10/10/12...FAA 150/5380‐6B 10/10/12 14 Figure C - 12. Tem p orary Repairs of Rigid Pave me nts...

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SWIFT‐ CAPTG 2012

BEST PRACTICES IN AIRFIELD CONCRETE PAVEMENT MAINTENANCE

PARTIAL AND FULL DEPTH PATCH REPAIRS

Hakan Ekim

Teknika Inc., Toronto

September 18,2012

Banff,Alberta

Requirements

 Quick Repairs with no or minimum closures

or operaAonal delays

 High Quality and long lasAng patch repairs.

They do not wish to return to the repair in a

very near future

 No premature failure . FOD !

Major Challenges

 Proper educaAon of the maintenance

personnel to ensure work is done as per

manufactures specs.

 Not having enough data or successful case

histories.

 Lack of mutual understanding in between

various parAes involved >> CommunicaAon??

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Common denominator

It is widely accepted that effecAve repairs will

become increasingly important as many

airports may not receive the funds needed to

carry out major rehabilitaAons or re‐construct

distressed pavements

Engineering and maintenance managers can

uAlize a variety of pavement repair opAons to

extend the useful life of their pavements.

There is already enough knowledge and

experience to perform proper pavement

repairs.

Available materials and techniques are well

established and proven but yet somehow not

adapted.

Transport Canada Survey

Report No: AARMEC/ C‐02‐04 Revision,Nov.2002

Survey was made to produce :

“Pavement Preserva9on Catalogue for

Canadian Airfields”

This extensive work was based on literature

survey and review of pavement preservaWon

pracWces of Canadian Airports based on the

results and repair pracWces survey

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No field performance studies issued by or for

Canadian Airports were located

Only 26 out of 70 operators responded

RecommendaAons of Transport Canada

 The content of the Catalogue should be enhanced by

the inclusion of addiWonal technical and engineering

reports that could not be located, and by the

inclusion of new reports as they become available.

The content of the Catalogue should also be

enhanced as new pavement preservaWon

technologies are developed and addiWonal technical

informaWon is uncovered.

 To obtain addiWonal technical reports and

informaWon from Canadian airport operators and

from the Canadian engineering consulWng industry

will require considerable effort.

We do need to overcome these managerial

issues and difficulAes.

We are facing a great challenge which is not

only the maintenance of the assets but also the

necessity to use exisAng faciliAes beyond their

design lives simply due to economic and

environmental condiAons.

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Transport Canada ERD 121 (no longer updated)

Type of defects are well defined .

Defects are rated as Low, Medium, and High severity

Extent of repairs classified in between 0 and 4

(4 being extreme worse case)

CondiWon RaWng is obtained

(PCN,LCN,Fric8on Values not included not a full assesment)

Transport Canada Defect

ClassificaAons( ERD 121)

 Panel Cracking

 Corner Cracking

 Edge Cracking

 Scaling and spaling

 Joint faulWng and sealant failure

 Surface Crazing

 D cracking

 Pumping

 Compression buckling

Panel Cracking (L)

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Corner Cracking (M)

Edge Cracking (L,H)

Edge Cracking - High Severity

Scaling/Spaling

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Joint FaulWng(M)/Sealant Failure(M)

Joint Faulting - Medium SevJoint Sealant Failure - Medium Severity

Surface Crazing (M)

“D” Cracking

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Pumping (M) / Buckling(H)

Concrete Slab Pumping Compression Buckling at an Inserted Surface Draina

FAA AC 150/5380‐6B Chapter 3 Rigid

Pavement Distresses (2007) AC 150/5380-6B Chapter 3 – Pavement Distresses

• Rigid Pavement1. Cracking

• Longitudinal, Transverse, and Diagonal Cracks

• Corner Breaks.

• Durability "D" Cracking.

• Shrinkage Cracking.

2. Joint seal damage

3. Disintegration• Scaling, Map Cracking, and Crazing

• Joint Spalling. p g

• Corner Spalling.

• Shattered Slab/Intersecting Cracks

• Blowups

• Popouts. p

• Patching.

4. Distortion• Pumping.

• Settlement or Faulting. g

5. Loss of Skid resistance• Polished Aggregates

• Contaminants

The Keys to success of patch repairs of

PCC pavements

MUST HAVE GOOD AND SOUND PAVEMENT

MANAGEMENT SYSTEM IN PLACE

1‐ Understand the cause of the problem,

2‐ Have realisWc expectaWons,

3‐ Correct selecWon of materials and methods

according to operaWonal condiWons,

4‐ Surface preparaWon,

5‐ ApplicaWon and supervision

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SelecAon of the repair material

depends on:

 Ambient temperature

 Time required for early trafficking, return to service

 Size and depth of repair

 Product performance

 Compliance with specified properWes

 Previous good experience

 Cost effecWveness and delivery

 Technical support from the manufacturer

The perfect repair product should have physical, chemical and mechanical, properWes, similar to the parent concrete.

