DEPARTMENT OF CIVIL ENGINEERING

“PRESERVATION of CONCRETE PAVEMENT

ROADS for URBAN LANDSCAPES”

A Group Case Study Presented to the Course Instructor

Colegio de Muntinlupa

J. Posadas Avenue, Sucat, Muntinlupa City

In Partial Fulfillment of the Requirements for the Degree of

Bachelor of Science in Civil Engineering

CIEN2102: Geology for Civil Engineers

ARGAME, Chrissa Mae C.

AMARANTO, Yshie S.

CAMACHO, Christian John O.

OLORVIDA, Alyssa Mae S.

CE2B
 PRESERVATION of CONCRETE PAVEMENT ROADS for URBAN LANDSCAPES

ABSTRACT

Purpose: Concrete pavements had been affected by different types of distress at different extents.
There are various reasons directing the process of concrete pavements for roads to become
progressively worse. The exposure to severe weather conditions and excessive traffic loading of
the concrete; the cracks that are caused by warping of the pavement or expansion and contraction;
disintegration caused by improper curing and finishing the concrete; and the distortion due to
improperly designed drainage system. The purpose of this paper is to prevent possible distress by
having precaution of concrete pavements for roads.

Methods: Maintenance, repair, and strengthening methods are conducted in this paper.
Maintenance methods are an important quality assurance to ensure that early concrete pavement
distresses will be fixed to expand the pavement longevity at a lower cost. Repair and strengthening
methods are vital for minor and major issues that usually are taken when early concrete pavement
distresses are not secured by proper maintenance.

Results: Early preservation or maintenance for concrete pavements deterioration are required in
order to prevent major damages that lead to higher costs and complicated constructions.

KEYWORDS: Concrete pavement, Maintenance, Repair, Strengthen, Deterioration

1. INTRODUCTION
1.1 Development of the Roads

A thousand years ago, before the introduction of urban planning and transportation
vehicles, the first road appeared on the landscape. In history, road paths were made by living
species such as animals, and later on, it was adopted by humans. The first indication of a
constructed road was about 4000 BC, which was found in some parts of Mesopotamia, and it
consists of stone-paved streets and timber roads. Almost four millennia have passed, human
development is still intertwined with the development of roads. A thousand years ago, the Roman
culture made an innovation that interconnected with the technology which purposely facilitated
the transportation and expansion of its empire. The Romans built a straight and narrow road to
provide a stable way for moving humans, animals, and vehicles. They made up roads that extended
into a long-distance, creating one of the first networking roads. But apparently, in the country of
the United Kingdom prior to the Romans, there is no record of traditional roads. Main roads there
were used for military purposes.

1.2 Definition and Use of Concrete Pavements

Concrete pavements are in the form of monolithic slabs of concrete that serve different
functions; it can be load-carrying base or wearing surface. According to its structural behavior,
concrete pavements can be classified as flexible or rigid pavement. An example of the best flexible
pavement layer material is bituminous concrete. On the other hand, cement concrete roads are part
of rigid pavement because of their rigidity. It is also a concrete layer that is in contact directly with
traffic and for different purposes and applications. There are categories that describe concrete
pavement roads: (1) A low type that uses earth, gravel, or stone roadway that has a bituminous
surface course less than an inch thick suitable for occasional heavy loads. (2) An intermediate type
that has a mixed bituminous penetration roadway on a flexible base having a combined surface
and its base thickness is less than 7 inches. (3) The high-type flexible is a mixed bituminous
penetration roadway on a flexible base having a combined surface with a base of more than 7
inches. This is almost the same as the intermediate type, but it also included bricks, blocks, or
combination roadways. (4) The high-type composite is also a mixed bituminous penetration
roadway of more than 1-inch compacted material on a rigid base with a combined surface and also
has a base thickness that is more than 7 inches. (5) The last category that describes a concrete
pavement, is the high-type rigid which is a hydraulic cement concrete roadway with or without a
bituminous wearing surface of less than 1 inch.

The concrete pavement can be modified and changed in various ways as per the
requirement. It is not only its purpose to be strong and durable but of course, it must be workable
and cost-effective because it is commonly prone to severe environmental conditions. Concrete
pavements are prominent features in urban landscaping like roadways, sidewalks, parking lots,
trails, and driveways. This is actually used to carry heavy loads and provide long-lasting solutions
in highways, airports, and bridge decks. Roads are also used for the benefit of bringing economic
and social development.

