FHWA Report No.

FHWA-RD-99-147

Materials and Procedures for

Sealing and Filling Cracks in
Asphalt-Surfaced Pavements

Manual of Practice

Federal Highway Administration

U.S. Department of Transportation

Strategic Highway Research Program

National Research Council
 FOREWORD

This manual (FHWA-RD-99-147) is an update of the Strategic

Highway Research Program (SHRP) manual of practice
(SHRP-H-348) on asphalt-surfaced pavement repair. The
Federal Highway Administration, Long Term Pavement
Performance Program (LTPP) conducted five years of
additional research on asphalt-surfaced pavement repair after
the conclusion of SHRP. This research validated the repair
procedures contained in the original SHRP manual. The
manual presents guidelines and recommendations to assist
highway maintenance agencies and other related organizations
in planning, constructing, and monitoring the performance of
asphalt pavement crack treatment (i.e., sealing and filling)
projects. Included in the manual are discussions pertaining to
when crack treatment operations are appropriate, the types of
sealant/filler materials and construction methods that should be
used, how each individual step in a crack treatment operation
should be performed, and how the performance and cost-
effectiveness of crack treatments 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-99-147
4. Title and Subtitle 5. Report Date
MATERIALS AND PROCEDURES FOR SEALING AND FILLING CRACKS IN
ASPHALT-SURFACED PAVEMENTS---MANUAL OF PRACTICE 6. Performing Organization Code

8. Performing Organization Report No.

7. Author(s)
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 treatment (sealing
and filling) of cracks in asphalt-surfaced pavements. Many different treatment materials and methods were investigated
between 1991 and 1998 through test sites installed at five locations in the United States and Canada. 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 asphalt crack treatment.

This Manual of Practice is an updated version of the 1993 SHRP Crack Sealing and Filling Manual. It contains the latest
information pertaining to the performance of treatment materials and methods, the availability and relative costs of
sealant/filler materials, and the proper ways of planning, designing, constructing, and monitoring the performance of crack
treatment 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 crack treatment operations, engineers in
charge of planning and overseeing many crack treatment projects, and managers in charge of establishing crack treatment
policies and standards.

17. Key Words 18. Distribution Statement

Asphalt pavement, pavement maintenance, cracks, No restrictions. This document is available to the
crack sealing, crack filling, crack treatment, public through the National Technical Information
configuration, performance, effectiveness, cost- Service, Springfield, Virginia 22161.
effectiveness

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

Unclassified Unclassified 108

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 asphalt
concrete (AC) crack sealing and filling 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, many different test sections were installed and

evaluated 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 SHRP H-106 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 repairs and
treatments were evaluated annually through the end of 1997.

iv
Pertinent long-term performance and cost-effectiveness
information generated by the continued monitoring of the
experimental crack treatments 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 AC
crack treatment study may be of particular interest to many
readers (Smith and Romine, 1999). It details the installation
procedures, laboratory testing of the materials, and long-term
field performance and cost-effectiveness of each crack
treatment type investigated.

v
Acknowledgments
The research described herein was supported by the Strategic
Highway Research Program and the Federal Highway
Administration. 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 to the project management teams at

SHRP and the FHWA, and to the following State/Provincial
highway agencies:

! Texas State Department of Highways and Public

Transportation.
! Kansas Department of Transportation.
! Washington State Department of Transportation.
! Iowa Department of Transportation.
! Ministry of Transportation of Ontario.

The contributions of the following individuals are also

acknowledged: Michael Darter, Sam Carpenter, David
Peshkin, Mike Belangie, Henry Bankie, Jim Chehovits, and
Charlie Smyth.

vi
Contents
1.0 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Scope of Manual . . . . . . . . . . . . . . . . . . . . . . . . 2

2.0 Need for Crack Treatment . . . . . . . . . . . . . . . . . . . . . 5

2.1 Pavement/Crack Evaluation . . . . . . . . . . . . . . . . 5
2.2 Determining the Type of Maintenance . . . . . . . . 7
2.2.1 Other Considerations . . . . . . . . . . . . . . . . 10
2.3 Objectives of Sealing and Filling . . . . . . . . . . . . 10
2.4 Determining Whether to Seal or Fill . . . . . . . . . 11
2.4.1 When to Seal and When to Fill . . . . . . . . . 12

3.0 Planning and Design . . . . . . . . . . . . . . . . . . . . . . . . . . 15

3.1 Primary Considerations . . . . . . . . . . . . . . . . . . . 15
3.2 Selecting a Sealant or Filler Material . . . . . . . . . 16
3.2.1 Laboratory Testing . . . . . . . . . . . . . . . . . 22
3.3 Selecting a Placement Configuration . . . . . . . . . 23
3.4 Selecting Procedures and Equipment . . . . . . . . . 29
3.4.1 Crack Cutting . . . . . . . . . . . . . . . . . . . . . 31
3.4.2 Crack Cleaning and Drying . . . . . . . . . . . 36
3.4.3 Material Preparation and Application . . . . 40
3.4.4 Material Finishing/Shaping . . . . . . . . . . . . 44
3.4.5 Material Blotting . . . . . . . . . . . . . . . . . . . 45
3.5 Estimating Material Requirements . . . . . . . . . . . 46
3.6 Cost-Effectiveness Analysis . . . . . . . . . . . . . . . . 46

