64

Figure 16. Protective shield around waterblasting operation.

the concrete changes (for example, a harder aggregate has been

used in one section of the highway). If the concrete does

change, the waterblasting machine must be recalibrated using

two new trial areas in the section of the highway with the

different concrete.

All unsound concrete within a marked spalled area should be

removed to a minimum depth of 50 mm with neat vertical faces. 

Then the repair area must be tested again for soundness. Any

additional unsound concrete must be removed by continued

waterblasting. 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.

The debris and slurry that result from the waterblasting

operation must be removed using a low-pressure water stream

before the slurry dries and hardens on the surface of the hole. If

this is not done, the repair area may have to be refaced. Once

dried, sandblasting may or may not be able to remove the dried
65

slurry residue. Some moisture-sensitive materials may require

the repair area be completely dry before placing the material.

4.5.5 Clean and Patch

Under adverse conditions, handpicks and shovels should be

used to remove loose material. A light jackhammer may

sometimes be used for larger areas.

4.6 Cleaning the Repair Area

After all unsound concrete has been removed, the surface of the

repair area must be cleaned. Sandblasting, airblasting, and

sweeping normally provide a clean, rough surface for the

development of a good bond between the patch and the

pavement. High-pressure water may also be used to remove

dirt, dust, and other contaminants, but sandblasting usually

produces better results.

4.6.1 Sandblasting

Sandblasting, shown in figure 17, is highly recommended for

cleaning the surface. It removes dirt, oil, thin layers of unsound

concrete, and laitance. Sandblasting equipment consists of a

compressed air unit, a sand dispenser, hoses, and a wand with a

venturi-type nozzle. The compressed air must be free of oil and

water, since a contaminated surface will prevent bonding. The

air quality can be checked by placing a cloth over the air

compressor nozzle and visually inspecting for oil. Sandblasting

is generally not used under adverse conditions.
66

Figure 17. Sandblasting.

4.6.2 Airblasting

After sandblasting, high-pressure airblasting should be used to

remove any remaining dust, debris, and loosened concrete

fragments. Debris must be blown out and away from the patch

so that wind or passing traffic cannot carry it back into the

patch. The cleanliness of the repair area must be checked using

a black glove or cloth. If the glove or cloth picks up material

(dust, asphalt, slurry) when rubbed across the prepared surface,

the surface should be cleaned again or poor bonding will result. 

If there is a delay between cleaning and patch placement, the

surface may have to be cleaned again. Airblasting is generally

not used with the clean-and-patch procedure under adverse

conditions.

Either trailer-mounted air compressors or portable backpack

blowers may be used. Backpack blowers need only one laborer

and are very mobile. However, trailer-mounted air compressors
67

are recommended because they provide a higher pressure

(greater than 670 kPa). The compressed air unit should have

oil and moisture filters; otherwise, it may blow oil or moisture

into the repair area and prevent the patch from bonding. When

patching with a spray-injection machine (e.g., AMZ, Rosco),

the hole may be cleaned with its blower.

4.6.3 Sweeping

Sweeping is most commonly used to clean the repair area when

patching under adverse conditions. Under better conditions,

sandblasting and airblasting should be used.

4.7 Final Joint Preparation

If a nonflexible repair material is used, a compressible joint

bond breaker must be installed as the last step of joint

preparation. The type of joint (i.e., transverse, centerline, or

lane-shoulder) will determine the type of bond breaker to use. 

Some flexible materials may not need a bond breaker.

Polystyrene or polyethylene joint bond breakers are placed flush

with the pavement surface, between the new (nonflexible)

concrete and the adjacent slab to reduce the risk of

compression-related failure. They also protect the patch from

damage caused by deflection under traffic.

The bond breaker should have a scored top strip as shown in

figure 2. It should extend 25 mm below and 75 mm beyond the

repair boundaries, as shown in figure 18a. The extension will

prevent the repair material from flowing into the joint during

placement. Figure 18b shows a bond breaker installed

improperly, as there is not enough length to extend beyond the

repair boundary along the top (longitudinal) edge of the repair

area. The bond breaker should be slightly wider than the joint
68

Figure 18a. Correct dimensions of joint bond

breaker placement at one joint.

Figure 18b. Incorrectly installed bond

breaker at two joints.
69

Figure 19. Joint bond breaker that has been stacked

and caulked.

so that it is slightly compressed when installed. The scored top

strip must later be torn off and the resulting joint reservoir filled

with an appropriate joint sealant. Consult the Materials and

Procedures for Repair of Joint Seals in Concrete Pavements–

Manual of Practice for more information on selecting

appropriate dimensions for the joint reservoir and joint bond

breaker, and for appropriate joint sealing materials and methods

(Evans and Romine, 1993b).

4.7.1 Preparing Transverse Joints

A straight joint line should be maintained during bond breaker

placement at transverse joints. This may be difficult with back-
70

to-back patches. Bond breakers of different heights may be

installed in patches of different depths. Alternatively, the bond

breaker may be stacked to the needed depth, which may be

difficult. Latex caulking may be used to seal any gaps between

layers of bond breaker or between the bond breaker and the

joint opening, as illustrated in figure 19. This will prevent the

repair material from flowing into the joint or a crack opening

below the bottom of the patch.

4.7.2 Preparing Centerline Joints

Partial-depth patches placed at the centerline joint often spall

because of curling stresses. To prevent this, a polyethylene

strip (or other thin bond-breaker material) must be placed along

the centerline joint to prevent the patch from contacting the

adjacent lane, as described in section 4.7.1.

4.7.3 Preparing Lane-Shoulder Joints

The joint must be formed using a piece of fiberboard if the

repair is at the lane-shoulder joint. Fiberboard is stiffer than a

polyethylene or polystyrene joint bond breaker, and it provides

the support needed at the lane-shoulder joint when placing the

repair material. Like more flexible bond breakers, fiberboard

will prevent the repair material from flowing into the shoulder

during material placement. If the repair material flows into the

lane-shoulder joint, it will restrict longitudinal movement of the

slab and damage the repair. Fiberboard must be placed to the

same dimensions as the more flexible bond breaker, as shown in

figure 18.

4.7.4 Using Flexible Repair Materials

Some proprietary flexible repair materials, such as Percol FL

and Penatron R/M-3003, and some bituminous materials, such

as UPM High-Performance Cold Mix and spray-injection mix
71

(e.g., AMZ, Rosco), may have enough compressibility to allow

joints to move without needing a joint bond breaker. The

manufacturer should be consulted for the appropriate joint

treatment when using a flexible spall repair material.

4.8 Pre-Placement Inspection of the Repair Area

After cleaning, the repair area should be inspected to determine

if there is any more unsound concrete. If there is, it should be

removed, and the repair area should be cleaned again. 

Sandblasting should never be used to remove unsound material.

If the repair area is sound, it should then be inspected for clean,

dry, freshly exposed concrete. Any dust remaining on the

pavement surface around the repair area should be removed by

sweeping, especially on windy days or when traffic passes

alongside the repair. If there is a delay between cleaning and

placing the material, the repair area must be inspected again at

the time of placement, and must be cleaned again by airblowing

if dirt has blown into it.

4.9 Mixing the Bonding Agent

Some partial-depth patching materials require epoxy or

proprietary bonding agents. Epoxy bonding agents should be

mixed carefully according to the manufacturer's instructions. 

An electric drill with a Jiffy mixer may be used to mix the two

epoxy components for the required time.

Some spall repair materials, such as SikaPronto 11, specify a

proprietary bonding agent. The manufacturer's mixing

instructions should be followed exactly to ensure good patch

performance.
72

4.10 Mixing the Repair Material

The volume of material required for a partial-depth repair is

usually small (0.014 m3 to 0.057 m3). Ready-mix trucks and

other large equipment cannot efficiently produce small

quantities. Small drum or paddle-type mixers with capacities of

0.17 m3 to 0.23 m3 and Jiffy mixers are often used. Based on

trial batches, repair materials may be weighed and bagged in

advance to make the batching process easier. Prebagged

cement may also be used; aggregate may be weighed using a

precalibrated volume method (i.e., a bucket can be marked by

volume for the appropriate weight). Continuous-feed mixers

are also widely used.

Mixing times and water content must be carefully observed for

prepackaged rapid-setting materials. Mixing for a longer time

than needed for good blending reduces the already short time

available for placing and finishing rapid-setting materials. 

Additional water may significantly reduce the strength of the

patch.

4.10.1 Cementitious Concretes

Rapid-setting cementitious materials used in partial-depth spall

repair, such as Type III PCC, gypsum-based concrete (e.g.,

Duracal), magnesium phosphate concrete (e.g., Set-45), and

high alumina concrete (e.g., Five Star HP), generally are mixed

with small drum or mortar mixers, as shown in figure 20.

