Full Depth Repairs

for
Rigid Pavements

Presented To:
Dr. Sajjad Maqbool

Presented By:
Abdur Rahim Rajar
06-MS-TE-10
Presentation Organization

 Introduction
 CPR Techniques
 Selection of Candidate Projects for FDR
 Design Considerations
 Material Considerations
 Construction Procedure
 Full-Depth Repair of PCC Pavement Checklist
 Performance
 Cost
 References

2
Introduction

 Full-depth repair (FDR) is a concrete

pavement restoration (CPR) technique that
can be used to restore the structural integrity
and rideability to concrete pavements having
certain types of distresses.
 It involves making lane-width, full-depth saw
cuts to remove the deteriorated concrete
down to the base, repairing the disturbed
base, installing load-transfer devices, and
refilling the excavated area with new
concrete.
3
Introduction

 When normal maintenance procedures

can no longer correct the effects of
ordinary pavement wear or use, full-
depth repair may become necessary to
restore damaged.
 It is an effective, permanent treatment
to repair pavement distresses
particularly those that occur at or near
joints and cracks.
4
FULL DEPTH
REPAIR

5
CPR techniques

6
Selection of Candidate
Projects
 The need for full-depth repairs should be
determined based on
 the type
 frequency, and
 severity of existing deterioration of the pavement.
 Recommendations are provided in Table as to
the level of severity of each distress type that
warrants full-depth repairs.
 Agency should examine these
recommendations and modify them as needed
to more closely fit local conditions
7
General distress criteria for
full-depth repair
MINIMUM SEVERITY LEVEL REQUIRED
DISTRESS TYPE
FOR FULL-DEPTH REPAIR

Jointed Plain & Jointed Reinforced Concrete (JPC & JRC) Pavement

Blowup Low

Corner Break Low

D-Cracking Medium

Deterioration Adjacent to Existing Repair Medium

Joint Deterioration Medium (with faulting 6mm (0.25in))

Spalling Medium

Reactive Aggregate Medium

Transverse Cracking Medium (with faulting 6mm (0.25in))

Longitudinal Cracking High (with faulting 12mm (0.5in))

8
General distress criteria for
full-depth repair
MINIMUM SEVERITY LEVEL REQUIRED
DISTRESS TYPE
FOR FULL-DEPTH REPAIR

Continuously Reinforced Concrete (CRC) Pavement

Blowup Low

Punchout Medium (with faulting 6mm (0.25in))

Transverse Cracking (Steel Rupture) Medium (with faulting 6mm (0.25in))

Localized Distress Medium

Construction Joint Distress Medium

D-cracking High

Longitudinal Cracking High (with faulting 12 mm (0.5in))

Repair Deterioration High

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Pavement Distresses that
Require Full-Depth Patching
 Transverse Cracking

Medium Severity Transverse (Mid-panel) Crack

10
Pavement Distresses that
Require Full-Depth Patching
 Transverse Cracking
 Pavements with transverse cracks of medium and high
severity are recommended for full-depth repairs.
 Some cracks that extend through the depth of a slab can
begin moving and functioning as joints (working cracks).
 Working cracks develop and deteriorate from one or
more of these causes:
 Lock-up of the dowel bars in a near by joint
 Rupture or corrosion of steel in jointed-reinforced slab
 Poor joint spacing
 Loss of aggregate interlock along the crack face
 Inadequate joint sawing
 Excessive curling and warping of slabs
 Lack of subgrade support
 Hairline cracks do not extend to the bottom of a slab do
not require any special treatment, (e.g., plastic shrinkage
cracks).
11
Pavement Distresses that
Require Full-Depth Patching
 Longitudinal Cracking
 When longitudinal cracks deteriorate to a high
severity condition, they warrant full-depth repairs.
 A high severity condition indicates that a crack is
greater than 12 mm (0.5 in) wide, spalling extends
more than 150 mm (6 in) from the crack, and
faulting is greater than 12 mm (0.5 in).
 If the condition is less severe, other CPR
procedures, such as partial depth repairs, retrofit
dowel bars, or sawing and sealing are sufficient.

12
Pavement Distresses that
Require Full-Depth Patching
 "D" cracking

13
Pavement Distresses that
Require Full-Depth Patching
 "D" cracking
 D" cracking is a pattern of cracks caused by the
freeze-thaw expansive pressures of certain coarse
aggregates.
 The disintegration and spalling associated with
these stresses normally begins near the joints as a
result of the higher moisture levels necessary for
the course aggregates to expand in volume during
freezing.
 Medium and high severity "D" cracking could
warrant full depth repair.
 However, like for any other materials related
distress, FDR only provides a temporary treatment.