1.3 Development Status of Pavement Materials

Earth and stone pavement are the most traditional pavement materials. This kind of
pavement is generally abandoned by the urban roads because of the development of society. But
this still exists in some rural areas, mountainous areas, and temporary roads on construction sites.
This type of pavement is very good in terms of plasticity, simple laying, and low cost. Among the
three types of pavement materials, earth and stone pavements are the worst when it comes to
stability and flatness. So, that is the reason it is less and less used in laying roads.

Cement concrete pavement is widely used in constructions for urban roads. It is composed
of cement, aggregate, and admixture in a certain ratio, by pouring and rolling process it is cooled
and solidified. When it comes to the strength, flatness, and stability of cement concrete pavement
it is classified as good. The disadvantages of this pavement material are that the friction is small
and easy to produce shrinkage joints and stress joints. The generation of cracks is equivalent to
direct damage to concrete.

Asphalt concrete pavement is mostly used in the construction of expressways and urban
roads, which is composed of aggregate, asphalt, and mineral powder according to a certain
proportion. The advantages of this pavement material are good in terms of continuity, high flatness,
good adhesion in fine and rainy weather, good toughness, and deformation performance, as well
as sound absorption and shock absorption function. Deformation of high temperature softening,
thermal shrinkage cracks, fatigue cracking, and ruts at low temperature are the biggest problems
of this type of road surface.

1.3 Research purpose

Concrete pavements are widely used in urban landscapes for social and economic
networking. The inconvenience that happens on road construction causes a lot of problems such
as traffic, delay of transportation, and networking. In the determination of finding a solution to
preserve the concrete pavements and improve its functions on urban landscapes for the economic
progress and continuous way of transportation. This study provides an efficient and effective way
of preserving concrete pavements. By providing solutions in the prevention of maintenance and
rehabilitation of construction could save a lot of problems in different aspects. Also, it aims to
understand the relationship between the life service and the cost of efficiency for rehabilitation
and preservation. This method could also help engineers and workers to improve their work
efficacy.

1.4 Past research

There are a lot of studies and research projects that tried to provide prevention and maintain
the concrete pavements. Most of the studies focus more on the treatments that can be used for
pavement preservation. These treatments provide a different process which includes applying
sprays for surface seals, thin overlays, chip seals, surface recycling, crack treatment, and other
ways of treatments. Each preservation treatment reduces the damaging effect that happens on aging
and deterioration of the pavement layer. This also helps in protecting the integrity of the underlying
pavement structures. As a result, without the use of proactive preservation treatment, the
pavements deteriorate more rapidly which requires major rehabilitation with structural overlays or
it can also be an earlier reconstruction. This was made to find better treatment and to prevent the
maintenance of concrete pavements.

The study shows that these treatments for pavement rehabilitation and reconstruction
require a series of energy that gives impact on the greenhouse gas emission. This study also claims
that pavement preservation has less energy and production needed. Compared to pavement
rehabilitation, this needs more energy, it can also cause delays and affects the process itself. The
paper presents the information on the usage of energy per unit area by comparing pavement
rehabilitation treatments to the life extension of pavement preservation on the typical design lives
of reconstruction. In result of the study, it shows that pavement preservation treatment is
significantly needed for the construction of urban landscapes and for greenhouse gas emissions.

The Ultrathin Bonded Wearing Course (UTBWC) is used on pavement preservation, this
strategy is for the jointed plain concrete pavements. This is actually used to correct surface
distresses such as cracks and raveling, also to restore smooth surfaces. For some studies, this
strategy was used in North Carolina for both urban and rural sections. The effectiveness of this
treatment in terms of improving the ride quality and extending pavement life is already evaluated
for five projects. North Carolina performs surveys on pavement conditions annually on the
Interstate System and other highway systems. On the basis, the experience of North Carolina with
the use of UTBWC on a poor-quality cement concrete, attained for about 6 to 10 years life.

1.5 Research goal

The objective of this study is to show the importance of preserving concrete pavements
that could last for a long time. With the understanding of this problem that affects a lot of aspects,
a greater solution is provided. This study shows how beneficial does preserving constructions is
than trying to restore all of it all over again. It also highlights the effect it can cause on the
environment and how treatments and methods help the construction. Exploring different
procedures on creating strong and durable, workable, and cost-effective concrete pavements that
could hold against severe environmental conditions. Lastly, this also aims to provide engineers
and workers an improvement on creating constructions in their field and for them to be more
competent and more efficient in their work.

2. Concrete pavement maintenance, restoration, and upgrade

Preventing road concrete pavements from cracking, rutting, shoving, potholes, depressions,
and any other issues need to begin with a proper design structure along with the proper material
composition, preparation of subgrade/sub-base, formwork placement, proportioning of a mix,
mixture transportation and layering, compaction, joints, and curing procedures. Preservations of
concrete pavements are beneficial more than restoring the concrete pavement roads for different
urban landscapes.