4.0 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
4.1 Traffic Control . . . . . . . . . . . . . . . . . . . . . . . . . 49
4.2 Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
4.3 Crack Cutting . . . . . . . . . . . . . . . . . . . . . . . . . . 50
4.4 Crack Cleaning and Drying . . . . . . . . . . . . . . . . 51
4.4.1 High-Pressure Airblasting . . . . . . . . . . . . 53
4.4.2 Hot Airblasting . . . . . . . . . . . . . . . . . . . . 53
4.4.3 Sandblasting . . . . . . . . . . . . . . . . . . . . . . 55
4.4.4 Wirebrushing . . . . . . . . . . . . . . . . . . . . . . 55

viii
 4.5 Material Preparation and Application . . . . . . . . 56
4.5.1 Installing Backer Rod . . . . . . . . . . . . . . . . 57
4.5.2 Material Preparation . . . . . . . . . . . . . . . . 58
4.5.3 Material Application . . . . . . . . . . . . . . . . 60
4.5.4 Asphalt Kettle Cleanout . . . . . . . . . . . . . . 62
4.6 Material Finishing/Shaping . . . . . . . . . . . . . . . . 63
4.7 Material Blotting . . . . . . . . . . . . . . . . . . . . . . . . 64

5.0 Evaluating Crack Treatment Performance . . . . . . . . . . 65

Appendix A Material Testing Specifications . . . . . . . . 67

Appendix B Determining Material Quantity

Requirements . . . . . . . . . . . . . . . . . . . . . . 71

Appendix C Sample Cost-Effectiveness

Calculations . . . . . . . . . . . . . . . . . . . . . . . 73

Appendix D Inspection Checklists for

Construction . . . . . . . . . . . . . . . . . . . . . . 77
D.1 Crack Cutting . . . . . . . . . . . . . . . . . . . . . . . . . . 77
D.2. Crack Cleaning and Drying . . . . . . . . . . . . . . . . 78
D.3. Material Preparation and Installation . . . . . . . . . 79
D.3.1 Backer Rod Installation . . . . . . . . . 79
D.3.2 Sealant or Filler Preparation
and Installation . . . . . . . . . . . . . . . . 80
D.4. Material Finishing/Shaping . . . . . . . . . . . . . . . . 81
D.5. Material Blotting . . . . . . . . . . . . . . . . . . . . . . . . 82

Appendix E Material and Equipment Safety

Precautions . . . . . . . . . . . . . . . . . . . . . . . 83
E.1. Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
E.2. Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

ix
Appendix F Partial List of Material and
Equipment Sources . . . . . . . . . . . . . . . . . 85
F.1. Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
F.1.1. Manufacturers of Cold-Applied
Thermoplastic Bituminous Materials 85
F.1.2. Manufacturers of Hot-Applied
Thermoplastic Bituminous Materials 86
F.1.3. Manufacturers of Self-Leveling
Silicone . . . . . . . . . . . . . . . . . . . . . 86
F.2. Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
F.2.1. Manufacturers of Cutting Equipment 87
F.2.2. Manufacturers of Heat Lances . . . . 87
F.2.3. Manufacturers of Asphalt Kettles . . 87
F.2.4. Manufacturers of Silicone Pumps . . 88

Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93

x
List of Figures
Figure 1. Asphalt pavement/crack survey form . . . . . . . . 6

Figure 2. Pavement candidate for surface

treatment: high-density cracking . . . . . . . . . . . 8

Figure 3. Pavement candidate for crack repair . . . . . . . . 8

Figure 4. Pavement candidate for transverse

crack sealing . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Figure 5. Pavement candidate for longitudinal

crack filling . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Figure 6. Material placement configurations . . . . . . . . . . 24

Figure 7. Rotary-impact router . . . . . . . . . . . . . . . . . . . 35

Figure 8. Diamond-blade crack saw . . . . . . . . . . . . . . . . 35

Figure 9. High-pressure airblasting using

compressed air . . . . . . . . . . . . . . . . . . . . . . . . 38

Figure 10. Hot airblasting using HCA

(heat) lance . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

Figure 11. Sandblasting operation . . . . . . . . . . . . . . . . . . 39

Figure 12. Backer rod installation tool . . . . . . . . . . . . . . . 41

Figure 13. Asphalt kettle with pressure

applicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

xii
Figure 14. Industrial squeegee molded into a
"U" shape . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

Figure 15. Worksheet for determining material

quantity requirements . . . . . . . . . . . . . . . . . . . 47

Figure 16. Cost-effectiveness computation

worksheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

Figure 17. Crack segment missed by cutting

equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

Figure 18. Primary crack accompanied by

secondary crack . . . . . . . . . . . . . . . . . . . . . . . 52

Figure 19. Sandblasting wand with wooden

guide attached . . . . . . . . . . . . . . . . . . . . . . . . . 56

Figure 20. Example graph of treatment effectiveness

versus time . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

Figure B-1. Solution to material requirements

problem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72

Figure C-1. Example cost-effectiveness analysis . . . . . . . . . 75

xiii
List of Tables
Table 1. Steps in a crack treatment program . . . . . . . . . 3

Table 2. Guidelines for determining the type of

maintenance to be performed . . . . . . . . . . . . . 7

Table 3. Recommended criteria for determining

whether to seal or fill . . . . . . . . . . . . . . . . . . . 13

Table 4. Summary of AC crack treatment

materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Table 5. Properties associated with various

material types . . . . . . . . . . . . . . . . . . . . . . . . . 20

Table 6. Placement configuration considerations . . . . . . 30

Table 7. Crack treatment equipment characteristics

and recommendations . . . . . . . . . . . . . . . . . . . 32

Table 8. Typical manpower requirements

and production rates for crack
treatment operations . . . . . . . . . . . . . . . . . . . . 34

Table A-1. Asphalt rubber specifications . . . . . . . . . . . . . . 68

Table A-2. Self-leveling silicone specifications . . . . . . . . . 68

Table A-3. Rubberized asphalt specifications . . . . . . . . . . 69

xiv
1.0 Introduction
Cracking in asphalt concrete (AC)-surfaced pavements is a
phenomenon that pavement design and maintenance engineers
have had to contend with for years. It is one of two principal
considerations (fatigue cracking and rutting) in the pavement
design process, and it is often the primary mode of deterioration
in AC pavements. Cracks are inevitable, and neglect leads to
accelerated cracking and potholing, further reducing pavement
serviceability.*

The problem of cracks is handled in many ways, ranging from

pavement maintenance activities, such as surface treatments and
crack filling, to full-scale pavement rehabilitation projects, such
as resurfacing. Maintenance departments bear most of the
burden of dealing with cracks. Departments with sufficient
funding are often responsible for adding a few more years of
serviceable life to deteriorated pavements through preventive or
routine maintenance, or both.