14
Pavement Distresses that
Require Full-Depth Patching
 Shattered Slabs & Corner Breaks
 Corner breaks and intersecting cracks develop in
slabs receiving marginal support from the subbase
or subgrade.
 Over time the unsupported slab will pump subbase
or subgrade fines out from beneath the slab, leading
to voids and eventual cracking over the uneven
support.
 Shattered slabs also may result from frost heave or
swelling soil problems.
 Shattered slabs and corner breaks are good
candidates for using FDR.

15
Pavement Distresses that
Require Full-Depth Patching
 Punchouts

Punchout of CRC Pavement 16

Pavement Distresses that
Require Full-Depth Patching
 Punchouts
 Punchouts in continuously reinforced
concrete pavements (CRCP) are candidates
for full-depth repairs as they represent a
structural failure of the pavement.
 They form after many load cycles when the
longitudinal steel ruptures along the faces
of two closely spaced cracks, usually less
than 0.6 m (2 ft) apart.

17
Pavement Distresses that
Require Full-Depth Patching
 Blowups
 Occur in hot weather at transverse joints or
cracks which do not allow sufficient
expansion of the concrete slabs.
 The insufficient expansion width of joints is
usually caused by infiltration of
incompressible material into the joint.
 Blowups of any severity warrant full-depth
repairs due to the localized disruption to
pavement integrity and the potential safety
hazard. 18
Design Considerations

 Full-depth repairs that are properly

designed and constructed will provide
good long-term performance for as long
as the surrounding concrete pavement.
 The overall condition of the pavement
and the extent of deterioration should be
carefully examined to ensure that the
placement of full-depth repairs will
perform as intended.

19
Factors requiring careful
consideration for successful
implementation of FDR
 Joint design, including load transfer.
 Selection of repair locations and
boundaries
 Material selection
 Preparation of repair area
 Concrete placement and finishing
 Joint sealing
 Curing and opening to traffic

20
Rule of Thumb

 If deterioration is 25 percent or less of the total concrete

pavement thickness, apply a surface patch.

21
Rule of Thumb

 If deterioration is more than 25 percent of the total concrete

pavement thickness, apply a full-depth repair.

22
Design Considerations

 The following are important design

considerations:
1.Pavement type (jointed or continuously
reinforced)
2.Patch size (for distress and subgrade
conditions)
3.Load transfer (dowels versus other
methods).
4.Causes of failure
23
1. Pavement type (JCP
&CRCP)
 Jointed concrete pavements (JCP)
 Jointed concrete pavements typically require far
more repairs at joints than between joints.
 Some pavements may have joints with very little
deterioration but one or more mid-panel cracks in
each slab opened wide and essentially acting as
joints.
 Continuously Reinforced Concrete
Pavements (CRCP)
 Most full-depth repairs on CRCP will be placed at
the areas exhibiting punchouts and other localized
distresses
 Full-depth repairs may also be required at medium
and high severity transverse cracks in which the
steel has ruptured.
24
2. Patch Size

 It is important that the boundaries be located

so that all significant distresses are removed.
 Deterioration near joints and cracks may be
greater at the bottom of the slab than at the
top of the slab. Therefore, further
investigation should be performed.
 A minimum patch length of 1.8m (6 ft) and
full-lane patch width of 3.6m (12 ft) is
recommended to provide stability and to
prevent longitudinal cracking. For the same
reason, the minimum remainder of the slab
must be at least 1.8m (6 ft).
 Combining two smaller patches into one large25
2. Patch Size

26
3. Load Transfer

 Jointed Pavements
 The design of the retrofit dowel layouts
includes the number of devices, diameter,
and spacing of the dowel bars.

Recommend dowel bar design for interstate-type pavements 27

3. Load Transfer

 Continuously Reinforced
Pavements
 For full-depth patching in continuously
reinforced pavements, new steel bars are
necessary to maintain the continuity of the
reinforcing bars that run longitudinally
through the pavement.
 Reliable methods to attach the new bars to
the salvaged lengths of the old bars include
tied splices, mechanical fastened splices
and welded splices.
28
28
3. Load Transfer

 Continuously Reinforced
Pavements

Steel splice techniques for CRCP 29

Material Considerations

 The concrete mixture design should be based

on the available lane closure time.
 Typical full-depth repairs operations utilize
concrete mixes containing 390-502kg/m3
(658-846 lbs/yd3) of either cement Type I or
Type III cement.
 A set-accelerator is frequently used to permit
opening in 4 to 6 hours.
 Using insulating blankets ( or boards) during
the first few hours after placement also can
improve the strength development of any mix.
30
Material Considerations

