chisel point should be directed
toward the inside of the patch.

The advantages of the chip-and-patch procedure include the

following:

! The rough vertical edge produced promotes bonding.

! There are no saw overcuts.
! It has fewer steps than the saw-and-patch method.
! Spalling is controlled by using light hammers at the
edges.
! It may be quicker than the saw-and-patch method.

The chip-and-patch procedure may be faster because it has

fewer steps: the patch boundaries are not sawed, and there are
no saw overcuts to be cleaned and sealed. Once joint sawing is

31
completed (see section 4.2.2), the saw is not needed again, even
if more unsound concrete is later found beyond the boundaries.

The disadvantages of the chip-and-patch procedure include the

following:

! Sound concrete may be damaged by heavy hammers.

! Jackhammers can cause feathered patch edges.
! Vertical sides are difficult to achieve.

The transmission of destructive forces may be reduced by using

a heavy hammer only at the center of the repair area and a light
hammer around the edges. If the selected repair material should
not be feathered (e.g., some cementitious materials), a minimum
25-mm vertical face on all sides must be specified; that is, the
top portion of the patch boundaries must be vertical for at least
25 mm.

3.6.3 Mill and Patch

Some States have successfully used carbide-tipped milling

machines for spall repair (Zoller et al., 1989). Standard milling
machines with 305-mm- to 457-mm-wide cutting heads have
proven efficient and economical, particularly when used for
large areas (e.g., for full lane-width repairs). The milling
operation leaves a rounded cavity that may be made vertical by
hammering or sawing. The milling machine should have a drum
diameter of 0.9 m or less and make a 305-mm-wide cut or
narrower.

The advantages of the mill-and-patch procedure include the

following:

! It is efficient and economical when repairing large areas.

! It leaves a rough, irregular surface that promotes
bonding.

32
The disadvantages of the mill-and-patch procedure include the
following:

! If the spall is less than 0.09 m2, the patch may be larger
than needed, because the smallest milling head currently
available provides a 0.09 m2 cut.
! The milling operation may cause spalling on the adjacent
pavement edges.
! The milling machine makes a hole with two rounded
edges (perpendicular to the direction of milling) that
should be made vertical by chiseling if they are
perpendicular to the direction of traffic.

Some milling machines seem better suited for milling asphalt

and than for milling concrete. More powerful equipment may
increase concrete milling efficiency and reduce spalling of the
adjacent pavement.

The orientation of the rounded edges should be parallel to the

direction of traffic whenever possible, as shown in figure 7.
However, due to traffic in the adjacent lane, the equipment may
not always be able to maneuver into such an orientation. The
larger the repair areas and the farther they are from the adjacent
lane of traffic, the higher the efficiency of the milling operation.
The efficiency of milling is also affected by the number of
milling teeth that must be replaced per day.

Milling machines are readily available in many regions of the

United States. However, a suitable machine at a reasonable
cost may not be available at a specific project site.

3.6.4 Waterblast and Patch

The waterblast-and-patch procedure uses a high-pressure water

jet to remove the deteriorated concrete. Several States are
testing this method for repairing pavements. The waterblasting

33
 Figure 7a. Recommended orientation of milled patch.

Figure 7b. Milled patch with rounded edges.

34
machine should be capable of producing a stream of water at
100,000 kPa to 200,000 kPa and should be controlled by a
mobile robot. The waterblasting equipment must be capable of
removing deteriorated concrete at an acceptable production
rate, be under continuous automatic control, and have filtering
and pumping units operating with a remote-controlled robotic
device. The noise level must be less than 90 decibels at a
distance of 15 m from either the power pack unit or the remote
robot.

The advantages of waterblasting include the following:

! It requires fewer workers than the other procedures.

! Once an experienced operator adjusts the operating
parameters, only weak concrete is removed.
! The patch surfaces produced are vertical, rough, and
irregular, and enhance bonding.
! No hauling is required.

The disadvantages of waterblasting include the following:

! The finished surfaces are saturated. Placement must be

delayed until the area dries unless the repair material is
not moisture-sensitive.
! The fine slurry laitance remaining after the procedure
requires careful attention during cleaning.
! A shield must be built around the repair area to protect
traffic if the patch is next to a lane carrying traffic.
! It can be difficult to control the depth of removal and,
hence, patch size/volume.
! Equipment rental is expensive.
! It can be difficult to obtain a good production rate;
performance of waterblasting equipment has been
variable, and waterblasting had to be abandoned in
several recent projects.