2.1 Routine Maintenance of Concrete Pavement

Heavy traffic that often occurs in urban places is rapidly increasing and accelerates the
pavement deterioration that also affects the need for more maintenance. Improper and inconsistent
maintenance at small factors of deterioration might lead to major repair costs.

Figure 1 below, illustrates the pavement condition along with its age. Proper maintenance
stages are determined to label the particular conditions of the pavement. As the condition
decreases, the costs and time for the needed repairs increases, causing more traffic congestion.
Thus, early preservation or minor concrete pavement repair (CPR) should be implemented to
expand the pavement longevity at a lower cost. Five conventional maintenance activities are
classified as performance monitoring, these are the preservative, functional CPR, structural CPR,
and remove and replace.
 Figure 1: Pavement Condition and Maintenance Stages.

2.1.1 Distress Identification

These are the names of different distress along with the type of categories they fit in. There
are four types which are the preservative, functional CPR, structural CPR, and remove and replace.

Table 1: Types of Distresses in Concrete Pavement

2.1.1.1 Preservative Distress

Preservative distress includes edge drop-off, joint failure, joint sealant damage, joint
separation, longitudinal cracks, and traverse cracks. This type of distress checks if the drainage is
working properly and that there is no water that remains on the pavements, sidewalks, or trenches.
This may necessitate rearranging and reprofiling of the trenches, as well as padding of the shoulder.

2.1.1.2 Functional CPR

Functional concrete pavement repair distress is more severe compared to preservative

distress as it produces unevenness problems on the road pavements. This type of distress includes
bumps, crack spalling, faulting, joint spalling, and settlement. The rate of worsening of these
conditions is usually slow, allowing numerous cures.
2.1.1.3 Structural CPR

Structural concrete pavement repair distress includes patch deterioration and pumping. The
deterioration rate of this distress continues at a moderate rate. This also represents pavement
problems that can be quite serious if it is not well restored and left unfinished.

2.1.1.4 Remove and Replace Distresses

Remove and replace distress is a type of distress that is so advanced that it must be replaced
immediately. This includes corner breaks, punch-outs, and shattered slabs. If this type of distress
is restored quickly, it can contain the damage. But if it was left unfinished on restoration, it results
in rapidly severe distress on wide areas.

2.1.1.5 Asphalt Overlay of Concrete Pavement Distresses

There are a lot of asphalt distress types, but there is only two typical asphalt that was found
which are overlays of concrete pavement. The rutting, alligator cracking, and other distresses are
usually caused by mixed design problems.

2.1.2 Pavement Condition Evaluation Techniques for Routine Maintenance

Pavement condition assessment leads to determining proper maintenance procedure, it is

needed to authenticate the range of distress-related damage, the drainage quality, and the strength
of the base/subgrade layer. The pavement distress condition corresponds to the utilitarian and
systematic performance in the process of decision. The evaluation techniques below are suggested
for essential procedure maintenance decisions: (1) visual survey, (2) falling weight deflectometer,
(3) ground-penetrating radar, and (4) dynamic cone penetrometer.

2.1.2.1 Visual Survey

The chosen project sites can be surveyed to identify the distressed areas to choose places
for additional examination. There are a lot of well-organized visual pavement state survey
protocols used by highway agencies to observe and document pavement damages. However,
survey protocols nowadays frequently require a greater level of inspection than what is normally
needed for maintenance procedure surveys. The information collected on the simple survey form
are in the following:

• common pavement information — age and aggregate type;

• condition record information — recent visual and deflection information;

• state of joint or crack sealing;

• state of surface and subsurface drainage — possible sites for ground penetration radar
(GPR) and dynamic cone penetrometer (DCP) testing;

• functional conditions — factors affecting riding quality and possible locations for falling
weight deflectometer (FWD), GPR, and DCP testing;
 • structural conditions — components affecting early failure of pavement and possible sites
for FWD, GPR, and DCP testing; and

• determining distressed areas for full-depth repair (FDR).

2.1.2.2 Falling Weight Deflectometer (FWD) Test

Load transfer efficiency (LTE) and deflection testing can be utilized as an easy way of
determining the needed maintenance procedures. The structural specification of pavements
including layer stiffness, LTE, and loss of support below the slab can be evaluated by deflection
testing using FWD. Therefore, the chosen areas from the list of visual survey items need to be
estimated corresponding to the structural extent for such measurements of stiffening as load
transfer retrofitting. Figure 2 displays the example of FWD testing along the edge and center of
slab sites. Highly spalled or faulted joints and cracks should be tested to evaluate LTE and
continuity of support. Furthermore, LTE and deflection at the center of the slab should be evaluated
from time to time as a reference of fine maintenance conditions.