 Concrete mixture for full-depth repairs

should have the following properties:
 6.5 ± 1.5 percent of entrained air in the
concrete (less air may be permissible in
nonfreeze areas).
 50 to 100 mm (2 to 4 in.) slump
 Non chloride accelerators are
recommended for CRCP and JRCP full-
depth repairs.
31
Construction Procedure

1. Define repair boundaries area

2. Saw old concrete
3. Remove old concrete
4. Prepare patch area
5. Provide load transfer
6. Place and finish concrete
7. Cure and insulate concrete
8. Saw and seal joints
32
1. Define repair boundaries
area
 Repair boundaries can be determined by
making a field survey utilizing data from initial
project survey.
 Each distressed area should be examined and
the repair boundaries marked on the slab
surface.
 If the project plans contain partial-depth
repairs, the project specifications should
include a special provision that provides the
engineer freedom to change some partial-
depth repair to full-depth repairs.
33
1. Define repair boundaries
area
Guidelines for locating repair boundaries are provided
below:
 The recommended minimum repair length is
 1.8m (6 ft) for repairs provided with mechanical load-
transfer devices,
 All repairs should be full-lane width.
 The minimum recommended distance from the full-depth
repair joints to the nearest transverse crack or joint is
1.8m (6 ft).
 A boundary that would fall at an existing doweled
transverse joint should be extended 0.3 m (1 ft) to
include the existing joint.
 Reinforcement is needed in JRCP where the patch length
is longer than 4.6m (15 ft). It may be more economical to
place additional doweled transverse joints at 4.6m 34
interval than to place reinforcement.
Saw Old Concrete

Full-depth Sawing transverse boundaries 35

2. Saw Old Concrete

 Before removing deteriorated concrete,

isolate the area from adjacent concrete
and shoulder materials using full-depth
saw cuts.
 It is preferable to use diamond-bladed
saws for full-depth transverse cuts.
 To avoid spalling damage during
removal, the sawing operation should
be continued through the joint.
36
3. Remove Old Concrete

 Sawing operations should not precede

removal and repair operations by more
than two days.
 There are two basic methods of
removing deteriorated concrete from
the repair area:
 Liftout
 Breakup

37
3. Remove Old Concrete

Liftout operation chain for removing existing slab

38
3. Remove Old Concrete

Drop Hammer breaks the deteriorated concrete

39
4. Prepare the Patch Area

Vibratory Plate Compactors 40

4. Prepare the Patch Area

 After removing the old concrete and

loose material, the area is ready for
subbase preparation
 If removing operations damage the
subbase, it may be necessary to add
and compact new subbase material.
 Ideal backfill materials can reach
optimum compaction with small plate
compactors that can maneuver in the
confined patch area. 41
5. Provide Load Transfer

 Hole diameter
 Cleaning Holes
 Installing Dowels
 Prepare Longitudinal Joints
 Full slab replacements and repairs longer
than 4.5 m (15 ft) require a tie system

42
5. Provide Load Transfer

Injecting grout or epoxy and inserting dowels

43
5. Provide Load Transfer

Grout-retention Disk Installation of Bond-breaking Board

44
6. Place and Finish the New
Concrete
 Placing Concrete
 Finishing & Texturing

45
7. Curing
 Apply the curing compound and insulation as soon as
possible after finishing the surface.
 A liquid-membrane-forming curing compound is adequate
 To prevent moisture loss and to protect the surface, place
one layer of polyethylene sheeting on the patch surface
under the insulating boards or mats.
 Avoid using insulating boards during very warm
temperatures, this may caused concrete to undergo thermal
shock when they are removed.
 Smoothness - A good finishing technique can develop an
adequate transition between the patch and old concrete.
 In some cases, a ride specification comparable to the local
ride specification may be needed for CPR projects. Patched
pavements that do not meet a specified ride requirement
will require correction by diamond grinding.
46
8. Saw and Seal joint

 The final step is to form or saw

transverse and longitudinal joint sealant
reservoirs at the patch boundaries.
 Sealed perimeter joints will lower the
potential for spalling at the patch joints.
 Hot-poured asphalt-rubber sealants are
most commonly specified for
longitudinal joints and higher type
sealants to such as low modulus silicone
are commonly used for transverse
joints. 47
9. Opening to Traffic

 There are two methods to determine

when to open full-depth repairs to
traffic:
 Specified minimum strength
 Specified minimum time after completing
placement
 For most concrete pavement
applications, it is preferable to measure
the concrete strength to determine
when it is acceptable for traffic. 48
9. Opening to Traffic

 Recommended minimum strength for

traffic opening are :
 Compressive Strength: 13.8 MPa (2,000
lbf/in2).
 Modulus of Rupture: 2.1 Mpa (300 lbf/in2)
center-point loading, or 1.7 Mpa (250
lbf/in2) third-point loading.