The proportions of water, aggregate, and cement depend on the

type of material selected. A rapid-setting Type III PCC mix

generally includes an air-entraining agent, an accelerating agent,

and a superplasticizer. In addition to the cement itself, rapidsetting cementitious materials need clean water and a

manufacturer-specified gradation of aggregate. Some

proprietary materials (e.g., Duracal) also need sand. Most 
73

Figure 20. Adding carefully measured components to a

drum mixer.

cementitious materials require that the water be added to the

running mixer, followed by the aggregate, and then the cement. 

Warm water may be needed at air temperatures below 13oC,

while ice water may be needed at higher temperatures. The

manufacturer's recommendations for proportions, mixing

sequence, and mixing times for each component should be

followed exactly.

4.10.2 Polymer Concretes

Polymer concretes, such as epoxies (e.g., MC-64), methyl

methacrylates (e.g., SikaPronto 11), and polyurethanes (e.g.,

Percol FL, Penatron R/M-3003), are generally mixed with a
74

Jiffy mixer or a mortar mixer, as specified by the material

manufacturer.

The materials usually consist of two or more premeasured

liquid components, or a liquid component and cementitious

components. The different components are generally mixed

separately and then in combination. Mortar mixers are used for

mixing large batches of liquid components and for mixing

cementitious components with aggregate. Jiffy mixers are used

for mixing small batches of liquid components, as shown in

figure 21. Liquid mixtures are either mixed with or poured

over a specified gradation of oven-dried aggregate. The

manufacturer's recommendations for mixing sequence,

component amounts, and mixing times should be followed

exactly.

4.10.3 Bituminous Materials

Bituminous cold mixes (e.g., UPM High-Performance Cold

Mix) are generally mixed at a local plant using the

manufacturer's mix design. They may also come premixed in

drums, buckets, or bags. When patching spalls with a sprayinjection machine (e.g., AMZ, Rosco), the machine mixes

asphalt emulsion heated to approximately 57oC and aggregate. 

An experienced operator should carefully control the volume of

each component. The asphalt and aggregate are sprayed out

under pressure. Care should be taken not to overfill or to spill

material outside of the repair area.
75

Figure 21. Using a jiffy mixer.

4.11 Applying the Bonding Agent

A bonding agent should be applied after cleaning the repair area

and just before placing PCC repair materials. The

manufacturer's directions must be closely followed when using

epoxies or other manufactured grouts. The bottom and sides of

the repair area must be thoroughly coated by brushing the grout

or epoxy onto the concrete as shown in figure 22. Spraying

may be appropriate for large repair areas. Excess bonding

agent should not be allowed to collect in pockets. The

placement of the bonding agent should be timed so that it is

tacky when the repair material is placed.
76

Figure 22. Applying bonding agent.

4.12 Placing the Repair Material

For materials that will be consolidated or compacted, the

placement procedure begins by slightly overfilling the repair

hole to allow for the reduction in volume. Materials that

contain aggregate must be placed with a shovel. Segregation

will occur if these materials are dumped from a bucket or

wheelbarrow.

4.12.1 Cementitious Concretes

PCC and most of the rapid-setting proprietary patching

materials should not be placed when the air or pavement
77

temperature is below 4oC. Insulating covers and longer cure

times may be needed at temperatures below 13oC. The repair

area must be sprayed with water to enhance bonding before

placing many cementitious materials (e.g., Duracal, Five Star

HP, Pyrament 505). Vibration may be needed during placement

to improve workability.

4.12.2 Polymer Concretes

Some polymer concretes may be installed under adverse

conditions of low temperatures and wet substrates with

reasonable success (Stingley, 1977). However, these materials

perform better when installed under more favorable conditions. 

Due to their high heat of hydration, some polymer concretes,

such as epoxies (e.g., MC-64), and methyl methacrylates (e.g.,

SikaPronto 11) are placed in lifts no more than 38 to 50 mm

deep. The time between lifts should be that recommended by

the manufacturer. These materials have also been placed in one

lift during partial-depth spall repair with no adverse effects.

When placing polyurethane concretes, such as Percol FL and

Penatron R/M-3003, the repair area is first filled to grade with

washed, oven-dried, and crushed stone of the type and

gradation specified by the manufacturer. The polymer is then

poured (as in the case of Penatron R/M-3003) or pumped (as in

the case of Percol FL) directly over and through the preplaced

aggregate until all the aggregate is encased in the concrete and

the material is flush with the pavement surface, as shown in

figure 23. If specified by the manufacturer, aggregate may then

be broadcast over the top of the repair as a friction layer.
78

Figure 23. Pumping polymer into a patch that was prefilled

with aggregate (cover aggregate also being placed).

4.12.3 Bituminous Materials

Some bituminous mixes may be installed under adverse

conditions of low temperatures and wet substrates with

reasonable success (Stingley, 1977). However, these materials

perform better when installed under more favorable conditions. 

Bituminous cold mixes, such as UPM High-Performance Cold

Mix, must be placed by shovel. When patching using a sprayinjection machine (e.g., AMZ, Rosco), a coating of emulsified

asphalt should be sprayed into the hole and onto the edges of

the pavement around the repair. A mixture of emulsified

asphalt and aggregate should then be sprayed directly into the

hole. The repair should be filled slightly above level with the

pavement surface, and a coating of chip stone should be

sprayed onto the patch to prevent tracking.
79

4.13 Consolidating and Compacting

Cementitious repair materials must be consolidated by vibration

during placement to release trapped air from the fresh mix. 

Failure to do so may result in poor durability, spalling, and

rapid deterioration. Voids between the repair material and

pavement can cause total debonding and loss of repair material. 

Percol FL, MC-64, Penatron R/M-3003, and bituminous cold

mixes (e.g., UPM High-Performance Cold Mix, spray-injection

mixes) do not need vibration.

Three common methods of consolidation are:

! Using internal vibrators with small heads (less than 25

mm in diameter).

! Using vibrating screeds.

! Rodding or tamping and cutting with a trowel or other

handtools.

The internal vibrator, shown in figure 24, and the vibrating

screed give the best results. However, partial-depth patches are

usually too small to use a vibrating screed. Internal pencil

vibrators are recommended. Very small repairs may be

consolidated using handtools. Cutting with a trowel seems to

give better results than rodding or tamping. The tools used

should be small enough to work easily in the repair area.
80

Figure 24. Using an internal vibrator.

The vibrator should be held at 15 degrees to 30 degrees from

the vertical, as shown in figure 24, and should be moved

through the patch until the entire repair has been vibrated. It

should be lifted up and down, but not moved horizontally in the

patch. The vibrator should not be used to relocate material

within the repair as this may cause segregation. The mix is

adequately consolidated when it stops settling, air bubbles no

longer emerge, and a smooth layer of mortar appears at the

surface. 

Bituminous patching materials, such as UPM High-Performance

Cold Mix, are generally compacted using a vibratory roller or

plate until level with the pavement. The patches should be

compacted with three to eight passes. The roller or plate must

not bridge the patch.
81

4.14 Screeding and Finishing

The surface of the patch should be troweled flush with the

pavement surface. Vibration may be needed to make the work

finishable if the mix is too stiff. Partial-depth repairs are usually

small enough that a stiff board resting on the adjacent pavement

can be used as a screed. The material should be worked toward

the edges of the patch to establish contact and enhance bonding

to the pavement, as shown in figure 25. At least two passes

should be made to ensure a smooth surface.

The repair surface must be hand-troweled to remove any

remaining minor irregularities, as shown in figure 26. The edge

of a repair located next to a transverse joint should be tooled to

provide a good reservoir for joint sealing. Extra mortar from

troweling can be used to fill any saw overcuts at the patch

corners. Extra epoxy may also be used, or the saw overcuts

may be filled with joint sealant during the joint sealing process.

Partial-depth repairs typically cover only a small portion of the

pavement surface and have little effect on skid resistance. 

However, the finished surface of the repair should match that of

the pavement as closely as possible.

4.15 Curing

Curing is as important for partial-depth repairs as it is for

full-depth repairs. Since partial-depth repairs often have large

surface areas in relation to their volumes, moisture can be lost

quickly. Improper curing can result in shrinkage cracks that

may cause the repair to fail prematurely.
82

Figure 25. Screeding the patch.

Figure 26. Finishing the patch.
83

4.15.1 PCC Patching Materials

The most effective curing method when patching with PCC

materials in hot weather is to apply a white-pigmented curing

compound as soon as water has evaporated from the repair

surface. The compound will reflect radiant heat while allowing

the heat of hydration to escape and will provide protection for

several days. Moist burlap and polyethylene sheeting can also

be used, but must be removed when the roadway is opened to

traffic. In cold weather, insulating blankets or tarps can be used

to provide more rapid curing and to allow an earlier opening to

traffic. The required curing time should be stated in the project

plans and specifications.

