CONSTRUCTION

TECHNOLOGY

CEM 571
 Stages for maintenance
works
1. Buildings
2. Roads
Stages for maintenance
works

1. Buildings
2. Roads
At the end of lectures, student will be able to
:
- Identify the different types of maintenance
work and their respective functions. (CO1;
PO2)
Stages for maintenance
works

1. Buildings
2. Roads
At the end of this lectures, student will be
able to :
- Identify the different types of maintenance
work and their respective functions. (CO1;
PO2)
 PART ONE
Ref:
Cracking in asphalt concrete (AC)-surfaced pavements is
a phenomenon that pavement design and
maintenance engineers have had to contend with for
years.
It is one of two principal considerations (fatigue
cracking and rutting) in the pavement design
process, and it is the primary mode of deterioration
in AC pavements.

Cracks are inevitable, and neglect leads to accelerated

cracking and/or potholing, further reducing
pavement serviceability.*
 crack Treatment program.
four primary phases associated with a crack treatment
program.

These phases are as follows:

1. Determining the need for crack treatment

2. Planning and designing the crack treatment project
3. Construction
4. Evaluating and assessing the performance of the
crack treatment
If a particular cracked pavement appears to be in
need of some sort of maintenance, a relatively
quick assessment can be made to ascertain the
need and, more important, to help in determining
the appropriate action.

Such an assessment requires an evaluation of

existing pavement conditions and a knowledge of
future rehabilitation plans.
While maintenance engineers or supervisors are
normally quite familiar with the roads they
maintain, a quick review of construction,
maintenance, and other records will provide
important general information regarding the
following:
1. Pavement age
2. Pavement and geometric design
3. Pavement section boundaries
4. Traffic
5. Climate
6. Type and extent of previous maintenance treatments
7. Condition rating
CRACK CUTTING
The four primary procedures used in
preparing crack channels are as follows:

1. Airblasting
2. Hot airblasting
3. Sandblasting
4. Wirebrushing
1. Bond-Breaker Installation
2. Cold-Applied Thermoplastic Materials
3. Hot-Applied Thermoplastic Materials
4. Cold-Applied Thermosetting Materials
 Once the most appropriate material and placement
procedure are selected, proper field application must be
carried out.
 The best method for achieving proper application is to
ensure that the objective of each step in the crack
treatment operation is met.
 Toward this end, crews should be fully aware of what
they are expected to do, and of the importance of what
they will be doing.
 Likewise, supervisors/inspectors must know what to
expect as a result of each operation.
1. Traffic Control
2. Safety
3. Crack Cutting; Objective: To create a uniform,
rectangular reservoir, centered as closely as possible
over a particular crack, while inflicting as little
damage as possible to the surrounding pavement.
4. Crack Cleaning and Drying; Objective: To provide a
clean, dry crack channel, free of loosened AC
fragments, in which the crack treatment material and
any accessory materials can be placed.
 a) High-Pressure Airblasting
b) Hot Airblasting
c) Sandblasting
d) Wirebrushing

5. Material Preparation and Application; Objective:

To install any accessory materials into the crack
channel, prepare the crack treatment material for
recommended application, and place the proper
amount of material into and/or over the crack
channel to be treated.
6. Material Finishing/Shaping; Objective: To shape or
mold the previously applied material to the desired
configuration.
7. Material Blotting; Objective: To apply a sufficient
amount of blotter material to protect the uncured
crack treatment material from tracking.
i. Apply the material with the nozzle in the crack channel,
so that the channel is filled from the bottom up and air is
not trapped beneath the material.
ii. Apply the material in a continuous motion, making sure
to fill the channel to the proper level for recessed
configurations or provide a sufficient amount of material
for flush, capped, or overbanded configurations.
iii.Reapply material to crack segments where material has
sunk into the crack or an insufficient amount was
furnished in the previous pass.
iv. Recirculate material through the wand into the melting
vat during idle periods.
 Monitoring the performance of crack treatments is
good practice, and it can be done rather quickly (1 or 2
hours) with fair accuracy.
 At least one inspection should be made each year to
chart the rate of failure and plan for subsequent
maintenance.
 An evaluation is highly recommended as it will show
treatment effectiveness during a time of near
maximum pavement contraction and near maximum
crack opening.
PART TWO
 1 - Introduction
Pavement MANAGEMENT:
Doing the right repair in the right place, at the right time.