35
Some manufacturers expect a concrete removal rate of 5.6
m2/hour from their waterblasting equipment. But problems with
equipment or very tough aggregate (such as granite) can quickly
drop the production rate to as low as 0.7 to 1.4 m2/hour. The
waterblasting equipment must function properly, and the
operator must be very skilled to achieve high production rates.

3.6.5 Clean and Patch

Adverse patching conditions consist of an air temperature below

4oC and a repair area that is saturated with surface moisture.
Under these conditions, highway agencies often use the clean-
and-patch procedure to perform emergency repairs.
Deteriorated and loose concrete is removed with handtools and
swept away using stiff brooms. Occasionally, a light
jackhammer may be used if the spalled area is large or if the
cracked concrete is held tightly in place. The clean-and-patch
procedure should be used only if a spall is hazardous to highway
users and the climate is so adverse that no other procedure can
be used.

3.7 Estimating Material, Equipment, and Labor

Estimates of the amount of materials needed will depend on the

size and number of spalls, as well as the type of repair material
selected. Many repair materials have a range within which they
may be extended with aggregate (e.g., Type III PCC, Duracal,
Set-45, Five Star HP, Pyrament 505). Other materials require
that the aggregate be placed in the repair hole before the
material itself is applied (e.g., Percol FL, Penatron R/M-3003).
Volume yields of these two types of materials will depend on
the size and amount of the aggregate used to extend the
material. Extending a material with aggregate (up to the
manufacturer's approved limit) will make the mix more
thermally compatible with the existing pavement and will reduce

36
its overall cost. The total volume needed to fill all the patches
should be estimated, and material manufacturers should be
consulted to determine the necessary amount of materials.

Once a repair material has been chosen, the manufacturer's

material specifications should be consulted for equipment
requirements. Table 4 shows the equipment typically used for
the five spall preparation procedures that are discussed in this
manual. Table 5 shows the mixing and placement equipment
and supplies typically used with some rapid-setting spall repair
materials. Table 6 shows the personnel typically used with the
five spall preparation procedures. Table 7 shows the personnel
typically used for the mixing and placement of some rapid-
setting partial-depth spall repair materials.

In certain cases (e.g., the pre-placement of the aggregate with

Percol FL or Penatron R/M-3003, and the insertion of the joint
bond breaker), one person can be used for two activities that do
not occur at the same time. A supervisor may be needed to
oversee the crews and their operations. Additional personnel
may be needed for inspection and traffic control.

3.8 Overall Cost-Effectiveness

Calculating overall cost-effectiveness of a partial-depth patching

operation requires an estimate of the cost of materials, labor,
equipment, the expected life of the partial-depth patch when
constructed with a particular material and method, and user
inconvenience. The initial cost of materials, labor, and
equipment can be estimated fairly easily. However, the
adjustment of all costs to reflect the expected life of the given
repair requires that the expected life be known. Calculating
user costs is even more difficult.

37
 Table 4. Typical equipment used for the five patch
preparation procedures.

Preparation Procedurea
Equipment S C M W A
Sounding equipment: rod, chain, or T T T T Tb
ball-peen hammer
Double-bladed concrete saw for joint T T T T
sawing
Single-bladed concrete saw for sawing T
patch boundaries
6.8-kg jackhammer with air T T Tc Td
compressor
13.6-kg jackhammer with air Te Te
compressor
Stiff brooms for debris removal T T T T T
Handtools (pick axe, etc.) T T T
Truck for hauling removed material T T T T
Waterblasting machine T
Milling machine T
Sandblasting equipment with T T T T Tb
directional nozzle, sand, air compressor
Airblasting equipment with oil and T T T T Tb
water filtering capability, air
compressor

a
S = saw and patch, C = chip and patch, M = mill and patch, W =
waterblast and patch, and A = adverse-condition clean and patch.
b
Sounding, sandblasting, and airblasting may not be practical
under adverse conditions.
c
To remove rounded edges.
d
Jackhammering may be used for large areas, or when the
deteriorated concrete cannot be removed using handtools.
e
6.8-kg jackhammers are preferred. 13.7-kg hammers should never
be used at patch boundaries.