4.15.2 Proprietary Patching Materials

Some proprietary materials may require some form of moist

curing after the mix has stiffened (e.g., Five Star HP). Others

require the application of a curing compound (e.g., Pyrament

505). Some proprietary repair materials may be air-cured (e.g.,

SikaPronto 11). Epoxy and proprietary repair materials should

be cured as recommended by their manufacturers.

4.16 Joint Sealing

The final step in partial-depth spall repair is restoring the joints. 

When the recommended scored bond breaker has been used,

the tear-off top strip should be removed, as shown in figure 27,

and the selected sealant applied (see section 3.4.4). If a scored

bond breaker has not been used, joint restoration is

accomplished by resawing the joint to a new shape factor,

sandblasting and airblasting both faces of the joint, inserting a

closed-cell backer rod, and applying the sealer. A minimum 1-

week cure time should be allowed before joint sealing. Consult
84

Figure 27. Removing the tear-off top

strip of a joint bond breaker.

the Materials and Procedures for Repair of Joint Seals in

Concrete Pavements–Manual of Practice for more information

on proper joint sealing practices (Evans and Romine, 1993b).

4.17 Cleanup Requirements

The material manufacturer's instructions should be consulted for

information on cleaning equipment that has been used to mix,

place, and finish their material. The cleaning solvent for most

cementitious materials is simply potable water. Some

proprietary materials may require a special solvent; table 5

shows which of several rapid-setting repair materials require a

special cleaning solvent. Equipment must be cleaned
85

immediately after use so it will not contaminate the next

material it contacts.

4.18 Opening to Traffic

Compressive strength requirements for paving concrete are

generally specified at 20,700 kPa at 28 days. The repair

concrete should develop an equal or greater strength by the

time it receives traffic loadings. However, to minimize lane

closures, traffic loadings may be allowed on a patched area

when the repair concrete has attained the minimum strength

needed to ensure its structural integrity. The compressive

strength required for the opening of partial-depth patches to

traffic may be lowered because of their lateral confinement and

shallow depth.

The specifications of rapid-setting proprietary mixes should be

checked for recommended opening times. Cylinders or beams

can be tested for strength to determine what opening time will

allow the repair material to develop enough strength. The time

to opening to traffic at 21oC for several rapid-setting partialdepth spall repair materials is shown in table 1.

4.19 Inspection

Quality control and inspection of the entire construction

process is crucial to the success of the repair. Field experience

has shown that each step in the partial-depth spall repair

process requires careful supervision and inspection. An

inspector must continually observe the various operations to

ensure that proper procedures are being followed. Appendix D

contains detailed checklists for each step of the inspection

process.
 
87

5.0 Evaluating Partial-Depth Patch

Performance

It is good practice to monitor the performance of partial-depth

patches. By doing so, patch performance factors can be

determined and used in comparing cost-effectiveness of

different material-procedure patch treatments. One method for

calculating a performance factor is described in this chapter.

5.1 Data Required

To determine the effectiveness of a given patch type (materialprocedure combination), field surveys must be conducted

periodically. The highway agency must record the survival life

for all patches placed so that the mean service life can be

calculated for the patch type. The main emphasis for the field

survey is to verify the continued survival of the patches, to

document those that have failed, and to note distresses evident

in the surviving patches, which may indicate the failure mode of

the patch.

For calculating the cost-effectiveness of a partial-depth spall

repair patching operation, it is necessary to estimate the

expected mean repair life of the patches. Table 8 shows one

alternative for documenting survival information and generating

a mean repair life value for a situation when the time until repair

is to be approximately 48 months. For a situation where the

time until repair would be approximately 24 months, the

maximum service life recorded for each individual repair would

be 24 months.
88

Table 8. Sample patch performance data.

Patch

No.

Survival at Month No. Life at Month No.

1 3 6 12 18 24 36 48 24 36 48

1 U U U U U U U U 24 36 48

2 U U U U U U 24 24 24

3 U U U U U U U U 24 36 48

4 U U U U U U U U 24 36 48

5 U U U U U 18 18 18

6 U U U U U U U U 24 36 48

7 U U U U U U U U 24 36 48

8 U U U U U U U U 24 36 48

9 U U U U U U U U 24 36 48

10 U U U U 12 12 12

11 U U U U U U U U 24 36 48

12 U U U U U U U U 24 36 48

13 U U U U U 18 18 18

14 U U U U U U U U 24 36 48

15 U U U U U U 24 24 24

16 U U U U U 18 18 18

17 0 0 0

18 U U U U U U U 24 36 36

19 U U U U U 18 18 18

20 U U U U U 18 18 18

Mean Service Life 21 27 33
89

5.2 Calculations

The mean patch service life is calculated simply by averaging

the individual service life values recorded for each patch being

monitored. The true mean service life cannot be determined

until all of the repairs have failed.

The mean service life for the example shown in table 8 is 33

months. This value is valid for calculating cost-effectiveness

for situations where the time until rehabilitation will be

approximately 48 months. For situations where the time until

rehabilitation will be 24 or 36 months, the mean service life for

the data shown in table 8 would be 21 or 27 months,

respectively.
 
91

Appendix A

Material Testing Specifications

The following specifications for partial-depth spall repair

materials are given as a guideline only and should be modified

to reflect the conditions and requirements of a particular

climatic region or roadway classification.

A.1 Rapid-Setting Cementitious Concretes

The cementitious rapid-setting patching materials and some

non-flexible rapid-setting polymer materials (e.g., SikaPronto

11) shall meet the following suggested guidelines for

acceptance as approved materials.

Initial set time, minimum ...................... . 15 min

Compressive strength

ASTM C 39, 3 hours ..................... . 6.9 MPa

Compressive strength

ASTM C 39, 24 hours ................... . 20.7 MPa

Bond strength of epoxy-resin systems

ASTM C 882 ........................... . 1.4 MPa

Bond strength of concrete overlay and 

patching materials, California test ............ . 1.4 MPa

Flexural strength

ASTM C 78 ............................ . 3.1 MPa

Freeze-thaw resistance

ASTM C 666, Procedure A (150 cycles) ..... . 15 grams

Scaling resistance

ASTM C 672 (100 cycles) ...................... . 5

Surface abrasion resistance

California Test T550 .................... . 25 grams
92

Thermal compatibility

ASTM C 884 .............................. . pass

A.2 Rapid-Setting Flexible Polymer Concretes

The flexible polymer materials shall meet the following

suggested guidelines for acceptance as approved materials.

Initial set time, minimum ...................... . 15 min

Bond strength of epoxy-resin systems

ASTM C 882 ........................... . 1.4 MPa

Bond strength of concrete overlay and 

patching materials, California test ............ . 1.4 MPa

Freeze-thaw resistance

ASTM C 666, Procedure A (150 cycles) ......... . 15 g

Scaling resistance

ASTM C 672 (100 cycles) ...................... . 5

Surface abrasion resistance

California Test T550 ........................ . 25 g

Thermal compatibility

ASTM C 884 .............................. . pass

A.3 Bituminous Materials

Bituminous patching materials shall meet the agency's

suggested guidelines for acceptance as approved materials. 

Tests for workability, stripping, drainage, and cohesion are

highly recommended. Additional tests suggested by other

agencies and proprietary material manufacturers may also be

used. Consult Appendix A of Materials and Procedures for

the Repair of Potholes in Asphalt Pavements–Manual of

Practice for more information on compatibility and acceptance

tests for bituminous cold mix materials (Wilson and Romine,

1993).
93

Appendix B

Sample Cost-Effectiveness Calculations

This appendix contains sample worksheets for costeffectiveness calculations. Different material and procedure

combinations illustrate the financial differences between

patching operations.

When using the examples in the following sections, it is

important to remember that crew size and productivity differ

greatly among agencies. These examples are fictitious and their

only purpose is to show how the worksheets are used when

completing them with the information relevant to a particular

agency.

Each example considers the placement of 200 partial-depth

patches with an average finished patch length of 457 mm, width

of 229 mm, and depth of 51 mm. Therefore, for all examples,

the expected total volume of the finished patches is 1.07 m3. 

The average daily wage for the maintenance worker is assumed

to be $120 in each example. Other data vary from example to

example.