Two of the more common options exercised by maintenance

departments are crack sealing and crack filling. These
operations have been conducted for many years, generally on a
routine basis. However, only in the last two decades has their
potential benefits as preventive maintenance tools been realized.
With proper and timely application, crack sealing and filling can
extend pavement life past the point where the cost-benefit of
added pavement life exceeds the cost of conducting the
operation.

*
Italicized words are defined in the glossary.

1
1.1 Scope of Manual

This manual has been prepared to guide pavement maintenance

personnel (i.e., engineers, supervisors, and crewpersons) in the
selection, installation, and evaluation of materials and
procedures used to treat (seal or fill) cracks in AC-surfaced
pavements. The information contained herein is based on the
most recent research, obtained through literature reviews and
current practices, and on the results of a large-scale, long-term
crack treatment field study sponsored by the Strategic Highway
Research Program (SHRP) and the Federal Highway
Administration (FHWA) (Smith et al., 1991; Evans et al., 1993;
Smith and Romine, 1999).

This manual provides both general and specific information for

carrying out each of four primary phases associated with a
crack treatment program. These phases are as follows:

1. Determining the need for crack treatment.

2. Planning and designing the crack treatment project.
3. Construction.
4. Evaluating and assessing the performance of the crack
treatment.

Crack treatment is far from being the long, involved process

typical of a pavement construction or rehabilitation project.
However, like these projects, it must be carefully planned and
conducted to be successful. Table 1 illustrates the steps
involved in the crack treatment process, as well as the factors
that must be considered.

2
 Table 1. Steps in a crack treatment program.

Step Description
1 Obtain and review construction and maintenance records.
- Pavement age, design, repairs, and so on.
2 Perform pavement/crack survey.
- Record distress types, amounts, and severities.
3 Determine appropriate type of maintenance for cracked pavement
based on density and condition of cracks.
- High density of cracks having moderate to no edge
deterioration Y pavement surface treatment.
- Moderate density of cracks having moderate to no edge
deterioration Y crack treatment.
- Moderate density of cracks having high level of edge
deterioration Y crack repair.
4 For crack treatment, determine whether cracks should be sealed
or filled.a
- Cracks typically showing significant annual horizontal
movement Y crack sealing.
- Cracks typically showing very little annual horizontal
movement Y crack filling.
5 Select materials and procedures for crack treatment operation
based on the following considerations:
- Climate (dry-freeze, dry-nonfreeze, wet-freeze,
wet-nonfreeze).
- Traffic (high, medium, low).
- Crack characteristics (width, deterioration).
- Available equipment.
- Available manpower.
- Cost-effectiveness (anticipated treatment cost and
performance).
6 Acquire materials and equipment.
7 Conduct and inspect crack treatment operation.
8 Periodically evaluate treatment performance.

a
See sections 2.3 and 2.4.

3
2.0 Need for Crack Treatment
If a particular cracked pavement appears to be in need of some
sort of maintenance, a relatively quick assessment can be made
to ascertain the need and, more importantly, to help in
determining the appropriate action. Such an assessment
requires an evaluation of existing pavement conditions and a
knowledge of future rehabilitation plans, both of which may be
found in a pavement management system (PMS).

2.1 Pavement/Crack Evaluation

Although maintenance engineers or supervisors are normally

quite familiar with the roads they maintain, a quick review of
construction, maintenance, and other records will provide
important general information regarding the following:

! Pavement age.
! Pavement and geometric design.
! Pavement section boundaries.
! Traffic.
! Climate.
! Type and extent of previous maintenance treatments.
! Condition rating.

After these records are reviewed, a shoulder survey should then

be performed on a small representative sample of the pavement
section, about 150 m, to determine the amount, type, and
condition or severity of cracks, as well as the condition or
effectiveness of any previously applied crack treatments (see
section 5.0). A sample survey form for recording pavement and
crack information is provided in figure 1.

5
 Asphalt Pavement/Crack Survey Form

Location and Geometrics

Highway/Road: Milepost/Station of Section:
Number of Lanes: Length of Section:
Lane Widths: Shoulder Type and Width:

Design, Construction, and Rehabilitation

Pavement Type (full-depth AC, conventional AC, composite AC/PCC):
Year of Original Construction:
Type and Year of Most Recent Rehabilitation:
Future Rehabilitation Planned:

Climate, Traffic, and Highway Classification

Average Annual Precipitation (mm): Pavement Cross-Section
No. Days Below 0oC: Material 1 (top) = Thickness =
No. Days Above 38oC: Material 2 = Thickness =
Functional Classification: Material 3 = Thickness =
Most Recent 2-Way ADT: Material 4 (bottom) = Thickness =

Pavement Condition
Cracking Distress
Primary Crack Type/Orientation:
Density (lin m/150-m section): Average Width (mm):
Edge Deterioration (%):
Cupping? Lipping? Faulting? Average Depth/Height (mm):
Previous Treatment? Y N
Material Type?
Effectiveness (% crack length not failed):
Other Crack Type/Orientation:
Density (lin m/150-m section): Average Width (mm):
Edge Deterioration (%):
Cupping? Lipping? Faulting? Average Depth/Height (mm):
Previous Treatment? Y N
Material Type?
Effectiveness (% crack length not failed):

Other Significant Distresses

Type: Density:
Type: Density:
Type: Density:

Figure 1. Asphalt pavement/crack survey form.