38
Table 5. Typical mixing and placement equipment and supplies.

St45
5HP

SP11

UPM
III

PFL
Dur

MC64

Pen

Pyr

Spray
Typical Equipment and
Suppliesa
Potable water/hose/pump T T T T T T
b
Drum mixer (1.9-2.5 m ) 3
T T T
Mortar mixer (0.9-1.2 m3) T T T
483-mm elec. drills & Tc Tc Tc T
533-mm stainless steel
Jiffy mixers
Bonding agent brush/roller T T
Vibrators and/or screeds T T T T T
Trowels T T T T T T T
Shovels T T T T T T T
Curing compound, T T T T
applicator, burlap, or
plastic sheetingd
Insulating blanketse T T
Vibratory roller or plate T
Electric generatorf T T T T T T T T T
Grayco Percat 500g T
Spray-injection machineh T
Non-water cleaning solvent T T T T T
Compression cylinders/rod T T T T T
Slump cone T T T T T
Air meter, rod, water bulb T

a
III = Type III PCC, Dur = Duracal, St45 = Set-45, 5HP = Five Star HP, M64 =
MC-64, SP11 = SikaPronto 11, Pen = Penatron R/M-3003, Pyr = Pyrament
505, PFL = Percol FL, UPM = UPM High-Performance Cold Mix, Spray =
Spray-Injection Mix.
b
Mixer should have twice the volume of the amount of material to be mixed.
c
Capable of 400 to 600 rpm.
d
May be used in hot (> 29oC), windy (> 40 km/h) weather.
e
In weather below 7oC.
f
As needed; sufficient for demand.
g
Air-driven, automatic, ration-metering pump.
h
Capable of delivering chip-size aggregate and asphalt emulsion (e.g., AMZ,
Rosco, Durapatcher).

39
 Table 6. Typical personnel used for spall repair procedures.

Procedure Typical Personnel Total

Joint sawing 1 person operating saw 2

1 person directing saw
Saw and patch 1 person operating saw
1 person directing saw
2 persons operating jackhammers 7
2 persons cleaning repair hole
1 person removing debris
Chip and 2 persons operating jackhammers
patch 2 persons cleaning repair hole 5
1 person removing debris
Mill and patch 1 person operating milling machine
1 person directing milling machine
2 persons operating jackhammers 7
2 persons cleaning repair hole
1 person removing debris
Waterblast 1 person operating waterblaster
and patch 1 person operating water truck 3
1 person cleaning repair hole
Clean and 1 person using handtools (or
patch jackhammer if necessary) 2
1 person cleaning repair hole
Inserting joint 1 person installing bond breaker
bond breaker (otherwise available for other 1
activities)

40
 Table 7. Typical personnel used for mixing and placing.

Material Typical Personnel Total

Type III 2 persons mixing and applying epoxy

PCC 1 person proportioning and mixing Type III mix 5
2 persons placing, compacting, and finishing
Duracal 1 person proportioning and mixing Duracal 3
2 persons placing, compacting, and finishing
Five Star HP 1 person proportioning and mixing Five Star HP
2 persons placing, compacting, and finishing 4
1 person spraying curing water
Set-45 1 person proportioning and mixing Set-45 3
2 persons placing, compacting, and finishing
Pyrament 1 person proportioning and mixing Pyrament 505 3
505 2 persons placing, compacting, and finishing
Sika 2 persons mixing and applying SikaPronto 19
Pronto 11 1 person proportioning and mixing SikaPronto 11 5
2 persons placing, compacting, and finishing
MC-64 4 persons mixing MC-64 6
2 persons placing and finishing
Percol FL 1 person placing rock into prepared hole
1 person driving truck with pumps and tanks 4
1 person applying Percol FL
1 person applying broadcast aggregate
Penatron 1 person placing rock into prepared hole
R/M-3003 2 persons mixing Penatron R/M-3003 6
3 persons placing and finishing
UPM High- 2 persons shoveling and placing mix
Performance 1 person operating vibratory roller or plate 3
Cold Mix
Spray- 1 person driving truck
Injection 1 person operating binder/aggregate sprayer 2
Mix

41
3.8.1 Cost-Effectiveness Worksheet

This section presents a worksheet that helps calculate the cost

of a partial-depth spall repair operation. The worksheet asks
the user to enter values and perform calculations in a step-by-
step fashion. When worksheets have been completed for
different combinations of materials and procedures, they can be
compared to determine which combination is the most cost-
effective.