Figure 2: Example of FWD Testing Locations.

2.1.2.3 Ground Penetration Radar (GPR) Test

The fast and effective test method to use in determining base conditions is the Ground
Penetration Radar or GPR testing. It can test voids and water presence that are trapped in and
between the underlying layer of pavements. Moreover, a GPR survey can also be used for Porta
Portland cement concrete (PCC) on pavement layer thickness, estimation, layer interface condition
assessment, and evaluation of dowel misalignment.

As shown in Figure 3 the GPR testing image analysis can detect the pumping areas, dowel
locations, voids, and subsurface water under slabs by the use of an air-coupled or ground-coupled
system. Although there is no standard procedure that has been documented for the detection of
voids under concrete slabs using GPR, there is still an image analysis or dielectric constant function
which can be used to detect voids and moisture of subsurface for the purpose of routine
maintenance.
 Figure 3: GPR Testing Image Analysis.

2.1.2.4 Dynamic Cone Penetrometer (DCP) Test

Dynamic Cone Penetrometer (DCP) testing specifies the situ strength of base and subgrade
soils. It provides the relationship between the soil strength and its penetration resistance. It is a
simple and quick method and can be utilized to evaluate the layer and sublayer elastic modulus.
Perform DCP testing on chosen areas where GPR and visual surveys specify confirmation of
pumping or subsurface water.

Figure 4: DCP Testing and Analysis.

Figure 4 shows an example of the calculation of the penetration ratio (PR). A plot of the
DCP data is useful to find the slope of the linear trend line. The typical flexible base modulus is
60 to 80 ksi, or PR is 1 to 2 mm/blow (0.05 to 0.1 in./blow). If the PR value is higher than 50
mm/blow (2 in./blow), this indicates very soft subgrade materials, which implies the soil modulus
is less than 6000 psi.
2.1.3 Field Evaluations

The objectives of field testing are to uncover problems in underperforming areas, provide
simple test techniques to assess repair efficiency, evaluate methods for classifying road conditions,
identify potential improvements in repair processes, and guide future field test procedures. Good
areas (no cracks), bad areas (slabs with more than one crack), slabs with old stains (stains older
than 5 years), and newly repaired slabs (stains approximately 1 to 2 years old) were visually
classified.

2.1.4 Repair Decision Flowchart for Routine Maintenance

A decision flowchart’s role is to give instructions for effective routine maintenance of

Asphalt Concrete (AC) overlaid or non-AC overlaid jointed concrete (JC) pavement and
continuously reinforced concrete (CRC) pavement based on the pavement condition evaluation.
There are five steps to the decision-making process for routine maintenance: (1) performance
monitoring, (2) preservative, (3) functional concrete pavement repair, (4) structural concrete
pavement repair, and (5) remove and replace.

2.1.4.1 Performance Monitoring

The most fundamental and crucial stage in achieving effective routine maintenance for
extending pavement service life is performance monitoring. You need to collect general
information about the road. The pavement age, type of aggregates used, traffic conditions, weather,
and general construction difficulties can help the decision-makers to determine the current
condition of the pavements. The pavement condition survey should be revised if the pavement age
is greater than 10 years for PCC or 2 years for AC overlay pavement.

Disturbed areas may require additional testing using road condition assessment techniques,
such as FWD, GPR, and DCP, to determine structural conditions based on data from a visual
survey. GPR surveying is extremely beneficial for detecting subsurface moisture and voided areas
when pumping evidence is being examined. FWD and DCP testing are beneficial for assessing the
structural state of the pavement and determining the most appropriate maintenance repairs.

2.1.4.2 Preservative Maintenance

Preservative maintenance focuses on giving small treatments to reduce the risk of moisture
damage, which is one of the most common causes of concrete pavement deterioration. The state
of the joint and crack sealing, as well as all road drainage, are important elements to prevent water
infiltration of moisture damage.

2.1.4.3 Functional Concrete Pavement Repair

Functional concrete pavement repair can alleviate localized discomfort or improve overall
riding quality, but it cannot considerably increase the pavement system's structural capacity. As a
result, functional CPR can be employed to create effective results as a short-term remedy or as a
cooperative repair strategy with structural CPR to achieve effective results.
2.1.4.4 Structural Concrete Pavement Repair

The goal of structural concrete pavement repair is to reduce the source of structural damage
and modernize the structural interconnection capacity to extend the useful life of the pavement.
Timely structural CPR should extend the life of the pavement. Structural CPR usually also requires
functional CPR to obtain adequate results.