6
2.2 Determining the Type of Maintenance

The appropriate type of maintenance for cracked pavements

often depends on the density and general condition of the
cracks. If cracks are abundant and do not exhibit a high degree
of edge deterioration, they may best be treated through chip
seals, slurry seals, or the like. If cracks are low to moderate in
density and have typically progressed to a point of high edge
deterioration, then crack repair strategies, such as partial-depth
patching or spot patching, may be warranted. If cracks are
moderate in density and show moderate to no deterioration at
the edges, then they may be treated effectively through sealing
or filling operations. Table 2 summarizes these guidelines.

As table 2 indicates, crack density levels are described in

general terms. This is because experienced personnel can make
reasonable assessments of density. Figures 2 through 5
illustrate typical crack situations and potential remedies.

Table 2. Guidelines for determining the type of

maintenance to be performed.

Average Level of Edge Deterioration

(percentage of crack length)
Crack Low Moderate High
Density (0 to 25) (26 to 50) (51 to 100)
Low Nothing Nothing Crack
or Crack Repair
Treatment
Moderate Crack Crack Crack
Treatment Treatment Repair
High Surface Surface Rehabilitation
Treatment Treatment

7
 Figure 2. Pavement candidate for surface treatment:
high-density cracking.

Figure 3. Pavement candidate for

crack repair.

8
Figure 4. Pavement candidate for transverse crack sealing.

Figure 5. Pavement candidate for longitudinal crack filling.

9
In general, a large number of cracks or severely deteriorated
cracks indicate a pavement in an advanced state of decay.
Crack sealing or filling in these circumstances is both
uneconomical and technically unsound, as it does little to delay
the need for more extensive corrective actions.

Most highway agencies have established policies that specify

the type of maintenance to be performed on cracked pavements
and when to perform it. The policies are often based on an
assessment of the overall pavement condition (extent of
cracking) or specific crack characteristics (type and width).

2.2.1 Other Considerations

On occasion, cracks may have other types of deficiencies. In

particular, crack edges may exhibit vertical distresses, such as
cupping, lipping, or faulting, or may undergo significant
vertical deflections or movements under traffic loading. Such
deficiencies can add significantly to overall pavement roughness
and can deteriorate rapidly.

Normally, repair alternatives such as patching or milling are

appropriate for correcting these deficiencies. However, if the
amount of vertical deflection and the severity of the distress are
not too high, a temporary fix with crack treatment may be
adequate.

2.3 Objectives of Sealing and Filling

Although little distinction has been made in the past between

crack sealing and crack filling, the purposes and functions of
each must be clearly understood so that the most cost-effective
and long-lasting treatment is applied.

10
 Crack Sealing— The placement of specialized treatment
materials above or into working cracks using unique
configurations to prevent the intrusion of water and
incompressibles into the crack.

Crack Filling— The placement of ordinary treatment

materials into non-working cracks to substantially reduce
infiltration of water and to reinforce the adjacent pavement.

As these definitions indicate, the objectives of crack sealing are

significantly more difficult to accomplish than those of crack
filling. Sealing requires considerably more forethought, greater
costs, and the use of more specially formulated materials and
more sophisticated equipment.

It is assumed in this manual that where cracks are exhibiting

significant vertical deflections, the appropriate repair strategy
will be sought. Hence, for cracks with limited vertical
movement, horizontal movement becomes the critical factor in
determining the need for, and planning of, a crack treatment
operation.

2.4 Determining Whether to Seal or Fill

Frequently, the first cracks to appear in a pavement are

transverse cracks. However, several different types of cracks
may appear at one time. In these cases, one treatment, using a
material appropriate for the most demanding crack type, is
desirable.

11
Though crack width may be a factor in determining whether to
seal or fill, the amount of annual horizontal movement of the
targeted crack type should be the principal basis for this
decision. Normally, working cracks with limited edge
deterioration should be sealed, whereas non-working cracks
with moderate to no edge deterioration should be filled.

Whether a crack is working or non-working can generally be

determined by its type. Working cracks are usually transverse
in orientation; however, some longitudinal and diagonal cracks
may meet the 3-mm movement criteria. Materials placed in
working cracks must adhere to the crack sidewalls and flex as
the crack opens and closes. Rubber-modified materials
designed for low-stress elongation, especially at low
temperatures, are preferred for treating these cracks.

Non-working cracks typically include diagonal cracks, most

longitudinal cracks, and some block cracks. Because of the
relatively close spacing or free edges between non-working
cracks, little movement occurs. Minimal movement permits the
use of less expensive, less specialized crack-filler materials.
Experienced personnel can usually determine if the targeted
crack type is working or non-working, and table 3 provides
recommended criteria for determining which cracks to seal and
which to fill.