The cost-effectiveness worksheet is shown in figure 8.

Explanations for the variables included in the worksheet follow.

Project Size or Seasonal Partial-Depth Patching Needs

(A) Expected Number of Patches–The number of

partial-depth patches (not the number of spalls, as
several small spalls may be repaired with one patch)
expected in the project or in a given season. This
number could be based either on the number of
spalls repaired in the previous season or on a field
survey.

(B1) Average Finished Patch Length–The expected

average length of the finished patches, in millimeters.
This value could be based either on data from the
previous season or on a field survey where several
patches throughout the project are sounded to
determine the dimensions of the deteriorated area.
This value is helpful in estimating the amount of
repair materials needed in the project (e.g., bonding
agent, curing compound, joint bond breaker, etc.)

42
ESTIMATE OF PROJECT SIZE OR SEASONAL PARTIAL-
DEPTH PATCHING NEEDS
amount units
Expected Number of Patches _______ (A)
Average Finished Patch Length _______ mm (B1)
Average Finished Patch Width _______ mm (B2)
Average Finished Patch Depth _______ mm (B3)
Expected Total Volume of Finished Patches
[(B1 × B2 × B3 × A) ÷ 109] _______ m3 (C)

MATERIAL COSTS (e.g., cold mix, cement, aggregate, sand, bonding

agent, joint bond breaker, curing agent, etc.)

Material 1 = ________________________
Material 1 Purchase Cost _______ $/__ (D1)
Expected Material 1 Needs _______ ____ (E1)
Material 1 Shipping Cost _______ $ (F1)
Total Material 1 Cost [(D1 × E1) + F1] _______ $ (G1)

Material 2 = ________________________
Material 2 Purchase Cost _______ $/__ (D2)
Expected Material 2 Needs _______ ____ (E2)
Material 2 Shipping Cost _______ $ (F2)
Total Material 2 Cost [(D2 × E2) + F2] _______ $ (G2)

Material 3 = ________________________
Material 3 Purchase Cost _______ $/__ (D3)
Expected Material 3 Needs _______ ____ (E3)
Material 3 Shipping Cost _______ $ (F3)
Total Material 3 Cost [(D3 × E3) + F3] _______ $ (G3)

Material 4 = ________________________
Material 4 Purchase Cost _______ $/__ (D4)
Expected Material 4 Needs _______ ____ (E4)
Material 4 Shipping Cost _______ $ (F4)
Total Material 4 Cost [(D4 x E4) + F4] _______ $ (G4)

Figure 8. Cost-effectiveness worksheet.

43
 LABOR COSTS
amount units
Number in Repair Crew _______ (H)
Average Daily Wage per Person _______ $/day (I)

Number in Traffic Control Crew _______ (J)

Average Daily Wage per Person _______ $/day (K)

Supervisor Daily Wage _______ $/day (L)

EQUIPMENT COSTS

Material Truck _______ $/day (M)

Traffic Control Truck and Signs _______ $/day (N)

Patch Preparation Equipment

(e.g., concrete saw, jackhammer, _______ $/day (O1)
milling machine, waterblaster) _______ $/day (O2)

Cleaning Equipment _______ $/day (P1)

(e.g., sandblaster, airblaster) _______ $/day (P2)

Mixing Equipment _______ $/day (Q1)

(e.g., mortar mixer, Jiffy mixer) _______ $/day (Q2)

Consolidation/Compaction Equipment
(e.g., pencil vibrator, vibrating
screed, vibratory roller) _______ $/day (R)

Extra Equipment Truck _______ $/day (S)

Miscellaneous Equipment _______ $/day (T1)

(e.g., spray-injection machine, _______ $/day (T2)
joint sealing equipment, etc.)

Figure 8. Cost-effectiveness worksheet (continued).