2.1.4.5 Remove and Replace

When alternative maintenance approaches are not appropriate, this is the most complete
repair solution and the most extreme step in PCC pavement repair. Precast concrete is
recommended to reduce the cost of traffic congestion as restoring it to its full depth can be time-
consuming.

2.1.4.5.1 Full Depth Repair

In full-depth repair, all deterioration in the distress region is removed, and load
transmission at joints and cracks is restored. If the corner breaks are more than 10% on a JC floor
or the tile is broken and more than 10% is broken on a CRC floor, this repair method should be
considered. Soft subgrade materials, especially in locations where cluster cracking is prominent,
may necessitate removal and full-depth repair. Grinding or polishing can be utilized to improve
the roughness generated by the FDR installation. An overlay or reconstruction may be more cost-
effective if the deterioration is prevalent across the full project length.

2.2 Repair and Strengthen

2.2.1 Crack Sealing (or Pouring)

Crack sealing can expand the useful pavement life for several years. The aim of crack
sealing is to stop water from entering the subgrade and causing damage and to stop the end of the
cracks from tangling where top-down cracking is present. There are two generally used forms of
crack pouring material in highway maintenance, hot pour, and cold pour. The 2 types use different
techniques and equipment. The aim of the 2 is the same, to attenuate water entry and resulting
damage. Over-poured cracks are often a security hazard to motorcycles. Over band (over-poured)
crack pouring, especially on longitudinal cracks, can cause distress for motorcycles. The problem
is increased on curves or when the surface is wet. Cracks that don't seem to be overfilled don't
seem to cause an issue. Areas that have redundant crack pouring material from past practices
should be addressed. The supervisor must bear in mind the character, extent, and severity of the
cracking problem and also of the following scheduled contract for resurfacing. Filling cracks in a
section scheduled for immediate reconstruction or resurfacing by contract isn't recommended
unless it's a component of the project. Generally, alligator cracking or more general cracking may
be repaired using chip seals. To fix subgrades before successful patching, it should indicate the
prerequisites for excavation in major cracking and for the accommodation of pavements.
 FIGURE 1: Crack repair by Crack Sealing (Hot or Cold Pouring Method)

2.2.1.1 Hot Pour Method

This method uses blocks of crack pour material heated in specialized crack draining tools.
The foremost common type in maintenance is trailer-mounted, oil-jacketed units. This process is
usually employed by contractors and sustaining for crack sealing distressed areas that are not
visiting be removed and fixed before an overlay. It is a standard method of sealing the joint
applying between the sting of a PCC level and the asphalt shoulder. It works well for large capacity
work involving huge cracks. Often the cracks are routed out first. If not, they need to be cleaned
and dried with gas before pouring. Filling cracks with this method requires an outsized crew and
specialized equipment. Safety may be a giant concern in a very highly regarded crack pour
operation. This material is immensely hot and may cause severe burns when loading the machine
or applying the material.

2.2.1.2 Cold Pour Method

This method utilizes cold-applied liquid material and doesn't require specialized
equipment. This sort of fabric is on the market in 5- to 50-gallon containers. It can be sanded easily
after application and opened to traffic. One person can utilize it using the spout on the 5-gallon
bucket it comes in. Experience has shown that for maintenance purposes cold pour seems to
forestall water entry into the subgrade in addition to hot pour material. It also resists building a
courant bump better than the new material does. The cold pour is superb as a tack for tiny asphalt
patches and pothole repairs. It greatly simplifies the issues of tack storage, transporting, and
application. A sealed five-gallon bucket is carried easily by a pothole patching crew. This material
works well for hand pouring the cracks around an isolated bridge drain or catch basin if a bit of
froth ‘backer rod’ is poked down into the crack before pouring to serve as a bottom for the fabric.
It may be poured against rubber expansion joints without melting the rubber joint.

2.2.2 Bituminous Surface Treatments

A bituminous surface treatment (BST) of ductile pavements utilizes asphalt emulsions in

the analysis process and are an excellent method for prohibiting the development of early pavement
damage or distress. These treatments seal the pavement, lessen the aging process, and prevent the
old pavement from further hardening.