2.4.1 When to Seal and When to Fill

Crack sealing is a preventive maintenance activity. Ideally, it is

conducted shortly after working cracks have developed to an
adequate extent and at a time of year when temperatures are
moderately cool (7 to 18oC), such as in the spring or fall. When
newly developed cracks are sealed, deteriorated crack segments
(i.e., secondary cracks, spalls), which adversely affect seal
performance, are minimized. Typically, transverse

12
 Table 3. Recommended criteria for determining
whether to seal or fill.

Crack Crack Treatment Activity

Characteristics
Crack Sealing Crack Filling
Width, mm 5 to 19 5 to 25
Edge Deterioration Minimal to None Moderate to None
(i.e., spalls, (< 25 percent of crack length) (< 50 percent of crack length)
secondary cracks)
Annual Horizontal >3 <3
Movement, mm
Type of Crack Transverse Thermal Cracks Longitudinal Reflective Cracks
Transverse Reflective Cracks Longitudinal Cold-Joint Cracks
Longitudinal Reflective Cracks Longitudinal Edge Cracks
Longitudinal Cold-Joint Cracks Distantly Spaced Block Cracks

thermal cracks in AC flexible pavements appear 2 to 7 years

after construction, whereas transverse reflection cracks in AC-
overlaid concrete pavements often materialize 1 to 3 years after
resurfacing.

Sealing in moderately cool temperatures is beneficial from two

standpoints. First, cracks are partly opened so that a sufficient
amount of material can be placed in the crack if cutting is not to
be performed. Second, the width of the crack channel, whether
cut or uncut, is nearly at the middle of its working range. This
is important to the performance of the sealant material because
it will not have to undergo excessive extension or contraction.

Most crack filling operations can be conducted year-round;

however, they often take place during cool or moderately cool
weather (2 to 13oC). At these temperatures, cracks are mostly
or completely open, and more material can be applied.

13
Crack filling operations can be preventive or routine in nature,
depending on the highway agency's approach to treating the
cracks. Like sealing operations, preventive crack filling
maintenance should be conducted shortly after non-working
cracks have developed adequately. Depending on the type of
cracks to be filled, this may occur as early as between 4 and 8
years after construction or resurfacing. Durable filler materials
should be used to reduce the number of repeat applications. By
filling cracks shortly after they are fully developed, further
growth is delayed.

Historically, most crack filling has been performed on a routine

basis with inappropriate materials that provide less than
desirable performance. This approach to crack filling is rarely
cost-effective because treatment performance is generally poor
and maintenance costs are high. In addition, the safety of the
workers and traveling public is compromised, since the filling
operation must be repeated frequently.

14
3.0 Planning and Design
3.1 Primary Considerations

The following factors should be addressed when planning crack

sealing or crack filling operations:

1. Climatic conditions.
a. At time of installation.
b. In general.
2. Highway classification.
3. Traffic level and percent trucks.
4. Crack characteristics and density.
5. Materials.
6. Material placement configurations.
7. Procedures and equipment.
8. Safety.

The planning process centers on selecting an appropriate

material and placement configuration, and determining the
procedures and equipment to be used based on existing and
future roadway conditions.

The site-specific climatic conditions during treatment

operations can occasionally influence which procedures or
materials should be used. For instance, in areas where moisture
or cold temperatures present scheduling problems, the use of a
heat lance may expedite operations.

Overall climatic conditions must also be considered in deciding

which materials and procedures are to be used. Hot climates
necessitate the use of materials that will not significantly soften
and track at high temperatures. Very cold climates, on the
other hand, will generally require materials that retain good
flexibility at low temperatures.

15
Highway classification and traffic characteristics are important
from two standpoints. First, highway geometrics and traffic
levels may be such that overall safety during installation is
greatly compromised. Applying longer lasting treatments
reduces the number of subsequent applications. Fewer
applications means less time on the roadway and increases
safety.

Second, if a material is to be placed in an overband

configuration, consideration must be given to the amount of
traffic expected over the material and whether or not
snowplows, particularly direct-contact plows, are used. The
most durable, yet flexible, material would be desirable on roads
where traffic levels are medium or high (average daily traffic
[ADT] > 5,000 vehicles/day) or snowplows are operated.

Crack characteristics, such as width, movement, and edge

deterioration, will also influence which materials and
procedures should be used. Some of these characteristics,
along with crack density, are needed for estimating the amount
of material required for the project.

3.2 Selecting a Sealant or Filler Material

There are many crack treatment material products on the

market today, each with distinct characteristics. The products
essentially comprise three material families and are often
grouped by material type, according to their composition and
manufacturing process. The principal material families and
types are as follows:

! Cold-applied thermoplastic bituminous materials.

ý Liquid asphalt (emulsion).
ý Polymer-modified liquid asphalt.

16
 ! Hot-applied thermoplastic bituminous materials.
ý Asphalt cement.
ý Fiberized asphalt.
ý Asphalt rubber.
ý Rubberized asphalt.
ý Low-modulus rubberized asphalt.
! Chemically cured thermosetting materials.
ý Self-leveling silicone.

Three materials excluded from the list above are asphalt

cutbacks, mineral-filled (stone, lime, flyash dust) asphalts, and
sand–asphalt mixes. Cutbacks are rarely used today because of
environmental hazards, whereas mineral-filled asphalts have
generally been found not cost-effective. Sand–asphalt mixes
are considered to be crack repair materials.

Among the thermoplastic bituminous materials, asphalt cement

and liquid asphalt possess little, if any, flexibility and are very
temperature-susceptible. Hence, they are limited to use as
fillers for non-working cracks. Similarly, since fiber particles
provide minimal elasticity to asphalt and do not significantly
affect temperature susceptibility, fiberized asphalts are most
appropriate in crack filling operations.

The addition of rubber polymer to liquid or heated asphalt

generally improves field performance because it imparts
flexibility to the asphalt. The degree of flexibility basically
depends on the type and nature of the asphalt, the percentage of
vulcanized rubber used, and how the rubber is incorporated into
the asphalt (i.e., mixed or melted in). Other polymers are often
incorporated into asphalt, either exclusively or along with
rubber, to increase resilience. The following is the generally
increasing trend in performance characteristics of polymer-
modified asphalts:

17
 Polymer-Modified Liquid Asphalt 6 Asphalt Rubber 6
Rubberized Asphalt 6 Low-Modulus Rubberized Asphalt

Chemically cured thermosetting materials are one- or two-

component materials that cure by chemical reaction from a
liquid state to a solid state. This type of material has been used
in AC pavements only in recent years. Self-leveling silicone is a
one-component, cold-applied sealant that requires no tooling.