44
SUMMARY COSTS
amount units
Total Material Cost
(G1 + G2 + G3 + G4 + ...) _______ $ (U)

Total Daily Labor Cost

[(H × I) + (J × K) + L] _______ $/day (V)

Total Equipment Cost

[M + N + (O1 + O2 + ...) +
(P1 + P2 + ...) + (Q1 + Q2 + ...) +
R + S + (T1 + T2 + ...)] _______ $/day (W)

User Delay Costs _______ $/day (X)

Average Daily Productivity _______ patches/day (Y)

Estimated Number of Days

for Patching Operation (A ÷ Y) _______ days (Z)

Total Patching Operation Cost

[U + {Z × (V + W + X)}] _______ $ (AA)

Expected Mean Life for Partial-Depth

Patches1 (Duration may vary) _______ months (BB)

Time to Pavement Rehabilitation _______ months (CC)

Effective Patching Cost Over Time

[AA × (CC/BB)] _______ $ (DD)
1
Until expected mean life values have been determined, agency experience
should be applied. See Appendix B for calculation examples.

Figure 8. Cost-effectiveness worksheet (continued).

45
 (B2) Average Finished Patch Width–The expected
average width of the finished patches, in millimeters.
This value could be based either on data from the
previous season or on a field survey where several
patches throughout the project are sounded to
determine the dimensions of the deteriorated area.
This value is helpful in estimating the amount of
repair materials needed in the project (e.g., bonding
agent, curing compound, joint bond breaker, etc.)

(B3) Average Finished Patch Depth–The expected

average depth of the finished patches, in millimeters.
This value could be based either on data from the
previous season or on a field survey where several
patches in the project are sounded and cored to
determine the depth of the deteriorated area. This
value is helpful in estimating the necessary depth of
the joint bond breaker or fiberboard.

(C) Expected Total Volume of Finished Patches–The

estimated total in-place volume of material needed to
fill the patches, in cubic meters, based on the
estimated average length (B1), width (B2), and depth
(B3). This value could be based either on the
previous season's data or on the results of a field
survey. This value is helpful in estimating the
amount of material components needed for the
project (e.g., cold mix, cement, aggregate, sand,
etc.)

Material Cost Variables

(Dn) Material Purchase Cost–The cost of purchasing

each material used to repair the partial-depth spalls.
Materials will include the patching material, and
possibly a material such as a bonding agent, joint

46
 bond breaker, or curing compound. This cost does
not include shipping costs. The amount should be
entered in dollars per metric ton, cubic meter, liter,
meter, etc., as appropriate for each material. If there
are more than four materials, the worksheet can be
duplicated.

(En) Expected Material Needs–The amount of each

material needed for the project, such as the amount
of the patching material, bonding agent, joint bond
breaker, or curing compound, taking into
consideration a wastage factor of 10 to 20 percent.
The amount should be entered in units of metric ton,
cubic meter, liter, meter, etc., as appropriate for
each material.

(Fn) Material Shipping Cost–The cost of shipping each

material from the site of production to the site of
storage during the project, in dollars.

(Gn) Total Material Cost–The total cost of each

material, including shipping, in dollars.

Labor and Equipment Costs Worksheet Variables

(H) Number in Repair Crew–The number of workers

who will be performing the partial-depth patching
operation, not including traffic control personnel.

(I) Average Daily Wage per Person–The average

wage paid to the members of the repair crew, in
dollars per day. By multiplying this figure by (H),
the total labor costs for the workers doing the
patching can be obtained.

47
 (J) Number in Traffic Control Crew–The number of
workers required to set up and conduct the traffic
control operation. When the repair crew sets up
signs and cones before the repair operation, the
number of traffic control workers would be zero, so
that the workers are not counted twice.

(K) Average Daily Wage per Person–The average

wage paid to the members of the traffic control
crew, in dollars per day. By multiplying this number
by (J), the total labor costs for the workers doing the
traffic control can be obtained.

(L) Supervisor Daily Wage–The wage paid to the

supervisor who oversees the repair operation, in
dollars per day.

(M) Material Truck–The operating charge associated

with the truck carrying the repair materials
(excluding the driver's wages), in dollars per day.
Only trucks carrying the repair material should be
included.

(N) Traffic Control Truck and Signs–The cost

associated with all traffic control, including the cost
of arrow boards, attenuator trucks, etc., in dollars
per day. If vehicles are used to set up traffic control
and then are used for other activities during the day,
a fraction of the daily cost should be used to
approximate the time spent setting up traffic control
for the repair operation. The amount entered should
not include the cost of labor.