2.2.2.1 Fog Seals

In instances of pavement with insignificant raveling, a fog seal may sufficiently seal the
pavement and forestall further raveling. Fog Seals are flash applications of diluted, quick-breaking
asphalt emulsions. There are several asphalt materials used for fog seals such as CSS-1 and STE-
1 which are cationic (a positively charged) emulsions and HFE-100S-50% lessen is an Anionic (a
negatively charged) emulsion.

These products may require cover material (¼ - 0) betting on the surface and application
rate. The choice of whether to use a cationic or anionic synthesis should be supported by data of
the charge of the available materials applied as a part of the pavement. Understand that like-
charged components repel one another, and opposites attract. We would like the materials to draw
in one another and make a good bond. The Region or the Headquarters Materials Lab should be
called upon to assist within the determination. Asphalt emulsions used for fog seals are usually
diluted with water or other styles of cutbacks as prescribed by the manufacturer. The Fog Seals
are applied at the speed of 0.1 to 0.2 gallons (of diluted material) per sq yd, reckoning on the feel
and porosity of the old pavement. The appliance rate is determined by the number of emulsions
the old pavement surface can soak up without becoming slippery. control is also required for up to
2 hours, looking at location and volume of traffic.

FIGURE 2: FOG SEALS PRESERVE PAVEMENT

2.2.2.2 Sand Seal

Where more traveling has occurred, a sand seal is also needed to seal the surface well
enough and supply a top-quality surface. A sand seal is an implementation of liquid or emulsified
asphalt covered with fine aggregate. it's accustomed to seal against air and water infiltration, or
improve skid resistance. Applications are 0.1 to 0.2 gallons of CRS-2 or CMS-2 per square yard
enclosed with ten pounds of ⅜ minus whole. Some regions have found ¼ minus to be better fitted
to sand seals.
2.2.2.3 Aggregate (Chip) Seal

An aggregate seal could be a single spray utilization, usually of a liquid or emulsified

asphalt. Immediately following may be a single layer of an aggregate of as uniform a gradation
(size) as practicable. This kind of seal reduces the infiltration of air and water into the mat and will
be wont to improve skid resistance of slippery pavements. There are many options that can be
applied on chip seals that are useful and these are full lane width, wheel path, partial lane breadth,
short longitudinal parts, or long parts. Chip seals are useful and may be applied in many options:
A typical chip seal uses application rates for CRS-2P at .35 to .60 gallons/per square yard (typically
0.45 gal./s.y.) with 20 to 45 pounds of Crushed Cover Stone per square yard (typically 30 lb./s.y.).
Look within the Standard Specifications Sections 5-02.3, 9-02.1, and 9-03.4 for specific
information on Bituminous Surface Treatment and materials.

2.2.3 HMA Repair Methods

All flexible covers must be repaired slowly during their useful life. Surface repair should
be done at regular intervals within available resources, with the goal of maintaining a smooth ride
for as long as possible. There are two main methods for repairing HMA deposits. Remove and
replace (grind and insert) is the most common, and it can be divided into partial and full-depth
repairs. The second option is to use an HMA overlay, which covers the problematic road sections
and seals, stabilizes, and renews them. Since patching is one of the most expensive operations, it
is important to develop work schedules that include the desired climate, proper personnel, and
equipment.

2.2.3.1 Partial-Depth Grind and Inlay

Partial-Depth Grind and Inlay are used for creating permanent repairs to the pavement.
Defective pavement and unstable surfacing materials are removed to a depth of stable material that
may typically be found only two inches below the roadway surface. The pulverize area should
stretch out into the great pavement surrounding the faulty area by about 12 inches (1 foot). Cut the
sides of the patch area vertically and in straight lines to provide an honest line for compaction later.
Once the faulty paving material has been removed, clean the entire repair area to create a clean
base to place the new HMA. Apply an adhesive coat of pressure-sensitive asphalt to the vertical
and horizontal surfaces of the outlet to ensure a good bond and seal between the old and new HMA
material. New HMA should be placed in depths a minimum of adequate to the thickness of the
adjacent HMA compacted in lifts of 1 to three inches for best product in a patch of this nature.

Backfill the opening with HMA Class 3/8 (preferred) or HMA Class 1/2 Inch substance.
The asphalt should be compacted in lifts of not quite 3 inches thick to get optimum patch life.
Fewer patch projects will be compacted with a vibrating reed compactor, while a roller works best
on huge patches. During hot weather, it would be advantageous having some water readily
available to assist cool the combo between lifts. Standing water shouldn't be allowed on the
combination between lifts. After the intermediate lifts of the patch are compressed sufficiently, the
sub elevation can be completed. Take special care to confirm that it's compacted to slightly above
flush with the encompassing surface since some compaction will occur by traffic because the mix
is further kneaded into place. The patch should be cool enough before traffic is allowed on it, so
it'll not leave marks on the surface. Deeper patches would force longer to cool down and must be
planned for accordingly.