Table 4 provides general information about each material type,

including applicable specifications, recommended applications,
and typical cost ranges. Generally speaking, the complexity and
quality of the materials increase as one scans down the table.
Consequently, the costs also increase and the recommended
application changes from crack filling to crack sealing.

The first step in selecting a material is to identify the key

properties that a material must possess to be efficiently placed
and to perform successfully under the conditions provided for
the time desired. Several of the more desirable properties
include the following:

! Short preparation time.

! Quick and easy to place (good workability).
! Short cure time.
! Adhesiveness.
! Cohesiveness.
! Resistance to softening and flow.
! Flexibility.
! Elasticity.
! Resistance to aging and weathering.
! Abrasion resistance.

Table 5 illustrates the material types that possess most of the

above properties. As can be seen, the rubberlike properties
associated with some materials make them good choices for

18
 Table 4. Summary of AC crack treatment materials.

Recommended Cost Range,

Material Type Applicable Specifications Application $/kga
Asphalt Emulsion ASTMb D 977, AASHTOc M 140, Filling 0.15 to 0.30
ASTM D 2397, AASHTO M 208
Asphalt Cement ASTM D 3381, AASHTO M 20, AASHTO M 226 Filling 0.15 to 0.30
Fiberized Asphalt Manufacturer's recommended specs Filling 0.35 to 0.60
Polymer-Modified Emulsion ASTM D 977, AASHTO M 140, Filling 0.80 to 1.20
ASTM D 2397, AASHTO M 208 (possibly sealing)
Asphalt Rubber State specs, ASTM D 5078 Sealing 0.45 to 0.65
(possibly filling)
Rubberized Asphalt ASTM D 1190, AASHTO M 173, Fed SS-S-164 Sealing 0.55 to 0.85
ASTM D 3405, AASHTO M 301, Fed SS-S-1401 Sealing 0.65 to 1.10
Low-Modulus Rubberized Asphalt State-modified ASTM D 3405 specs Sealing 0.75 to 1.40
Self-Leveling Silicone ASTM D 5893 Sealing 5.75 to 6.75

a
Based on 1998 costs.
b
ASTM = American Society for Testing and Materials.
c
AASHTO = American Association of State Highway and Transportation Officials.

19
 Table 5. Properties associated with various material types.

Material Type

Property Polymer- Low-Modulus

Asphalt Fiberized Modified Asphalt Rubberized Rubberized Self-Leveling
Emulsion Cement Asphalt Emulsion Rubber Asphalt Asphalt Silicone
Short Preparation T T TT
Quick & Easy to Place T TT TT T TT TT TT
Short Cure Time TT TT TT TT TT T
Adhesiveness TT TT T T T T T T
Cohesiveness T T TT T
Resistance to Softening & T T T TT TT
Flow (cured state)
Flexibility T T T TT TT
Elasticity T T T T TT
Resistance to Aging & T T TT
Weathering
Resistance to Abrasion T TT T

T Applicable
TT Very Applicable

20
sealing working cracks, whereas the preparation and installation
attributes of emulsion and asphalt cement make them desirable
for crack filling.

Table 5 shows which material types will best meet the demands
of the project. For instance, if the material to be used must be
moderately flexible, resistant to tracking and abrasion, and
rapidly installable, then a rubberized asphalt should be
considered. If the project requires a material that is adhesive,
resistant to abrasion, rapidly installable, and quick to cure, then
asphalt rubber or rubberized asphalt should be considered.

Actual field performance should always be considered when

determining which material to use. Maintenance planners
should not only keep abreast of the results of national and State
crack treatment studies, they should also stay informed of local
experiences with material performance. Results from the
recently concluded SHRP H-106 crack treatment study indicate
the following material performance capabilities, given proper
installation (Smith and Romine, 1999):

! Emulsion and asphalt cement filler materials placed flush

in unrouted, non-working cracks can perform
satisfactorily for between 2 and 4 years, whereas
rubber- and fiber-modified asphalt fillers placed flush or
overbanded in the same cracks can serve effectively for
6 to 8 years.

! Rubberized asphalt sealants placed flush or overbanded

in routed, working cracks can provide between 5 and 9
years of service, whereas placed overbanded in non-
routed working cracks, they can provide 2.5 to 5 years
of service.

21
 ! Self-leveling silicone placed recessed in routed/sawn
working cracks can perform satisfactorily for at least 4
to 6 years.

! Fiberized asphalt placed overbanded in unrouted,

working cracks can provide a maximum of 2 years of
adequate service.

To obtain the maximum benefit from each maintenance dollar

spent, all costs associated with installing a material must be
added and compared with the service life of the material. This
is referred to as a cost-effectiveness analysis.

The process of cost-effectiveness analysis is discussed in detail

in section 3.6. Results from the SHRP H-106 crack treatment
study indicate that the most cost-effective crack fillers are
rubber-modified asphalts placed flush or overbanded and fiber-
modified asphalts placed overbanded (Smith and Romine,
1999). Results also showed that the most cost-effective, long-
term (5 to 8 years) crack sealants are modified rubberized
asphalts placed overbanded in routed cracks (Smith and
Romine, 1999).

3.2.1 Laboratory Testing

Laboratory testing of the selected sealant or filler material is

highly recommended. Testing ensures that the material
obtained exhibits the properties for which it was selected.

The testing process begins with material sampling. As a general

rule, a minimum sample of 2 to 4 kg should be taken from each
batch, or lot, of material shipped. These samples should then
be submitted for testing at an agency-approved testing
laboratory prior to placement.