(On) Patch Preparation Equipment–The cost

associated with each piece of equipment that is used
to saw the patch boundaries and/or to remove the

48
 deteriorated concrete (e.g., concrete saw,
jackhammers, milling machine, waterblasting
machine, etc.), in dollars per day.

(Pn) Cleaning Equipment–The cost associated with

each piece of equipment used to clean the repair hole
after the deteriorated concrete has been removed, in
dollars per day. If a spray-injection machine's air
hose is used to clean the repair hole, this value
should be zero.

(Qn) Mixing Equipment–The cost associated with each

piece of equipment used to mix the repair
material(s), in dollars per day.

(R) Consolidation/Compaction Equipment–The cost

associated with the equipment used to consolidate
or compact the patches, in dollars per day.

(S) Extra Equipment Truck–The cost associated with

any equipment used to transport preparation,
cleaning, mixing, consolidation, or compaction
equipment to the site, in dollars per day.

(Tn) Miscellaneous Equipment–The cost associated

with each piece of any other equipment used in the
partial-depth spall repair process that was not
included in (M) through (S) (e.g., spray-injection
machine, joint-sealing equipment, etc.), in dollars per
day.

Summary Costs

(U) Total Material Cost–The cost of all materials used

in the partial-depth spall repair process, in dollars.

49
 (V) Total Daily Labor Cost–The cost per day of all
labor used in the partial-depth spall repair process, in
dollars per day.

(W) Total Equipment Cost–The cost per day of all

equipment used in the partial-depth spall repair
process, in dollars per day.

(X) User Costs–The costs to the highway user per day

due to the delay associated with the repair operation,
in dollars per day. This value is fairly difficult to
calculate; the agency may rely on its experience.

(Y) Average Daily Productivity–The rate at which the

partial-depth spall repair patching can be done by the
patching crew, in patches per day. This amount
should reflect the size and experience of the crew
specified above.

(Z) Estimated Number of Days for Patching

Operation–An estimate of the number of days
required to perform the partial-depth spall repairs.

(AA) Total Patching Operation Cost–The total initial

cost of the entire partial-depth repair process, in
dollars. It does not take into account the expected
life of the partial-depth patches. To compare the
cost-effectiveness of different material and
procedure combinations without knowing the
expected life of the patches, the total cost per
project can be compared.

(BB) Expected Mean Life–An estimate of how long the

patches will survive. The amount entered should be
in months.

50
 (CC) Time to Rehabilitation–An estimate as to the
amount of time remaining before rehabilitation will
be performed on the pavement surface. The amount
should be entered in months.

(DD) Effective Patching Cost–The cost of partial-depth

patching, in dollars, adjusted to reflect the expected
life of the partial-depth patches and the expected
time until rehabilitation.

3.8.2 Determining Cost-Effectiveness Inputs

The cost-effectiveness analysis requires an evaluation of the

maintenance crew, their past efficiency, their current salary
levels, and the availability of equipment. The costs of materials,
shipping, and rental equipment may be obtained from
manufacturers and dealers such as those listed in Appendix E.
It is difficult to obtain accurate user costs and partial-depth
patch survival rate for a given material and procedure.
Pavement condition, material quality, climatic conditions, and
crew ability all factor into these values. Guidelines for
calculating expected mean life for patches are given in chapter
5; examples of cost-effectiveness calculations are included in
Appendix B.

51
4.0 Construction
The most frequent construction-related causes of partial-depth
patch failure include the following:

! Failure to square the hole.

! Failure to remove all deteriorated material.
! Inadequate cleaning.
! Lack of bond.
! Failure to re-establish the joint (compression failure).
! Variability of the repair material.
! Insufficient consolidation.

This chapter provides guidelines for each step in the

construction process to help eliminate these causes of failure.
The topics covered include: traffic control, safety precautions,
materials testing, joint preparation, patch preparation, mixing
the repair materials, placing the repair materials, consolidating
and compacting, screeding and finishing, curing, joint sealing,
cleaning up, opening to traffic, and inspection of the
construction process.

4.1 Traffic Control

Whenever any partial-depth patching operation is performed, it

is very important to provide adequate traffic control. This
ensures a safe working environment for the maintenance crew
and safe travel for vehicles in the construction area. Traffic
control operations should cause the least possible amount of
disturbance in the flow of traffic. While the actual traffic
control requirements for each construction site will vary, every
maintenance agency has the responsibility of ensuring that all
necessary steps are taken to maintain safety.