Calculation of the amount of materials needed, such as a

patching material, bonding agent, joint bond breaker, or curing

compound, is not demonstrated. The examples assume that

agencies are already familiar with these calculations based on

the number, length, width, and depth of the patches, and a

typical waste factor for each material.
94

B.1 Example 1

Example 1 considers the placement of 200 material "A" patches

using the saw-and-patch procedure. Material, labor, and

equipment costs can be directly entered on the costeffectiveness worksheet. However, the average daily

productivity, the estimated number of days for the patching

operation, and the partial-depth patch survival rate require a

few advance calculations.

In calculating the average daily productivity and estimated

number of days for patching, the examples assume that the last

patch will be placed at the latest possible time and that

preparation will stop when there is enough time to place the last

patch. Therefore the patch preparation rate will control the

number of patches that can be placed per day. The example

also assumes that a crew of seven places seven patches per

hour, and that the average patch volume is 0.005 m3.

Patches prepared per hour = 7

Work hours per day = 8

Material cure time = 4 hr

Number of hours available for preparation

and placement (work hours - cure hours) = 4 hr

Average preparation rate

(7 patches/hr) × (0.006 m3/patch) = 0.042 m3/hr

Average daily productivity

4 hr × 0.042 m3/hr × (1 patch/0.006 m3) = 28 patches

Estimated number of days for patching (rounded up)

200 / 28 = 8 days

The mean patch survival life is estimated at 50 months for a

situation where a rehabilitation will be placed in approximately

60 months. Figure B-1 shows the completed cost-effectiveness

worksheet for this example.
95

ESTIMATE OF PROJECT SIZE OR SEASONAL PARTIALDEPTH PATCHING NEEDS

amount units

Expected Number of Patches 200 (A) 

Average Finished Patch Length 457 mm (B1)

Average Finished Patch Width 229 mm (B2)

Average Finished Patch Depth 51 mm (B3)

Expected Total Volume of Finished Patches

[(B1 × B2 × B3 × A) ÷ 109] 1.07 m3(C) 

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

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

Material 1 = Patching Material "A"

Material 1 Purchase Cost 172 $/m3(D1)

Expected Material 1 Needs 1.23 m3(E1)

Material 1 Shipping Cost 0 $ (F1)

Total Material 1 Cost [(D1 × E1) + F1] 211 $ (G1)

Material 2 = Bonding Agent

Material 2 Purchase Cost 12 $/L (D2)

Expected Material 2 Needs 56.2 L (E2)

Material 2 Shipping Cost 0 $ (F2)

Total Material 2 Cost [(D2 × E2) + F2] 675 $ (G2)

Material 3 = Joint Bond Breaker

Material 3 Purchase Cost 1.075 $/m (D3)

Expected Material 3 Needs 152.5 m (E3)

Material 3 Shipping Cost 0 $ (F3)

Total Material 3 Cost [(D3 × E3) + F3] 164 $ (G3)

Material 4 = Curing Compound

Material 4 Purchase Cost 2.6 $/L (D4)

Expected Material 4 Needs 7.7 L (E4)

Material 4 Shipping Cost 0 $ (F4)

Total Material 4 Cost [(D4 x E4) + F4] 20 $ (G4)

Figure B-1. Example 1 cost-effectiveness worksheet.
96

LABOR COSTS

amount units

Number in Repair Crew 9 (H) 

Average Daily Wage per Person 120 $/day (I) 

Number in Traffic Control Crew 2 (J) 

Average Daily Wage per Person 120 $/day (K) 

Supervisor Daily Wage 200 $/day (L) 

EQUIPMENT COSTS

Material Truck 20 $/day (M)

Traffic Control Trucks and Signs 150 $/day (N) 

Patch Preparation Equipment

(e.g., concrete saw, jackhammer, 225 $/day (O1)

milling machine, waterblaster) 60 $/day (O2)

Cleaning Equipment 350 $/day (P1)

(e.g., sandblaster, airblaster) 0 $/day (P2)

Mixing Equipment 35 $/day (Q1)

(e.g., mortar mixer, Jiffy mixer) 0 $/day (Q2)

Consolidation/Compaction Equipment

(e.g., pencil vibrator, vibrating 

screed, vibratory roller) 20 $/day (R) 

Extra Equipment Truck 0 $/day (S) 

Miscellaneous Equipment 0 $/day (T1)

(e.g., spray-injection machine, 0 $/day (T2)

joint sealing equipment, etc.)

Figure B-1. Example 1 cost-effectiveness worksheet

(continued).
97

SUMMARY COSTS

amount units

Total Material Cost

(G1 + G2 + G3 + G4 + ...) 1070 $ (U)

Total Daily Labor Cost

[(H × I) + (J × K) + L] 1520 $/day (V)

Total Equipment Cost

[M + N + (O1 + O2 + ...) + 

(P1 + P2 + ...) + (Q1 + Q2 + ...) + 

R + S + (T1 + T2 + ...)] 860 $/day (W)

User Delay Costs 1000 $/day (X)

Average Daily Productivity 28 patches/day (Y)

Estimated Number of Days

for Patching Operation

(A ÷ Y) 8 days (Z)

Total Patching Operation Cost

[U + {Z × (V + W + X)}] 28,110 $ (AA)

Expected Mean Life for Partial-Depth

Patches150 months (BB)

Time to Pavement Rehabilitation 60 months (CC)

Effective Patching Cost Over Time

[AA × (CC/BB)] 33,732 $ (DD)

1 Until expected mean life values have been determined, agency experience

should be applied. See chapter 5 for calculation examples.

Figure B-1. Example 1 cost-effectiveness worksheet

(continued).
98

B.2 Example 2

Example 2 considers the placement of 200 material "B" patches

using the chip-and-patch procedure. As in example 1, material,

labor, and equipment costs can be directly entered on the costeffectiveness worksheet. However, the average daily

productivity, the estimated number of days for the patching

operation, and the partial-depth patch survival rate require a

few advance calculations as well.

The same assumptions made in example 1, regarding the

calculation of the average daily productivity and estimated

number of days for patching, are made here. This example

assumes that sawing equipment will be needed to re-establish

the joints, and that the chip-and-patch preparation process will

have the same productivity as the saw-and-patch preparation

process, because the time needed for jackhammering will take

up the time not needed for sawing.

The mean patch survival life is estimated at 45 months for a

situation where a rehabilitation will be placed in approximately

60 months. Figure B-2 shows the completed cost-effectiveness

worksheet for this example.
99

ESTIMATE OF PROJECT SIZE OR SEASONAL PARTIALDEPTH PATCHING NEEDS

amount units

Expected Number of Patches 200 (A) 

Average Finished Patch Length 457 mm (B1)

Average Finished Patch Width 229 mm (B2)

Average Finished Patch Depth 51 mm (B3)

Expected Total Volume of Finished Patches

[(B1 × B2 × B3 × A) ÷ 109] 1.07 m3(C)

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

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

Material 1 = Material B

Material 1 Purchase Cost 278 $/m3(D1)

Expected Material 1 Needs 1.23 m3(E1)

Material 1 Shipping Cost 0 $ (F1)

Total Material 1 Cost [(D1 × E1) + F1] 342 $ (G1)

Material 2 = Joint Bond Breaker

Material 2 Purchase Cost 1.14 $/m (D2)

Expected Material 2 Needs 152.5 m (E2)

Material 2 Shipping Cost 0 $ (F2)

Total Material 2 Cost [(D2 × E2) + F2] 174 $ (G2)

Material 3 = __________________

Material 3 Purchase Cost 0 $/___ (D3)

Expected Material 3 Needs 0 _____ (E3)

Material 3 Shipping Cost 0 $ (F3)

Total Material 3 Cost [(D3 × E3) + F3] 0 $ (G3)

Material 4 = __________________

Material 4 Purchase Cost 0 $/___ (D4)

Expected Material 4 Needs 0 _____ (E4)

Material 4 Shipping Cost 0 $ (F4)

Total Material 4 Cost [(D4 x E4) + F4] 0 $ (G4)

Figure B-2. Example 2 cost-effectiveness worksheet.
100

LABOR COSTS

amount units

Number in Repair Crew 7 (H) 

Average Daily Wage per Person 120 $/day (I) 

Number in Traffic Control Crew 2 (J) 

Average Daily Wage per Person 120 $/day (K) 

Supervisor Daily Wage 200 $/day (L) 

EQUIPMENT COSTS

Material Truck 20 $/day (M)

Traffic Control Trucks and Signs 150 $/day (N) 

Patch Preparation Equipment

(e.g., concrete saw, jackhammer, 225 $/day (O1)

milling machine, waterblaster) 60 $/day (O2)

Cleaning Equipment 350 $/day (P1)

(e.g., sandblaster, airblaster) 0 $/day (P2)

Mixing Equipment 35 $/day (Q1)

(e.g., mortar mixer, Jiffy mixer) 0 $/day (Q2)

Consolidation/Compaction Equipment

(e.g., pencil vibrator, vibrating 

screed, vibratory roller) 20 $/day (R) 

Extra Equipment Truck 0 $/day (S) 

Miscellaneous Equipment 0 $/day (T1)

(e.g., spray-injection machine, 0 $/day (T2)

joint sealing equipment, etc.)