Dimensional compaAbility of repair material is very important.

  The ideal repair should have a modulus just lower than the parent concrete

  The repair should have thermal expansion similar to the parent concrete

  The repair should have shrinkage lower than the parent concrete

  The repair should have strength just greater than the parent concrete

SelecAon of appropriate repair materials

Importance Of Modulus of ElasWcity

StaWc modulus of elasWcity is a

measure of sWffness.(Poisson’s raWo in

case of concrete)

HIGHER E : LESS DEFORMATION

UNDER A GIVEN LOAD

If the load is perpendicular to the

bond line higher modulus may not be

too significant. If however parallel to

the bond line load is transferred to

the higher moduli which may then

overstressed and fracture

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Drying Shrinkage ICRI Guideline No: 03733

!n

!0

If !n = !0 No stress occurs.

If !n > !0 Shear Bond is stressed.

Coefficient Of thermal expansion α (ICRI Guideline: 03733)

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Performance Undesirable Response Desirable PropertiesRequirements (results if wrong material is selected)

Ambient

temperature

changes

Temperature

changes within

repair material

at early ages

Atmospheric gases

Cracking in repair

material due to thermal

contraction stresses

Spalling due to thermal

expansion stresses in

substrate

Deformation due to

thermal expansion from

high exotherm

Cracking due to thermal

contraction stresses in

repair material

Corrosion of

Vjgtocn"eqghÝekgpv"similar to that of

substrate

Vjgtocn"eqghÝegpv"similar to that of

substrate

Low exotherm

during cure

Low permeability;

Tgukuvcpeg"vq"htgg¦kpi"

Coeicient of thermal expansion for concrete is 11x10-6/C.  

ACI 503R Polymeric Coeicient of Thermal

Materials Expansion is 4-11 times

greater than Concrete 

Therefore polymeric materials will expand/contract more than the substrate.

When movement is restrained stress is induced at the bond line

Very Important especially for large patch repairs (>2m2)

PROBABLY THE MOST IMPORTANT CRITERIA WHEN

SELECTING PATCH REPAIR MATERIALS

Texas A&M University System,Project 0‐5110‐S

Best PracAces for Concrete Pavements (Ref :10)

Dan Zollinger,David W.Fowler, Anal Mukhopadhy

Looked at 10 different materials commercially

available materials.

Modulus is the larger influence on strain due to

temperature change. The thermal stresses

induced at the interface between the concrete

and repair material should be compared to the

bond strength which resists the stress.

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SelecAon of patch repair method

If the damage is confined to the top 1/3rd of the slab,

then parWal depth patch repairs can be OK

If the damage goes deeper than the top 3rd of the concrete slab, or

reaches dowel bars,then full depth patch repairs must be carried

out

⅓

Available Repair Materials

•  CemenAous Materials

Portland Cement Concrete with an accelerator

Calcium Aluminate Cement

Magnesium Phosphate Cement

Latex Modified Cement or PMC

•  Hot Mix

Resin Based

Epoxy based mortars

Polyurethane based mortars

MMA (Methyl Methacrylate) mortars

Polyester based repair mortars

Polyurea’s and Vinyl Concrete

ParAal depth repair of concrete pavements (1)   Remove all deteriorated and/or

delaminated concrete as shown by survey and indicated by paint lines in accordance with preferred method of removal

  Ensure size of repair is at least 50mm beyond damaged areas

  The perimeter of the repair should have a verWcal face and should not be feather‐edged.

  This can be done by saw cukng (preferable method) or milling.

  Joint preparaWon including an appropriate bond breaker is required at joint/crack edges

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ParAal depth repair of concrete pavements (2)

  Clean concrete surface by water jekng or high pressure air blast

  Mix the repair material using a forced acWon mixer

  Apply the repair material in accordance with manufacturers instrucWons

  CompacWon of repair material

  Finishing the repair, providing skid free surface by steel Wne brush

  Cure the repairs with a curing membrane with min 90% curing efficiency

  ParWal depth repairs at joints must include sealing joints when finished

Fig

ure C

- 5.

Jo

int S

pa

ll Rep

air a

t Ex

isting

Rig

id P

av

emen

t Jo

int D

etail

FAA ‐150/5380‐6B

Full depth repair of concrete pavements (1)

 Remove all deteriorated and/or delaminated concrete as shown by survey and indicated by paint lines in accordance with preferred method of removal

 Ensure size of repair is at least 100mm beyond damaged areas

 The perimeter of the repair should have a verWcal face and should not be feather‐edged.