53
4.2 Safety Precautions

Many rapid-setting materials require special safety precautions,

both to protect the maintenance workers using them and to
protect the environment. It is extremely important that
highway agencies follow all instructions regarding worker
protection and repair material disposal. These instructions
are available from the manufacturer in the form of
MSDS’s.

In addition, the agency should follow safety instructions for

worker protection and material disposal for any other accessory
material or substance used (e.g., solvents, bonding agents, joint
bond breakers, admixtures, curing compounds, etc.), as well as
for all equipment that is used in the partial-depth spall repair
process.

Some common-sense safety precautions for using materials and

equipment in the partial-depth spall repair process are included
in Appendix C.

4.3 Material Testing

Material testing during the construction phase of a partial-depth

spall repair project involves daily quality control. A program of
testing samples of the repair mix for slump, air, compressive
strength, or flexural strength should be conducted, as
appropriate, for each type of cementitious repair material.
Testing of bituminous and flexible polymer repair materials
must be done before their use in the field. Appendix A outlines
suggested pre-construction material testing specifications.

54
4.4 Initial Joint Preparation

The most frequent cause of failure of partial-depth spall repairs

is high compressive stress. Nonflexible partial-depth patches
placed directly against transverse joints and cracks will be
crushed by the compressive forces created when there is not
enough room for thermal expansion of the slabs. Patches may
also fail if, during placement, the repair material is allowed to
flow into the joint or crack opening below the bottom of the
patch. When cured, the material will prevent the crack or joint
from working and will keep the slabs from moving. These
failures must be prevented by using proper joint preparation
methods.

4.4.1 Removing Old Sealant

If a nonflexible patching material is used, the old sealant in the

adjacent joint and 75 mm to 100 mm beyond the patch must be
removed for placement of a joint bond breaker. If a flexible
polymer material is used, the old sealant should still be
removed, and the area adjacent to the patch should be cleaned
thoroughly. Bituminous materials do not need any special
cleaning.

Most spall repair materials are nonflexible. However, some

materials (e.g., some polymers, cold mixes, spray-injection
mixes) are flexible and do not need a joint sealant or a joint
bond breaker. The material manufacturer should be consulted
to determine if joint sealant or bond breakers are necessary.

4.4.2 Joint Sawing

When a joint bond breaker is needed, the existing transverse

and longitudinal joints next to the repair should be resawn using
a double-bladed concrete saw. The depth of the cut should be
at least 25 mm deeper than the depth of the repair. The saw cut

55
should extend 50 to 75 mm beyond the repair area in each
direction. This sawing is usually done before removing the
deteriorated concrete, and must be done before cleaning the
repair area. Figure 9 shows the proper dimensions of the saw
cut. Water-wash equipment should be used to remove all
sawing slurry from the repair area before it dries.

Joint sawing may not be needed if flexible materials, such as

Percol FL and Penatron R/M-3003, are used. Joint sawing is
not used in either the clean-and-patch procedure because of
adverse conditions or when UPM High-Performance Cold Mix
and spray-injection mix (e.g., AMZ, Rosco) are used.

Repairs can be constructed without transverse joint bond

breakers by sawing the transverse joint to full depth as soon as
the patch has gained sufficient strength. However, if the joint
closes before sawing, the patch will fracture. This operation is
not recommended because timing is critical.

4.4.3 Sawing Out Joint Inserts

Spalls caused by metal or plastic joint inserts usually start at the

bottom fin of the insert, about 64 mm below the surface. When
repairing this type of spall, the joint insert should be sawed out
along the entire length of the joint to prevent further
deterioration. The joint can then be repaired and resealed. This
is normally done using a double-bladed concrete saw before
removing the deteriorated concrete.

56
 Figure 9. Dimensions of joint saw cut.

4.5 Removing the Deteriorated Concrete

Partial-depth removal of the deteriorated concrete may be done

using several methods. The most frequently used method, the
saw-and-patch procedure, uses a wheel saw to cut the patch
boundaries, and jackhammers to remove the concrete inside the

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boundaries. Small handheld saws are occasionally used, but
wheel saws are more common. Other methods include
chiseling without sawing the patch boundaries, cold milling,
waterblasting, and using handtools (under adverse conditions).