49
9. Opening to Traffic

Typical "Opening to Traffic" time requirements for different Portland cement concrete
mixes.
Typical Time to Opening
For Mixes Using:
Strength
Certain blended cements 2 - 4 hours

Sulfo-aluminate cements 2 - 4 hours

Type III cement with non-chloride accelerating

4 - 6 hours
admixture
Type III cement with calcium chloride (CaCl2)
4 - 6 hours
accelerator
Type I cement with calcium chloride (CaCl2)
6 - 8 hours
accelerator
Type III cement with Type A water-reducing
12 - 24 hours
admixture

Type I (air-entrained paving mix without fly ash) 24 - 72 hours

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Full-Depth Repair of
Portland Cement
Concrete Pavement
Checklist
Performance
 Full-depth repairs can be designed and
constructed to provide good long-term
performance (10 or more years), while the
performance of full-depth repairs on many in
service pavements has been inconsistent.
 Causes of premature failures of full-depth repairs
include inadequate design (particularly poor load
transfer design), and poor construction quality In
addition, the effectiveness of some full-depth
repair installations has been limited due to their
placement on pavements that are too far
deteriorated.
 If properly designed and constructed, full-depth
repairs can provide near-permanent rehabilitation
of the distressed areas.
52
Performance
 Important points for consideration in selecting this repair
technique include the following:
 If the existing pavement is structurally deficient, or is
nearing end of its fatigue life, a structural enhancement
(such as an overlay) is needed to prevent continued
cracking of the original pavement.
 If the deteriorations is widespread over the entire project
length, an overlay or reconstruction may be more cost
effective.
 If the original pavement has a severe material problem
(Materials related distress), full-depth repairs may only
provide temporary relief from roughness caused by
spalling.
 Additional joints introduced by full-depth repairs add to
the pavement roughness, even if the pavement is
diamond ground after the repairs are made.
53
 Nondeteriorated cracks in JPCP may be repaired by
Performance

 The effectiveness of full-depth repairs

depends strongly on
 Installation of the repairs at the appropriate
time in the life of the pavement
 On the proper design and installation of the
load transfer system.
 The overall condition of the pavement
and the extent of deterioration should
be carefully examined to ensure that
full-depth repairs will perform as
intended.
54
Cost
 The cost for full-depth repairs on jointed concrete
pavements varies significantly, depending on the
locality and site conditions (e.g., traffic).
 Typical costs for 1.8 m (6 ft) repairs on a 250-
mm(10 in) slab range from $60/m2 to $120/m2
 Repair costs for CRCP are significantly higher.
 Since the highest cost items for full-depth repairs
are full-depth sawing and joints (including load
transfer), the unit costs of repair can be reduced
significantly when a larger area is involved.
 The replacement of the entire slab is a more cost-
effective solution than the placement of a series
of smaller repairs within the same slab, and it is
also more reliable.
55
CONCLUSIONS
 The overall condition of the pavement and the
extent of deterioration should be carefully
examined to ensure that full-depth repairs will
perform as intended.
 An agency may stipulate that the repair attain a
minimum strength before it may be open to
traffic.
 Agency should examine recommendations made
by FHWA and modify them as needed to more
closely fit local conditions.
 The replacement of the entire slab is a more cost-
effective solution than the placement of a series
of smaller repairs within the same slab, and it is
also more reliable.
 Appropriate usage is very important to obtain
56
desired performance.
CONCLUSIONS
 The effectiveness of full-depth repairs depends
strongly on the installation of the repairs at the
appropriate time in the life of the pavement and
on the proper design and installation of the load
transfer system.
 The overall condition of the pavement and the
extent of deterioration should be carefully
examined to ensure that full-depth repairs will
perform as intended.
 Patched pavements that do not meet a specified
ride requirement will require correction by
diamond grinding.
 If the distressed areas in both lanes are similar
and both lanes are to be repaired, aligning repair
boundaries to avoid small offsets and to maintain
continuity may be desirable 57
References:

 Federal Highway Administration (FHWA),

1998. Techniques for Pavement
Rehabilitation, Publication No. FHWA HI-98-
033.
 American Concrete Pavement Association
(ACPA), 1995. Guidelines for Full-Depth
Repair. TB002.02P. American Concrete
Pavement Association, Skokie, IL.

58
Thanks
Any Questions