Figure B-2. Example 2 cost-effectiveness worksheet

(continued).
101

SUMMARY COSTS

amount units

Total Material Cost

(G1 + G2 + G3 + G4 + ...) 516 $ (U)

Total Daily Labor Cost

[(H × I) + (J × K) + L] 1280 $/day (V)

Total Equipment Cost

[M + N + (O1 + O2 + ...) + 

(P1 + P2 + ...) + (Q1 + Q2 + ...) + 

R + S + (T1 + T2 + ...)] 860 $/day (W)

User Costs 1000 $/day (X)

Average Daily Productivity 28 patches/day (Y)

Estimated Number of Days

for Patching Operation

(A ÷ Y) 8 days (Z)

Total Patching Operation Cost

[U + {Z × (V + W + X)}] 25,636 $ (AA)

Expected Mean Life for Partial-Depth

Patches145 months (BB)

Time to Pavement Rehabilitation 60 months (CC)

Effective Patching Cost Over Time

[AA × (CC/BB)] 34,181 $ (DD)

1 Until expected mean life values have been determined, agency experience

should be applied. See chapter 5 for calculation examples.

Figure B-2. Example 2 cost-effectiveness worksheet

(continued).

103

Appendix C

Material and Equipment Safety

Precautions

This appendix contains some common-sense safety precautions

for using materials and equipment in the partial-depth spall

repair process. These precautions are not a complete list, nor

will they apply to all materials and equipment. It is essential

that the highway agency obtain, review, and follow safety

data sheets for all materials and all equipment. The agency

should develop a safety training program that will properly

instruct highway workers in the safe use of all materials and

equipment involved in partial-depth spall repair. 

C.1 Materials

Some common-sense precautions for the safe use of many

rapid-setting materials, admixtures, bonding agents, curing

compounds, and solvents include the following:

! To avoid skin contact during mixing, placing, and

cleaning:

ý Wear long-sleeved shirts.

ý Wear long pants.

ý Wear gloves.

ý Wear steel-toed boots.

! To avoid ingestion during mixing, placing, and cleaning:

ý Wear eye protection.

ý Wash hands (even if gloves have been worn) before

handling anything that will go into the mouth (e.g.,
104

lunch containers, silverware, food, drinks, tobacco,

gum, etc.).

ý Wash hands before touching the face, eyes, nose,

mouth, or any other part of the body.

ý Avoid inhaling fumes and vapors (use respirators if

required).

ý Use in well-ventilated areas.

! To avoid creating additional toxic vapors or fumes,

never combine any substances unless following the

specific instructions of the manufacturers of those

substances. This includes combination by mixing, by

cleaning, by adjacent placement, by contamination, etc.

C.2 Equipment

Some common-sense precautions for the safe use of typical

partial-depth spall repair equipment include the following:

! Wear eye protection, gloves, long-sleeved shirts, long

pants, and steel-toed boots during sawing,

jackhammering, sandblasting, airblasting, milling,

waterblasting, spray injection, and any other operation

that could injure the skin, eyes, limbs, etc.

! Use ear protection during sawing, jackhammering,

sandblasting, airblasting, milling, waterblasting, spray

injection, and any other operation that is loud and could

permanently damage the hearing.
105

Appendix D

Inspection Checklists for Construction

This appendix is intended for inspectors of the partial-depth

spall repair process. It contains discussions of planning,

equipment, and procedures crucial to successfully completing a

partial-depth spall repair project. Checklists pertaining to each

step of the process–including planning, equipment, material

mixing, patch preparation, material installation, and safety

precautions–are provided.

D.1 Plans and Specifications

Plans must be prepared and distributed to the inspector and the

supervisor of the installation crew. The plans must contain the

following information:

G 1. Project layout (including stationing, slab lengths,

location of spalls to be repaired, etc.).

G 2. Original pavement material type.

G 3. Location and type of any pre-patching repairs

required.

G 4. Required patch dimensions.

G 5. Required joint reservoir dimensions.

Specifications may be based either on adherence to designated

procedures or on achieving a quality end-product. They may

also combine the two. Procedure-based specifications must

contain the following information:

G 1. Delivery and storage requirements.

G 2. Equipment requirements.

G 3. Material requirements.
106

G 4. Material mixing procedure requirements.

G 5. Patch preparation procedure requirements.

G 6. Installation procedure requirements.

G 7. Weather condition limitations.

G 8. Traffic control requirements.

G 9. Material disposal requirements.

G 10. Safety requirements.

End-result specifications must contain the following

information:

G 1. Delivery and storage requirements.

G 2. Required results of mixing procedures and

acceptance-rejection criteria.

G 3. Required results of each preparation procedure

and acceptance-rejection criteria.

G 4. Required results of the installation process and

acceptance-rejection criteria.

G 5. Weather condition limitations.

G 6. Traffic control requirements.

G 7. Material disposal requirements.

G 8. Safety requirements.

Most projects combine procedure-based and end-result

specifications. The following inspection process is based on

their combination.

D.2 Equipment

All equipment must be inspected and approved before the

project begins, as well as during mixing, patch preparation,

patch installation, and sealant installation. A list of proposed

equipment should be submitted before installation for approval. 

During the pre-installation inspection, the inspector should

check all equipment, ensuring that each piece meets the project
107

specifications. Suitability of equipment for mixing and placing a

particular repair material can be confirmed by contacting the

material manufacturer.

The condition and effectiveness of each piece of equipment

should be checked at the beginning of each day of patch

preparation, mixing, and installation.

D.3 Material Quality

The inspector must confirm that the patching materials, joint

bond breaker, bonding agent, curing compound, and so on are

from the agency's "approved list" or are from a certified plant,

and that samples of the materials have been submitted to the

agency's laboratory for testing. The material manufacturer's

recommendations for storage and shelf life should also be

checked. Materials that are not stored properly or that are old

may not meet quality standards.

D.4 Field Installation

After all required slab stabilization and other prepatching

rehabilitation have been completed and approved, the partialdepth spall repair process can begin. Inspector(s) and

supervisor(s) should meet before work begins to discuss the

following subjects:

G 1. Exact locations and dimensions of all spalls to be

patched. (The boundaries should be clearly

marked.)

G 2. Traffic control requirements and lane closure

time limitations.
108

G 3. Methods for preparing and cleaning repair areas,

for mixing and placing the repair materials, and

for reinstalling a joint sealant system.

G 4. Recommended accessory materials and

instructions for their use.

G 5. Material properties and working tolerances;

G working times.

G time to traffic at the anticipated mixing and

placement temperatures.

G moisture conditions allowable during

placement.

G temperatures allowable during mixing and

placement.

G 6. Mixing times, components, proportions, and

sequences.

G 7. Criteria for approval of all cleaning and

installation equipment and processes.

G 8. Criteria for final approval of the repair work.

G 9. Any localized variations from the specified

methods.

G 10. Procedures in the event of hot, cold, and/or wet

weather.

G 11. Material disposal requirements.

G 12. Safety requirements for all equipment and

procedures and MSDS’s.

D.5 Preparing the Repair Area

Patch preparation includes removing deteriorated concrete and

old sealant in the adjacent joint, final cleaning, installing the

joint bond breaker, and applying the bonding agent. The

following inspection checklist can be used to ensure that spall

preparation is completed properly. Not all of these patch

preparation procedures are used at one time.
109

G 1. Sounding:

G a solid steel rod, chain, or ball-peen hammer

is used to sound the spalled area before and

after the deteriorated concrete is removed.

G all deteriorated concrete is removed using

the specified method until all parts of the

repair area yield a clear ringing sound when

they are sounded.

G 2. Sawing:

G the concrete saw is establishing straight,

vertical patch boundaries to the required

depth, where specified.

G the concrete saw is removing the required

amount of concrete and sealant in any

adjacent joint.

G the concrete saw is uniformly cutting to the

proper width and depth. (Depth and width

can be checked quickly using a metal

template.)

G 3. The water-wash equipment is removing all

sawing and/or waterblasting slurry from the

repair area before it dries.

G 4. Jackhammering:

G jackhammers of the specified weight are

removing all deteriorated concrete to the

specified depth, without fracturing the sound

concrete below the repair or undercutting or

spalling any sawed boundaries.

G chiseling is begun in the center of the repair

area and proceeds outward.

G only light jackhammers are used near the

patch boundaries.