22
Laboratory testing should be conducted in full accordance with
the test methods specified for the material. Variations in testing
parameters, such as rates, temperatures, and specimen sizes,
can significantly affect test results.

If the material does not meet all applicable specifications, it

should be rejected. On the other hand, good performance does
not guarantee material compliance with specifications. Proper
installation is a must, no matter how good the material!

For commonly used test criteria for the major sealant material
types, refer to appendix A.

3.3 Selecting a Placement Configuration

Sealant and filler materials can be placed in cracks in numerous

configurations; the most common are shown in figure 6. These
placement configurations are grouped into four categories
(Cook et al., 1991):

! Flush fill.
! Reservoir.
! Overband.
! Combination (reservoir and overband).

In the flush fill configuration, material is simply dispensed into

the existing, uncut crack and excess material is struck off.
Configuration A in figure 6 illustrates the flush fill
configuration.

In a reservoir configuration, material is placed only within the

confines of a cut crack (i.e., crack reservoir). The material is
placed either flush with or slightly below the pavement surface.
Configurations D, F, H, J, and K in figure 6 are reservoir-type
configurations.

23
 75 to 125 mm
(typical)
25 mm 25 mm
wide wide
wipe zone wipe zone
3 mm thick
Material (typical)

Crack

A. Flush-fill B. Simple Band-Aid

Cap 12 to 19 mm

12 to
19 mm

Reservoir

C. Capped D. Standard Reservoir-and-Flush

12 to 19 mm 12 mm

12 to
19 mm 25 mm

Reservoir
Reservoir

E. Standard Recessed Band-Aid F. Deep Reservoir-and-Flush

Figure 6. Material placement configurations

24
25
In an overband configuration, the material is placed into and
over an uncut crack. If the material over the crack is shaped
into a band using a squeegee, then the simple band-aid
configuration is formed (configuration B). If the material over
the crack is left unshaped, then the capped configuration is
created (configuration C).

A combination configuration consists of a material placed into

and over a cut crack. A squeegee is used to shape the material
into a band that is centered over the crack reservoir.
Configurations E, G, I, and L in figure 6 are combination-type
configurations.

Individual configurations are based on four controlling

variables.

1. Type of application.
a. Direct–Material applied directly to crack channel.
b. Bond-Breaker–Backer material placed at bottom of
crack reservoir prior to material installation in order
to prevent three-sided adhesion (i.e., bonding by
material to crack reservoir bottom and sidewalls).
2. Type of crack channel.
a. Uncut.
b. Cut–Router or saw used to create uniform crack
reservoir.
3. Strike-off or finishing characteristics.
a. Recessed.
b. Flush.
c. Capped.
d. Band-aid.
4. Dimensions of crack reservoir and overband.

Nearly all sealing and filling operations have the material

applied directly to the crack channel (configurations A through
I). Occasionally, however, a bond-breaker material, such as

26
polyethylene foam backer rod, is placed at the reservoir bottom
of a working crack prior to sealant application (configurations
J, K, and L). The backer rod prevents sealant material from
running down into the crack during application and also from
forming a three-sided bond with the reservoir perimeter. As a
result, the sealant’s potential performance is enhanced.

Sealant shape, particularly for reservoir configurations, also

influences performance. It is the primary design consideration
and is often dealt with in terms of shape factor. The shape
factor is defined as the ratio between the width and depth of the
sealant (Peterson, 1982). In direct applications, shape factor is
controlled solely by the crack-cutting operation (i.e., cutting
width and depth). In backer rod applications, shape factor is
controlled by both the cutting operation and the depth to which
the backer rod is placed.

Current recommendations for both direct and bond-breaker

applications are to give rubber-modified asphalt sealants a
shape factor of 1 and silicone sealants a shape factor of 2.
Generally, seals with smaller shape factors risk adhesion loss,
while those with larger shape factors have increased resistance
to adhesion loss.

Bond-breaker application should only be considered when the

following two factors apply:

! The costs of installing backer rod are anticipated to be

lower than the cost benefits of improved performance.
! Working cracks are relatively straight (as with joint
reflection cracks) and are accompanied by very little
edge deterioration.

27
Most hot-applied rubber-modified sealants are recommended
for direct application; the increased costs of using backer rod
with these materials is not justified. Silicone is perhaps the only
material recommended for placement with backer rod.

A meandering crack is often difficult to follow accurately with

cutting equipment. Portions of the crack may occasionally be
missed, resulting in two adjacent channels. This presents the
dilemma of whether to seal both the cut and uncut crack
segments or to cut the missed crack segment and seal both
reservoirs. A similar dilemma arises with secondary cracks
along the primary crack.

Routers and saws are usually equipped with controls for

varying the depth of cut, and the width setting can normally be
adjusted manually. Backer rod can be placed in deep reservoirs
(25 to 38 mm) to a depth that allows for the desired shape
factor. This depth normally varies between 12 and 19 mm. The
backer rod should be about 25 percent wider than the width of
the crack reservoir for it to maintain its vertical position and
provide proper shape for the material.

The decision of whether to overband a sealant or filler material

depends primarily on the material being used. Some materials,
such as silicone and emulsion, simply must not come in contact
with traffic. Also, some materials wear away more easily under
traffic than others.

If overbanding of hot-applied, rubber-modified asphalt is

desired, it also must be decided if the material will be shaped
into a band-aid or left as a capped configuration. The latter
process generally means one less laborer, but possibly at the
sacrifice of treatment effectiveness. This is because shaping
with a squeegee or dish attachment helps in establishing a "hot
bond" for the entire band. In capped configurations, the
material may continue to flow and level out after being applied.