2.2.3.2 Full-Depth Dig Out

Full-Depth Dig Outs are used for creating permanent repairs to the pavement. Defective
coatings and unstable coating materials are removed from the stable material to a depth. Alligator
cracks indented greater than 1/2 inch may indicate that the pavement is at maximum depth and that
the only stable material is underground. The excavated area should extend about 12 inches into the
great pavement surrounding the faulty location (1 foot). Cut the perimeters of the patch area
vertically and in straight lines to provide a decent line for compaction later.

After removing the defective cover and/or backing material, level and compact the floor
material. This may make an adequate foundation for the new asphalt concrete material. Surfacing
materials (gravel base, crushed surfacing) and pavement should always be replaced in depths a
minimum of adequate the first design or by the additional depth of ACP compacted in lifts of 1 to
three inches. Apply a tack coat of asphalt to the vertical sides of the hole to assure an honest bond
and seal between old and new pavements.

Fill the opening with a hot plant mix like HMA Class 3/8 (recommended) or HMA Class
1/2 inch for the greatest results on this type of repair. Asphalt should be compacted in risers no
more than 3 inches thick for optimal pavement life. Small patch projects should be crushed with a
vibratory plate compactor, whereas big patches should be compacted with a roller. During weather
conditions, it'd be advantageous having some water readily available to help cool the combo
between lifts. Standing water mustn't be allowed on the combo between lifts.

After the intermediate lifts of the patch are compacted sufficiently, the ski lift can be
completed. Take special care to confirm that it's compacted to be even and flush with the
encompassing surface, so it provides a decent riding surface. Some compaction will occur by
traffic because the mix is further kneaded into place. The patch should be cool enough before
traffic is allowed thereon, so it'll not leave marks on the surface. Deeper patches will require longer
to cool down and must be planned accordingly.

2.2.3.3 Spreader Box Patching

For small paving jobs, it is often practical and economical to use a tractor paver or sandbox.
These pavers hook to the rear of the trucks that are hauling the combo. The asphalt is dumped
directly within the hopper of the paver which places it on the roadway or base material. As the
towing vehicle moves forward, the combination is removed with an adjustable height blade (cutter
bar or ruler) and the surface of the ruler is refined. To begin full depth paving, the screed must be
placed on blocks before filling the hopper. The hopper should be kept uniformly full during paving
to make sure of a good spread. A fair towing speed is necessary to take care of a consistent spread
thickness.

The size, operational controls, attachments, and capacities of spreader boxes vary widely.
Working with them requires skill and skill. Manufacturers and construction equipment dealers can
provide assistance within the operation and care of particular models. Clean-up of apparatus and
tools after each day’s operation is crucial to good patches. This is very true of the spreader box. It
must be kept free from the buildup of cold asphalt. Cleaning tools and equipment should be done
with an environmentally friendly releasing agent.

When the equipment is properly operated, spreader box patching with HMA material has
the advantage of delivering a smooth final surface. It takes several people to operate a litter box
efficiently. Careful planning of the repair process is extremely important for economical and
economical road maintenance. Litter boxes can work well if surface irregularities are leveled with
the proper equipment. Before pre-leveling and beginning the spreader box patch, the entire surface
should be tacked.

2.2.3.4 Grader Patching

Road graders are important pavement repair equipment, especially for leveling off severe
depressions or sags in the pavement surface. These graders vary in size, model, and capabilities
counting on their intended use. One efficient way of blade patching is using two graders facing
one another. This procedure is faster than using only one blade, and it may aid in getting the patch
in place before the mix cools. Help keep thick mixture off the ends of patches, softens roots, and
helps maintain a straighter edge.

Patching HMA with levelers is often done when it is not practical or economical to use
other means. Graders will be wont to lay a leveling course of pavement prior to placing finish
courses with asphalt spreader boxes and are excellent for putting a leveling course to revive the
roadway grade and shape when it can't be through with a paver or spreader box. All the realm to
be blade patched should be tacked. In leveling operations, road graders with an extended wheelbase
and smooth-tread tires are frequently utilized to apply hot plant-mix asphalt. The roller must
quickly follow the grader after the mixture has been spread while it is still hot.

Graders aren't efficient at carrying large quantities of fabric over long distances, so the
dumping of asphalt should be carefully controlled for an efficient operation. Make as few passes
as possible with the grader to scale back the segregation of the fabric.