G if patch boundaries have not been sawed, the

hammering is producing rough, vertical

edges (not scalloped edges into which the

repair material will have to be feathered).
110

G spade bits (not gouge bits) are being used.

G jackhammers are being operated at an angle

less than 45 degrees from the vertical.

G 5. Milling:

G the carbide-tipped milling machine is

removing all deteriorated concrete to the

specified minimum depth.

G any material that remains at the patch

corners is removed by light jackhammering

or sawing.

G whenever possible, the milling machine is

oriented such that the rounded edges of the

milling hole are parallel to the direction of

traffic.

G if this is not possible, the rounded edges are

chipped into straight, vertical edges.

G edge spalling is minimized.

G 6. Waterblasting:

G a protective shield has been built around the

repair area before waterblasting if traffic is

passing in the next lane.

G the waterblasting equipment has been

calibrated to remove the specified depth of

concrete.

G operation parameters are not changed

throughout the remainder of the project

unless the concrete changes (e.g., the

aggregate hardness differs from one

pavement section to another).

G the waterblasting equipment is removing all

deteriorated concrete to the required depth,

and is producing neat, vertical faces at the

patch boundaries.

G waterwashing equipment is used to wash the

waterblasting slurry from the repair area

before it dries.
111

G 7. A full-depth repair is used if at any point in the

patch preparation process, the deteriorated area

of concrete is found to be deeper than the top

third of the pavement slab, or if reinforcing bars

or mesh are encountered.

G 8. Handtools and shovels are being used to

remove all loose material, when preparing the

patch under adverse conditions.

G 9. Sandblasting:

G the sandblasting equipment is uniformly

cleaning the faces of the repair area. This

typically requires that the nozzle be held 25

mm to 50 mm from the pavement and that

several passes be made.

G no old sealant, oil, or dried sawing and/or

waterblasting slurry remains in the repair

area.

G the sandblasting equipment does not

introduce oil or moisture to the repair area.

G after sandblasting, the entire surface area of

the patch hole contains freshly exposed

concrete.

G 10. Airblasting:

G the airblasting equipment is removing all dirt,

dust, old sealant, and sand from the dry

repair area.

G the airblaster does not introduce oil or

moisture to the repair area.

G after airblasting, the repair area is clean and

dry.

G 11. Compressed air is removing all old sealant,

sand, dirt, and dust from the pavement surface

so that it cannot re-enter the repair area,

especially on windy days or when traffic passes

next to the cleaned repair areas.
112

G 12. Recleaning:

G the repair area is re-checked for cleanliness

just before material placement.

G cleaned repair areas that have been

recontaminated by rain, dew, dirt, or oil are

cleaned again in a manner that restores the

original cleanliness. This may require

sandblasting and airblasting, or merely

airblasting.

G cleaned repair areas that are left overnight

are, at a minimum, airblasted again.

G 13. The repair area is allowed to dry if a moisturesensitive repair material will be used. (Water on

the surface of the repair area during material

installation may severely reduce the ability of the

material to bond to the surface, depending on

the material type. Watch for heavy dew that

may collect in the repair area and remain after

the surface is dry.)

G 14. Scored bond breaker:

G a strip of scored bond breaker is placed at

the joint-patch interface 25 mm deeper than

the repair, and extends at least 50 mm to 75

mm beyond the repair boundaries.

G the bond breaker is either of the appropriate

height or is stacked and latex-caulked when

necessary so that there are no gaps through

which the repair material can flow.

G a true, straight joint line is maintained when

installing the bond breaker.

G 15. Bonding agent:

G the bonding agent sprayer or brush is

applying a thin layer of bonding agent

uniformly over the repair area.

G the bonding agent is still tacky when the

repair material is placed.
113

G 16. Safety:

G all required operator safety equipment is in

use.

G all required safety precautions are followed.

D.6 Installing the Patch

Patch installation includes mixing, placing, and finishing the

patching material. The following inspection checklist can 

ensure that patch installation is completed properly.

D.6.1 Mixing

During the mixing of the repair materials, the following items

should be regularly checked to ensure that they meet the

requirements. Not all rapid-setting partial-depth spall repair

materials require mixing.

G 1. All mixing equipment is clean before use. 

Some material manufacturers may recommend

pre-wetting the mixer so no water is lost when

mixing the first batch.

G 2. The water used for mixing is clean.

G 3. The mixing operation results in a consistently

mixed material.

G 4. The material is not over- or undermixed.

G 5. Any spilled material is removed from the

pavement surface.

G 6. The mixing temperature is as recommended. 

Warm water or ice water is used to raise or

lower the mix temperature as needed.

G 7. Mixing time, mix components, mix

proportions, and mix sequences are carefully

followed.
114

G 8. The mixing equipment is cleaned with the

solvent specified by the material

manufacturer immediately after use.

G 9. The mixing of the bonding agent and repair

material is scheduled such that the bonding

agent is tacky when the repair material is placed.

G 10. Disposal of all wasted materials and solvents

follows the manufacturer's specifications and

State ordinances.

G 11. All required operator safety equipment is in

use.

G 12. All required safety precautions are followed.

Material that has begun to set during mixing, or material that is

too wet, should not be placed. It should be discarded, and the

mixing process begun again; a retarding agent may need to be

added. The mixing time or amount of water may also need to

be adjusted.

D.6.2 Placement

During placement, the following items should be regularly

checked to ensure that they meet the requirements. Not all

steps will be required for all materials.

G 1. The repair material is placed in a clean repair

hole, under the specified moisture conditions,

using the specified placement methods.

G 2. The bonding agent thoroughly coats the

bottom and sides of the repair area, but does not

collect in any pockets.

G 3. The material is placed when the bonding agent

is still tacky.

G 4. The repair hole is slightly overfilled with the

repair material for those materials that require

consolidation or compaction.
115

G 5. A shovel is used (not a wheelbarrow or a

bucket) to place repair materials that contain

aggregate, so that segregation does not occur.

G 6. The repair material is not placed below or

above its permissible placement temperature

range.

G 7. Deep repairs are placed in lifts to control heat

development, when specified.

G 8. A pencil vibrator or handtools are used to

release trapped air from the mix. 

G 9. The vibrator is held at 15 to 30 degrees from

the vertical, and is moved through the concrete

by lifting it up and down to vibrate the entire

area until the mix stops settling, air bubbles no

longer emerge, and a smooth layer of mortar

appears at the surface.

G 10. A bituminous cold mix patch is compacted to

release trapped air using a vibratory roller or

plate until it is level with the pavement.

G 11. Disposal of all wasted materials and solvents

follows the manufacturer's specifications and

State ordinances.

G 12. Field testing is conducted as appropriate for the

patching materials, such as testing beams or

cylinders for strength and quality control.

G 13. All required operator safety equipment is in

use.

G 14. All required safety precautions are followed.
116

D.6.3 Material Finishing and Curing

During finishing, the following items should be regularly

checked to ensure that they meet the requirements. Not all

steps will be required by all materials.

G 1. The repair material is troweled level with the

pavement before finishing.

G 2. The repair material is screeded with a stiff

board, using at least two passes.

G 3. The repair material is worked toward the patch

edges to enhance bonding with the existing slab.

G 4. The saw cuts are filled with excess mortar or

epoxy, or are filled with joint sealant during the

joint resealing process.

G 5. The patch surface is finished to match the

surface of the surrounding pavement.

G 6. Appropriate curing methods are used so that

shrinkage cracks do not develop.

G curing agents are applied uniformly to the

patch.

G the water used for curing is clean.

G insulating covers and longer cure times

are used at cooler temperatures, as specified

by the material manufacturer.

G 7. Disposal of wasted repair material, curing

compound, and cleaning solvents follows the

manufacturer's specifications and State

ordinances.

G 8. Traffic is not allowed on the pavement until the

material has developed the strength necessary to

carry traffic without being damaged.

G 9. All required operator safety equipment is in

use.

G 10. All required safety precautions are followed.
117

D.6.4 Joint Resealing

Consult the Materials and Procedures for Repair of Joint Seals

in Concrete Pavements–Manual of Practice for information

regarding the inspection of the joint resealing process (Evans

and Romine, 1993b). In addition to the inspection criteria listed

in that manual, when using a scored bond breaker, the following

criteria should be met:

G 1. Joint resealing or filling is conducted after a

minimum curing time of 1 week.

G 2. Immediately before joint resealing or filling, the

top strip is torn off of the scored bond breaker,

leaving a uniform, clean, dry reservoir.

G 3. Before resealing or filling the joints, lowpressure air cleaning is used if dust or dirt has

blown into the joints after removal of the tearaway top strip.