4.5.1 Saw and Patch

In the saw-and-patch procedure, a single-bladed concrete saw is

used to cut the boundaries of the patch and to make removing
the deteriorated concrete easier, as shown in figure 10. The
saw cut should be 25 mm to 50 mm deep and usually extends
50 mm to 75 mm beyond the patch boundaries to obtain that
depth for the entire length and width of the patch. The cut
boundary should have straight, vertical faces and square
corners. Vertical boundaries reduce the spalling associated
with thin or feathered concrete along the repair perimeter. The
recommended dimensions of the repair boundaries are shown in
figures 3 through 6. For large areas of repair, the area to be
removed may be sawed in a shallow crisscross or waffle pattern
to facilitate concrete removal, as shown in figure 11. Water-
wash equipment should be used to remove sawing slurry from
the repair area before it dries.

After sawing, jackhammers are used to remove the unsound

concrete. Initially, hammers weighing less than 6.8 kg are used,
but hammers weighing up to a maximum of 13.6 kg may be
allowed. Removal should begin near the center of the spall and
proceed toward (but not to) the patch boundary. Care must be
taken not to fracture the sound concrete below the repair or to
overcut the repair boundaries.

Removal near the repair boundaries must be completed with

4.6-kg to 6.8-kg hammers fitted with spade bits, because gouge
bits can damage sound concrete. Spade bits are shown in figure
12. Jackhammers and mechanical chipping tools should be

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Figure 10. Sawing patch boundaries with a small
handheld saw.

Figure 11. Sawing pattern for large repair areas.

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 Figure 12. Spade bits.

operated at an angle less than 45 degrees from vertical as

shown in figure 13.

Finally, the repair area must be tested again for soundness after
removing the deteriorated concrete as shown in figure 14. Any
additional unsound concrete must be removed by continued
chipping. A full-depth repair must be used if the deterioration
is found to be deeper than the top third of the pavement slab, or
if reinforcing bars or mesh are reached.

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 45

profe
li

Figure 13. Using a jackhammer.

Figure 14. Sounding repair area with a steel rod.

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4.5.2 Chip and Patch

The chip-and-patch procedure is the same as the saw-and-patch

procedure, except that the patch boundaries are not sawed.
Cutting boundaries with jackhammers may result in scalloped
boundaries. Therefore, a 25-mm vertical edge must be
specified when using a repair material that does not perform
well when feathered. A scalloped edge and a 25-mm vertical
edge are shown in figure 15.

Finally, the repair area must be tested again for soundness, as

shown in figure 14. Any additional unsound concrete must be
removed by continued chipping. A full-depth repair must be
used if the deterioration is found to be deeper than the top third
of the pavement slab, or if reinforcing bars or mesh are reached.

Figure 15. Scalloped edge and 25-mm vertical edge.

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4.5.3 Mill and Patch

In the mill-and-patch procedure, all unsound concrete within

the marked area is removed to a minimum depth of 50 mm
using a carbide-tipped milling machine. The small amount of
material that remains at the patch corners must be removed by
light jackhammering or sawing. Whenever possible, the milling
machine should be oriented such that the rounded edges of the
hole it produces are parallel to the direction of traffic. The
proper orientation of the rounded edges of the milled patch is
shown in figure 7. If this orientation is not possible, the
rounded edges should be made vertical using a light
jackhammer.

Finally, the repair area must be tested again for soundness, as

previously shown in figure 14. Any additional unsound
concrete must be removed by continued milling. A full-depth
repair must be used if the deterioration is found to be deeper
than the top third of the pavement slab, or if reinforcing bars or
mesh are reached.

4.5.4 Waterblast and Patch

The first step in the waterblast-and-patch procedure is to build

a shield around the repair area if there is any traffic passing in
the next lane, as shown in figure 16. Two trial areas, one of
sound concrete and one of deteriorated concrete, are then used
to determine the appropriate waterblasting operating
parameters. These parameters include speed, pressure, and the
number of overlapping passes. Using trial and error in the test
areas, the waterblaster must be programmed to remove all
unsound concrete without removing sound concrete
unnecessarily.

Once properly calibrated, the operating parameters should not

be changed while waterblasting the rest of the spalls, unless

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