2.2.3.3 Compacting Hot Mix Patches

Compaction is among the foremost important phases of the operation. To consolidate the
fabric, all asphalt concrete areas, large or tiny, must be compacted. Asphalt patches that have been
adequately compacted are robust and dense and can withstand traffic and weather damage far better
than those that have not been properly compacted. However, you compact the mix, get laid well;
it's vital.

A 10 ton or larger steel wheel roller is effective for an efficient asphalt repair operation. A
lighter vibratory roller can be a poor replacement as it can significantly slow down operations. For
larger paving projects, one roll also handles pre-rolling or pre-compaction, while another handles
the finished roll. The patching procedure should match the roller train's speed. When the patch kit
reaches the roller, it forces the mix that is too cold to roll, resulting in poor patch quality. The
highest factory mix temperature is 350 degrees, and it is highly recommended that HMA factory
trucks be covered to retain heat longer. Do not compact HMA at a temperature below 175 degrees
F. Rolling mix that's too cold can cause it to crack. If the operation must move faster and therefore
the roller can’t continue, add more rollers to the compaction train. Compacting mix that's too hot
can cause pushing. Avoid stopping rollers or reversing direction on the new mat. Don’t activate
the mat while moving. Improper operation of rolling equipment can affect the standard and ride of
the patch.

Rolling for compaction should begin as soon as the artifact is laid. In any rolling phase, the
initial rolling or breakdown gives the very best percentage of compaction. Consequently, it also
offers the foremost potential for material displacement at the perimeters. It is important to create
the initial breakdown pass a minimum of 4 inches far from the perimeters of the mat. A subsequent
pass will level this edge. Intermediate rolling further compacts and seals the surface. Prior rolling
leaves roller marks and other imperfections, thus finish rolling removes them.

Various roller types are employed in asphalt compaction. The most common types of tires
are steel-wheeled, vibratory, and pneumatic. Steel wheels and vibratory rollers are used for all
three phases of asphalt rolling. Vibratory rollers shouldn't be operated on thin lifts then don't seem
to be generally employed in maintenance patching operations. Except for rut filling and chip seal
applications, rubber-tired rollers do not appear to be commonly used in maintenance operations.

All employed rollers in asphalt paving operations should be:

• In good operating condition.

• Used per the manufacturer’s recommendations.
• Capable of reversing direction without backlash.
• Ready to operate at low enough speed to avoid displacement of the new asphalt.

Rollers that cause pickup, washboard, uneven compaction, or other unpleasant

consequences should not be used. Under vibration, the speed of vibratory rollers should not exceed
(3) mph. Steel-wheeled rollers should not exceed (4) mph, while pneumatic-tired rollers should
not exceed (5) mph. To prevent fabric displacement and pushing, the roller's drive wheel should
be pulling the roller. On steeper climbs and in breakdown rolling passes, this is especially critical.

3. RESULT

Based on the study conducted, concrete pavement roads’ deterioration is commonly caused
by weather, heavy traffic jams, chemicals, improper design, and erosion. Preservation of concrete
pavements roads from different deterioration requires maintenance, repair, and strengthening.
Using different methods to preserve concrete pavement relies on the outcome that the concrete
will result. However, some of the methods have some disadvantages if it is not properly examined,
such as the Hot Pour Method in crack sealing wherein over-poured crack pouring, especially on
longitudinal cracks, can cause distress for motorcycles which the problem is increased on curves
or when the surface is wet. Selecting the proper method is difficult and must consider its cost and
environment. Examining concrete pavements using different tests such as FWD, GPR, and DCP
is also essential to produce life-long concrete pavements that also reduce possible future distresses.
The repair and strengthening methods of the concrete such as crack sealing, bituminous surface
treatment, and HMA repair methods are vital procedures for solving both minor and major issues
of concrete pavements.
4. CONCLUSION

Concrete pavements can be classified as flexible or rigid pavement. It is widely used in

construction for urban roads. However, due to different reasons, concrete pavement roads become
progressively worse. In the study conducted, various methods to resolve the deterioration of
concrete pavements were discussed. Maintenance, repair, and strengthening methods were
included to prevent minor to major issues. Maintenance methods prevent minor distresses by early
concrete pavement preservation. However, when an early construction was not conducted to minor
concrete pavement deterioration, it may lead to major issues that lead to higher costs, and severe
distress. In conclusion, early preservation or maintenance for concrete pavements deterioration is
required in order to prevent major damages that lead to higher costs and complicated constructions.
Moreover, further research improvements are needed in its repair and maintenance to reduce its
cost and lengthen its effectiveness to expand the life of concrete pavement structures.
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