D.7 Final Inspection 

During installation and before approval, the partial-depth

patches should be individually inspected, ensuring that the patch

meets the highway agency's criteria, and noting the presence

and severity of any distresses. The final inspection should

include the following:

G 1. The patch is bonded firmly to the existing

pavement and has not separated from the

sidewalls.

G 2. The patch is level with the surface of the

existing pavement.

G 3. The patch contains no cracks (other than fine

hairline shrinkage cracks) or bubbles.
118

G 4. All material that has spilled on the pavement has

been removed.

G 5. No debris has been left on the pavement.

Consult the Materials and Procedures for Repair of Joint Seals

in Concrete Pavements–Manual of Practice for information

regarding final inspection of the joint sealant system (Evans and

Romine, 1993b).
119

Appendix E

Partial List of Material and Equipment

Sources

This appendix contains a partial listing of material and

equipment manufacturers. Addresses and phone numbers are

provided for manufacturers and/or suppliers who can provide

the inquirer with information regarding products, installation

practices, safety procedures, costs, and local suppliers.

MSDS’s, where applicable, should be available from all

manufacturers. Information regarding the safe use of all

materials and equipment should be carefully followed to ensure

worker safety and the safety of the traveling public.

Inclusion of a particular material, piece of equipment, or

supplier in this list does not serve as an endorsement of that

material, equipment, or supplier. Likewise, omission from this

list is not intended to carry negative connotations for the

materials, pieces of equipment, and suppliers omitted.

E.1 Partial-Depth Patching Materials

E.1.1 Manufacturers of Cementitious Concretes

Euclid Chemical Company

19218 Redwood Road

Cleveland, OH 44110-2799

(216) 531-9222

(800) 321-7628

www.euclidchemical.com
120

Five Star Highway Products, Inc.

425 Stillson Road

Fairfield, CT 06430

(203) 336-7900

Fosroc International Limited

55 Skyline Drive

Planview, NY 11802

(516) 935-9100

www.fosroc.com

Hartline Products Company, Inc.

2186 Noble Road

Cleveland, OH 44112

(216) 451-6573

L&M Construction Chemicals, Inc.

14851 Calhoun Road

Omaha, NE 68152

(402) 453-6600

Master Builders

23700 Chagrin Boulevard

Cleveland, OH 44122-5554

(800) 628-9990

www.masterbuilders.com

United States Gypsum Company 

Industrial Gypsum Division

125 South Franklin St.

Chicago, IL 60606-4678

(312) 606-4000

(800) 874-4968

www.usg.com
121

E.1.2 Manufacturers of Polymer Concretes

Accelerated Systems Technology Corporation

140 Chaparral Court

Suite 100

Anaheim, CA 92808

(714) 263-9074

HC Epoxy Company, Inc.

862 East 19th Street

Tucson, AZ 85719

(602) 624-7929

GeoChem, Inc.

P.O. Box 838

Renton, WA 98057-0838

(425) 227-9312

www.geocheminc.com

Pyrament/Lone Star Industries, Inc.

340 North Sam Houston Parkway, East

Houston, TX 77060

(800) 633-6121

Sika Corporation

201 Polito Avenue

Lyndhurst, NJ 07071

(201) 933-8800

www.sika.com

The Burke Company

P.O. Box 5818

San Mateo, CA 94402

(415) 349-7600

(800) 423-9140
122

Thoro System Products

Department PWM

7800 N.W. 38th Street

Miami, FL 33166

E.1.3 Manufacturers of Bituminous Materials

Unique Paving Materials Corporation

3993 E. 93rd Street

Cleveland, Ohio 44105-4096

(800) 441-4881

www.upm.com

E.1.4 Manufacturers of Bonding Agents

Master Builders

23700 Chagrin Boulevard

Cleveland, OH 44122-5554

(800) 628-9990

www.masterbuilders.com

The Burke Company

6433 East 30th Street

Indianapolis, IN 46219

(317) 543-4475

E.2 Partial-Depth Patching Equipment

E.2.1 Manufacturers of Sawing Equipment

Cimline, Inc.

2601 Niagara Lane

Minneapolis, MN 55447

(800) 328-3874

www.cimline.com
123

Target Products Division

4320 Clary Boulevard

Kansas City, MO 64130

(816) 923-5040

Vermeer Manufacturing Company

Route 2

P.O. Box 200

Pella, IA 50219

(515) 628-3141

E.2.2 Manufacturers of Spray-Injection Equipment

Zimmerman Equipment Corporation

1000 South Thompson Lane

P.O. Box 110098

Nashville, TN 37211

(615) 833-5705

Wildcat Manufacturing Company, Inc.

Highway 81

P.O. Box 523

Freeman, SD 57029

(605) 925-4512

Rosco Manufacturing Company

1001 S.W. First St.

P.O. Box B

Madison, SD 57042

(605) 256-0240

Duraco Industries, Inc.

P.O. Box 6127

Jackson, MS 39288-6127

(601) 932-2100
124

E.2.3 Manufacturers of Waterblasting Equipment

FLOW Services

23500 64th Street

Kent, WA 98032

(800) 446-3569, Ext. 900

E.2.4 Manufacturers of Milling Equipment

Cedarapids, Inc.

916 16th Street, N.E.

Cedar Rapids, IA 52402

(319) 363-3511

Vermeer Manufacturing Company

Route 2

P.O. Box 200

Pella, IA 50219

(515) 628-3141

E.2.5 Manufacturers of Jackhammers

Atlas Copco Berema, Inc.

161 Lower Westfield Road

Holyoke, MA 01040

(800) 284-2373

(413) 536-0600

E.2.6 Manufacturers of Compacting Equipment

Stone Construction Equipment, Inc.

Corporate Offices/Northern Manufacturing Plant

32 East Main Street

P.O. Box 150

Honeoye, NY 14471-0150

(800) 888-9926
125

Glossary

Admixture–A substance added to a mixture during mixing.

Adverse patching conditions–Climatic conditions in which the

air temperature is below 40oF (4oC) and the repair area is

saturated with surface moisture.

Bonding agent–A substance that promotes good bonding

between the pavement surface and a repair material placed on

the surface.

Breaking and seating–The breaking and compaction of a

continuously-reinforced concrete pavement, reducing the

amount of reflective cracking in the overlay.

Calcium aluminate concrete–A high alumina (Al2O3)

cementitious concrete.

Chemical conversion–A chemical process that results in a

change in the nature, structure, or properties of a substance.

Compact–To release trapped air and reduce volume using

compression.

Compression failure–The crushing of a repair due to the

expansion of the surrounding pavement during freeze-thaw

cycles.

Compression recovery–The property of being able to regain

original shape and volume after being compressed.

Compressive strength–The maximum compressive stress a

material can withstand before failure.
126

Compressive stress–A stress that causes an elastic body to

shorten in the direction of the applied force and that causes an

inelastic body to rupture.

Consolidate–To release trapped air from fresh concrete mix by

using vibration.

Cracking and seating–The breaking and compacting of a plain

concrete pavement, reducing the amount of reflective cracking

in the overlay.

D-cracking–Durability cracking; a pattern of cracks running

parallel and close to a joint or linear crack caused by freezethaw expansion of large, nondurable aggregate.

Debonding–The partial or complete loss of bond between two

materials, such as between a patch and a slab.

Diamond grinding–A surface restoration in which patterns are

cut into hardened concrete with closely spaced diamond saw

blades to correct surface distresses.

Epoxy concrete–A polymer concrete containing epoxy resin (a

flexible, thermosetting resin made by polymerization of an

epoxy compound).

Feathering–The thin placement of patching materials because

of curved or angled patch edges that do not allow adequate

depth of placement.

Free sulfate–A chemical group containing sulfur and oxygen

(-SO4) that is free to react chemically with other chemical

groups.
127

Full-depth spall repair–The removal of an area of deteriorated

concrete the entire depth of a pavement slab, and its

replacement with a repair material along with the restoration of

load transfer devices.

Full lane-width patch–A patch that extends the entire width of

a lane.

Gouge bit–A curved chisel tip used in jackhammering that is

not recommended for partial-depth spall repair.

Gypsum-based concrete–A cementitious concrete that contains

gypsum, a common sulfite mineral.

Heat of hydration–The heat given off when molecular water is

incorporated into a complex molecule with molecules such as

those found in cementitious mixes.

High alumina concrete–A cementitious concrete that contains

a higher amount of alumina (the native form of aluminum

oxide) than regular concrete.

High early-strength materials–Patching materials that gain

high strength levels early in their curing period.

High molecular weight methacrylate concrete–A cementitious

concrete containing high molecular weight methacrylate, an

acrylic resin or plastic made from a derivative of methacrylic

acid (C4H6O2).

Hydration rate–The rate at which molecular water is

incorporated into a complex molecule with molecules such as

those found in cementitious mixes.