Pavement MAINTENANCE:
Doing inexpensive repairs on good roads to keep them
good.
- Foundation for Pavement Preservation

The proper maintenance of … roads, considering the

State at large, is unquestionably of more importance than
any of the problems that are solved and to be solved
either in construction or maintenance of more expensive
roads. - State of New York Department of Highways, 1910
Larger loads and thinner pavements
result in more stress on the
pavement. Pavements will fail
sooner than expected if:
1. There are heavier loads than
expected
2. There are more loads than
expected
3. The pavement is too thin for the
traffic loads
4. The materials used in the
pavement are weaker than
expected
1. Overlay too thin for traffic load (Too thick is also not
desirable. It wastes money.)
2. Failure to account for a spring in the middle of the
roadway
3. Use of a chip seal over a badly cracked road
4. Selecting crack seals to fix badly deteriorated cracks
5. Using asphalt cement stabilizer when the fines
content is too high (above about 12 percent)
1. Failure to compact cold patch with the truck tire
2. Failure to place the aggregate in a chip seal before the
asphalt emulsion breaks
3. Using an air compressor without an oil/water
separator to clean cracks (can introduce water and
cause a loss of bond)
4. Paving over a base that is not properly prepared
5. Doing any work with asphalt emulsions after late
October (or on any cold day)
1. Chip sealing over a good quality surface gravel (a
good surface gravel has too many fines to be a base
gravel)
2. Using an asphalt emulsion to seal cracks
3. Using a cheaper cold patch that may last only a few
hours
4. Using a dusty or wet aggregate in surface treatment
operations
a) All Pavements
1. Do nothing. This is the most common repair choice,
because of cost. It is used whenever economics dictate that
no better choice exists. It is used on good and bad roads. A
brand new road needs no repairs. On a poor, badly cracked
surface, the best technique may be to do nothing. It may
be better to leave a road in rough shape than to cover over
the problem and have it recur almost immediately.
2. Drainage maintenance. This is absolutely critical to
allow roads to last as long as possible. Drainage is the
single most common problem that leads to premature
failures.
b) Asphalt Surfaced Pavement
1. Crack repairs
2. Patching
3. Area repairs
4. Thin wearing courses
5. Overlays
6. Recycling
7. Reclamation
8. Total reconstruction
c) Gravel Surfaced Pavements
1. Dust control
2. Blading or dragging
3. Reshaping
4. Patching and area repairs
5. Stabilization
6. Overlays and surface treatments
7. Total reconstruction
The four major categories of common
asphalt pavement surface distresses
are:
1. Cracking
2. Surface deformation
3. Disintegration (potholes, etc.)
4. Surface defects (bleeding, etc.)
Cracks in asphalt pavements can take many forms.
The most common types of cracking are:
1. Fatigue cracking
2. Longitudinal cracking
3. Transverse cracking
4. Block cracking
5. Slippage cracking
6. Reflective cracking
7. Edge cracking
The basic types of surface deformation
are:
1. Rutting
2. Corrugations
3. Shoving
4. Depressions
5. Swell
Depressions Swell
The two most common types of
disintegration are:
1. Potholes
2. Patches
Patching work
The most common types of
surface distress are:
1. Ravelling
2. Bleeding
3. Polishing
4. Delamination
Demand maintenance:
Performing a technique to correct a hazard or meet
a service request. Pothole patching in the spring is
the most common form of demand maintenance.

Routine maintenance:
Performed on a routine basis for operational
reasons. Examples include
mowing grass, cutting shoulders, and striping
centerlines.
Preventive maintenance:
Application of a treatment before significant deterioration
occurs. It typically extends the life of the pavement and is
usually planned. Surface treatments are usually considered
preventive maintenance.

Corrective maintenance:
Fixes pavement failures after they have occurred. A semi-
permanent area patch is a form of corrective maintenance.
A truing and leveling layer to fill minor ruts, with a follow up
overlay, is another example. Corrective maintenance
generally costs more than preventive or routine
maintenance.
During the evaluation, ask the following
questions:

What kind of maintenance can fix the defects

found?

What repair, if any, will extend the life of the

pavement?

Which maintenance technique will be the most

cost effective?
 Semi-permanent patching is done in the summer
to fix potholes, repair poor patches, and replace
demand patches placed earlier in the year.
• It is also performed with utility cuts and culvert
installations.
• These types of patches should have nearly the
same strength as the surrounding area. Drainage
repairs are generally performed at the same time.
• The base is replaced if necessary. If drainage and
base repairs are not made, the original problem
may reappear.
 Spray patching is done with specialized
equipment. It can either be planned or demand
driven. A spray patch vehicle can be used in almost
any weather, but summer spray patching is
generally more successful.

 Demand patching is an unplanned repair to fix

potholes. It is performed in the winter or spring, in
all kinds of weather. It is usually done with patch
material taken out by dump truck. The choice of
material greatly influences the success of the patch.
Spray patching involves the
following steps.

1. Blow debris from the

hole
2. Spray a tack coat of
binder on the sides and
bottom of the hole
3. Blow a mixture of
aggregate and binder
into the hole
4. Top off with a layer of
uncoated aggregate, to
blot the surface and
prevent tracking
Demand patching materials generally
come in three different forms:

1. Standard cold patch or plant mix

2. Fiber reinforced patch material
3. Modified cold patch (proprietary)
Purpose of Thin Wearing Courses
There are some critical differences
between the various surfacing
techniques, but they all do the following:

1. Seal and protect the layers below

2. Provide a skid resistant surface
3. Seal oxidized surfaces