28
Bonds occurring as a result of this self-leveling are likely to be
weaker because the material will have decreased in temperature.

The dimensions of the band-aid are typically 75 to 125 mm

wide and 3 to 6 mm thick. The simple band-aid configuration
(configuration B) evolved out of a desire to make application
quick and easy by eliminating crack-cutting operations. The
recessed band-aid configuration was devised to improve the
performance of reservoir-type configurations through the
addition of the band as a wearing surface.

Selecting a placement configuration is an involved process.

Table 6 offers a few basic considerations to aid the planner.

3.4 Selecting Procedures and Equipment

Crack treatment consists of at least two and up to five steps,

depending on the type of treatment (sealing or filling),
treatment policy, and available equipment. These steps are:

1. Crack cutting (i.e., routing or sawing).

2. Crack cleaning and drying.
3. Material preparation and application.
4. Material finishing/shaping.
5. Blotting.

Steps 1, 4, and 5 are considered optional. Crack cutting is

rarely done in filling operations, but is frequently done in
sealing operations. In regions with significant annual
temperature variations, typical of many northern States, crack
cutting is often performed to achieve material shape factors that
can provide added flexibility for withstanding high crack
movements.

29
 Table 6. Placement configuration considerations.

Consideration Applicability
Type and Extent of Most filling operations, and some sealing
Operation operations, omit crack cutting operation.
Many northern States find crack cutting
necessary or desirable.
Traffic Overband configurations experience wear and,
subsequently, high tensile stresses directly
above the crack edges, leading to internal
rupture.
Crack Overband configurations are more appropriate
Characteristics for cracks having a considerable amount of
edge deterioration (> 10 percent of crack
length), because the overband simultaneously
fills and covers the deteriorated segments in
the same pass.
Material Type Materials such as emulsion, asphalt cement, and
silicone must be placed unexposed to traffic
due to serious tracking or abrasion problems.
Desired Performance For long-term sealant performance, flush,
reservoir, and recessed band-aid
configurations should be considered.
Aesthetics Overband and combination configurations detract
from the general appearance of the pavement.
Cost Omission of crack cutting operation reduces
equipment and labor costs.
Combination configurations require significantly
more material than reservoir configurations,
resulting in higher costs.

30
Most crack treatment programs use squeegees to finish or
shape the material at the surface; capped and recess
configurations require no finishing.

Finally, blotting, in which a temporary covering such as toilet

paper, sand, or limestone dust is placed directly on top of the
treatment material, may be necessary to prevent tracking.
Asphalt emulsions and hot-applied materials placed in overband
configurations and prematurely subjected to traffic are prime
candidates for blotting.

Many types and brands of equipment are available for crack

treatment operations. Table 7 lists the types of equipment
commonly used, examples of equipment manufacturers, and
general recommendations concerning each piece of equipment.
Table 8 provides additional information about the manpower
requirements and typical production rates associated with each
procedure.

3.4.1 Crack Cutting

Crack cutting is done with routers or saws, as illustrated in

figures 7 and 8. However, because crack cutting can inflict
additional damage on the pavement and is often the slowest
activity in sealing operations, it is desirable to use a
high-production machine that follows cracks well and produces
minimal spalls or fractures.

The vertical-spindle router is perhaps the least damaging and

most maneuverable cutting machine; however, its production
rate is quite low. Rotary-impact routers are much more
productive than vertical-spindle routers; however, depending on
the type of cutting bit used, they can cause considerably more
damage. Carbide router bits are highly recommended over steel
router bits.

31
 Table 7. Crack treatment equipment characteristics
and recommendations.
Type of
Operation Equipment Recommendations
Crack Vertical-Spindle Router Use only with sharp carbide-tipped or diamond
Cutting router bits.
Rotary-Impact Router Use only with sharp carbide-tipped router bits.
Random Crack Saw Use only on fairly straight cracks.
Diamond-blade saw, 200-mm maximum diameter.
Crack Blowers Not recommended— Insufficient blast velocity
Cleaning/ (Backpack & Power- (60 to 100 m/s).
Drying Driven)
Air Compressor Equipped with oil and moisture filters.
Pressure— 690 kPa minimum.
Flow— 0.07 m3/s minimum.
Velocity— 990 m/s minimum.
Hot-Air Lance Velocity— 610 m/s minimum.
Temperature— 1370oC minimum.
No direct flame on pavement.
Highly Recommended
Velocity— 915 m/s minimum.
Temperature— 1650oC minimum.
Sandblaster Acceptable air compressor (minimum 690 kPa
pressure and 0.07 m3/s flow).
Minimum 25-mm-inside-diameter lines and
6-mm-diameter nozzle.
Wirebrush Do not use with worn brushes.
Not recommended for cleaning previously treated
cracks, as there is a tendency to smear material.

32
 Table 7. Crack treatment equipment characteristics and
recommendations (continued).

Type of
Operation Equipment Recommendations
Material Pour Pots Not recommended for production operations.
Installation
Asphalt Distributor Not suitable for fiber- or rubber-modified asphalt
materials.
Melter-Applicator Direct-heat kettles not suitable for fiber- or rubber-
modified asphalt materials.
Indirect-heat kettles should be equipped with:
* Double-boiler, mechanical agitator with separate
automatic temperature controls for oil and melting
chamber.
* Sealant heating range to 230oC.
* Full-sweep agitator.
* Accurately calibrated material and heating oil
temperature gauges.
Backer Rod Installation Maintains proper recess.
Tools Does not damage backer rod.
Silicone Pump & Flow Rate— 0.025 L/s minimum.
Applicator Hose lined with Teflon; all seals and packing made
from Teflon.
Material Squeegee Heavy-duty, industrial U- or V-shaped.
Finishing

33