Incompressible–A material that resists compression, such as

stones, sand, or dirt, in a crack or joint reservoir that is closing.
128

Joint bond breaker–A strip of polyurethane, polyethylene, or

fiberboard that is placed in a joint to prevent a patch placed at

that joint from bonding to the adjacent slab.

Joint insert–A metal or plastic strip inserted into fresh concrete

to form a weakened plane and induce cracking at a desired

location.

Joint sealant system–All components that function to seal

joints, including the sealant material, surrounding concrete, and

the sealant-concrete interface.

Laitance–A residue left on a surface, such as the dried residue

left on pavement after a wet-sawing operation.

Lateral confinement–Being held in place from the sides.

Latex caulking–The filling and water sealing of a space with a

latex material.

Load transfer devices–Devices such as dowel bars that transfer

the traffic load from one slab across a joint to the adjacent slab

and that reduce the relative deflection across that joint.

Magnesium phosphate concrete–A cementitious concrete that

contains magnesium phosphate, a metallic element (Mg) bound

to a phosphate group (-PO4).

Methyl methacrylate concrete–Cementitious concrete

containing methyl methacrylate (C5H8O2), a volatile, flammable

liquid that readily polymerizes.

Opaque–Not transparent to rays of light.

Operating parameters–Equipment settings, such as speed,

pressure, and number of overlapping passes.
129

Partial-depth spall–An area of deteriorated concrete that is

limited to the top third of a concrete pavement slab.

Polymer–A chemical compound or mixture of compounds

formed by polymerization and consisting of repeating structural

units; a substance made of giant molecules formed by the union

of simple molecules.

Polymer resin–A resin that is a polymer; see polymer and resin.

Polyurethane concrete–A concrete consisting of aggregate

mixed with a two-part polyurethane resin, a resin of repeating

structural units of urethane (C3H7NO2).

Preformed compression seal–A preformed seal, generally

made from neoprene, that can be compressed and inserted into

concrete joints for sealing purposes.

Proprietary–Something that is used, produced, or marketed

under the exclusive legal right of the inventor or maker.

Radiant heat–Heat that radiates from the sun.

Rapid-setting materials–In the context of this manual, patching

materials that set within 30 minutes of mixing.

Resin–Any of a class of solid or semi-solid organic products of

natural or synthetic origin with no definite melting point,

generally of high molecular weight. Most resins are polymers.

Retarding agent–A substance added to a cementitious material

mixture that initially slows down the rate of hydration, allowing

a longer period of workability.
130

Rubblization–The breaking of a concrete pavement into pieces

smaller than 304.8 mm in diameter and its compaction, reducing

the amount of reflective cracking in the overlay.

Saturated–Full of moisture; having voids filled with water.

Scalloped–Having a series of curves in its edges.

Segregation–The separation of cement and aggregate.

Set initiator–An admixture that triggers the setting of a

material.

Shape factor–The ratio of the width to depth of a sealant.

Shrinkage cracks–Fine hairline cracks that develop as a result

of water loss and volume reduction during curing.

Skid resistance–The resistance of a pavement to tires sliding

over its surface; generally a function of the macro- and microtexture of the pavement surface.

Slab jacking–The lifting of a slab at a low point to restore it to

its original elevation and rideability.

Slurry–The mixture of water, concrete dust, old sealant, and

dirt that results from re-sawing a joint in concrete pavement.

Spade bit–A flat, spade-shaped chisel tip used in

jackhammering that is recommended for partial-depth spall

repair.

Spalling–The cracking, breaking, or chipping away of concrete

fragments in a pavement.
131

Spall–A small broken or chipped segment of concrete normally

occurring along a joint or crack.

Substrate–A base layer, such as the repair surface, upon which

a material is applied or placed.

Thermal compatibility–Compatibility between the thermal

properties of two materials, such as similar amounts of thermal

expansion resulting from a given temperature increase in the

two materials.

Thermal expansion–The increase in volume of materials due to

an increase in temperature.

Undersealing–Filling voids beneath a concrete pavement using

a pressurized slurry or hot asphalt material.

Vibrating screed–A leveling device drawn over freshly poured

concrete that is vibrated to allow consolidation of the material.

Waterblasting machine–A machine controlled by a mobile

robot that produces a high-pressure water jet capable of

removing deteriorated concrete.

Weight and volume stability–Structural strength due to

sufficient patch weight and volume.
 
133

References

ERES Consultants, Inc. 1993. Techniques for Pavement

Rehabilitation: Training Course. Federal Highway

Administration (FHWA), Washington D.C.

Evans, L.D., et al. 1991. Innovative Materials and

Procedures for Pavement Repairs–Summary of Test Site

Installations. Strategic Highway Research Program (SHRP),

National Research Council, Washington D.C.

Evans, L.D., et al. 1993a. Innovative Materials Development

and Testing. Volume 1: Project Overview (SHRP-H-352);

Volume 2: Pothole Repair (SHRP-H-353); Volume 3:

Treatment of Cracks in Asphalt Concrete-Surfaced Pavements

(SHRP-H-354); Volume 4: Joint Seal Repair (SHRP-H-355);

Volume 5: Partial-Depth Spall Repair (SHRP-H-356), 

Strategic Highway Research Program (SHRP), National

Highway Research Council, Washington D.C.

Evans, L.D. and A.R. Romine. 1993b. Materials and

Procedures for Repair of Joint Seals in Concrete

Pavements–Manual of Practice, Report No. SHRP-H-349,

Strategic Highway Research Program (SHRP), National

Research Council, Washington D.C.

Furr, H. 1984. NCHRP Synthesis of Highway Practice 109: 

Highway Uses of Epoxy With Concrete. National Cooperative

Highway Research Program (NCHRP), Transportation

Research Board, Washington D.C.

Krauss, P. 1985. New Materials and Techniques for the

Rehabilitation of Portland Cement Concrete. California

Department of Transportation, Sacramento, California.
134

McGhee, K.H. 1977. Patching Jointed Concrete Pavements. 

Virginia Highway and Transportation Research Council,

Charlottesville, Virginia.

Mueller, P., J. Zaniewski, and S. Tritsch. 1988. Concrete

Pavement Spall Repair. Prepared for the 67th Annual Meeting

of the Transportation Research Board (TRB), Washington 

D.C.

Smith, K.L., et al. 1991. Innovative Materials and Equipment

for Pavement Surface Repairs: Volume I: Summary of

Material Performance and Experimental Plans (SHRP

M/UFR-91-504); Volume II: Synthesis of Operational

Deficiencies of Equipment Used for Pavement Surface Repairs

(SHRP M/UFR-91-505), Strategic Highway Research Program

(SHRP), National Highway Research Council, Washington

D.C.

Snyder, M.B., M.J. Reiter, K.T. Hall, and M.I. Darter. 1989. 

Rehabilitation of Concrete Pavements, Volume I – Repair

Rehabilitation Techniques. Federal Highway Administration

(FHWA), Washington D.C.

Stingley, W.M. 1977. NCHRP Synthesis of Highway Practice

No. 45: Rapid Setting Materials for Patching of Concrete,

National Cooperative Highway Research Program (NCHRP),

Transportation Research Board, Washington D.C.

Tempe, M., R. Ballou, D. Fowler, and A. Meyer. 1984. 

Implementation Manual for the Use of Rapid-Setting Concrete. 

Center for Transportation Research, Bureau of Engineering

Research, University of Texas at Austin.

Tyson, S. 1977. Partial Depth Repairs of Jointed PCC

Pavements: Cast-in-Place and Precast Procedures. Virginia
135

Highway and Transportation Research Council, Charlottesville,

Virginia.

Webster, R., J. Fontana, and L. Kukacka. 1978. Rapid

Patching of Concrete Using Polymer Concrete. Brookhaven

National Laboratory, Upton, New York.

Wilson, T.P. and A.R. Romine. 1993. Materials and

Procedures for Repair of Potholes in Asphalt

Pavements–Manual of Practice. Report No. SHRP-H-348,

Strategic Highway Research Program (SHRP), Transportation

Research Board, Washington D.C.

Wilson, T.P., K.L. Smith, and A.R. Romine. 1999. Long-Term

Monitoring of SHRP H-106 Pavement Maintenance Materials

Test Sites: PCC Partial-Depth Spall Repair Experiment, Final

Report, Federal Highway Administration (FHWA), McLean,

Virginia.

Zoller, T., J. Williams, and D. Frentress. 1989. “Pavement

Rehabilitation in an Urban Environment: Minnesota Repair

Standards Rehabilitate Twin Cities Freeways.” Proceedings,

4th International Conference on Concrete Design and

Rehabilitation, Purdue University, West Lafayette, Indiana.