 This should be done by saw cukng

  Joint preparaWon including an appropriate bond breaker is required at joint/crack edges

 Check the sub‐base for soundness and if necessary, compact with a vibraWng plate

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Full depth repair of concrete pavements (2)

  Provide dowels or other load transfer mechanisms at edges

  Mix the repair material using a forced acWon mixer or use ready mixed concrete

  If using a prebagged material, use good quality aggregates for bulking out in accordance with manufacturers instrucWons.

  Apply the repair material in accordance with manufacturers instrucWons

  CompacWon of repair material   Finishing the repair, providing skid free surface by steel Wne brush

  Cure the repairs with a curing membrane with min 90% curing efficiency

FAA 150/5380‐6B

Fig

ure C

- 9.

Fu

ll Dep

th R

igid

Pa

vem

en

t Sla

b R

ep

air

Deta

il - Sectio

n

FAA 150/5380‐6B

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Fig

ure C

- 12

. T

em

po

ra

ry

Rep

air

s of R

igid

Pa

vem

en

ts Usin

g F

lex

ible

Pa

vem

en

t Deta

il

FAA 150/5380‐6B

Surface preparaAon techniques In most cases, the use of a concrete saw is recommended for cukng verWcal

borders around the periphery of the delineated repair area. In such a case the

sides of the saw cut must be roughened by grit blasWng amer excavaWng the

centre of the repair

AlternaWvely, cut into the sides at an angle of 75O to form a morWce joint to hold the patch

Surface preparaAon techniques

 For parWal depth repairs, the use of jack‐hammers are NOT

recommended. The impact causes micro‐cracking in the concrete and shanering of aggregate. This results in poor bond and may lead to delaminaWon of the repair.

 Jack‐hammering may be used for full‐depth repairs provided that the repair area is isolated by saw cukng.

 Ultra high pressure water blasWng is the preferred method for parWal depth repairs. There is no vibraWon to damage the freshly exposed concrete surface and key is bener.

 Cold‐milling is a good method for removing large areas of concrete but if the concrete is weak, the aggregates may be pulled out of the bonding interface and weaken adhesion.

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This is not surface preparaWon !!

̇̇

NO !!!

Expedient Spall Repair Methods and Equipment For Airfield Pavements

Michael I. Hammons & Athar Saeed

Document No : AFRL‐RX‐TY‐TP‐2009‐4552

Airforce Research Laboratory,Airforce Materiel Command,Tyndall Airforce Base FL

Selected equipment and procedures were evaluated to expedite repair of spalls with rapid sekng materials. The objecWve was to develop one or more methods to excavate and prepare a 2‐foot‐wide by 2‐foot‐long by 4‐inch‐deep spall for placement of a rapid‐sekng repair material in 15 minutes or less. A secondary objecWve was to correlate various excavaWon methods with a relaWve life expectancy of the repair. For five excavaWon methods, 2‐foot‐ wide by 2‐foot‐long by 4‐inch‐deep spalls were excavated in triplicate. The spalls were subsequently repaired using a commonly‐used rapid‐sekng cemenWWous repair material.

Findings of Hammons and Saeed

•  Most efficient method was the Cold Planer. 58% more efficient than jack hammers.

•  Second efficient method was gang saw

•  Only Cold Planar was able excavate 2’x2’x4” area in 15 minutes

•  GREATEST MEAN PULL OFF STRENGTH WAS FOR THE COLD PLANAR (IN BOTH PRE AND POST TRAFICKING .

•  OTHER METHODS WERE ½ OF THE COLD PLANAR

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Surface preparaWon techniques

High pressure water blasAng

Milling machine and drum

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Abrupt Slope changes must be avoided Reference: Dept. of the Air Force.,Engineering Technical Lener ETL 07‐08

Figure 7. Repair with Abrupt Slope Change (Not Recommended)

Figure 8. Repair without Abrupt Slope Chang(Recommended)

Ensure size of repair is at least 50mm(2”)

beyond damaged areas. ??????

Î̇

̇̇̇

̇ -'(*%̇̇

Large repairs, red lines added where saw cuts should have been

made

Reference: Dept. of the Air Force.,Engineering Technical Lener ETL 07‐08

The Same Repair with Red Lines Added to Indicate

10/10/12

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NaWonal Concrete Pavement Technology Centre Guide For ParWal Depth Repair of Concrete Pavements

April 2012

Iowa State University PublicaWon

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Figure 18. Type 1 spot milling

Figure 19. Type 2A joint milling

NaWonal Concrete Pavement Technology Centre

Guide For ParWal Depth Repair of Concrete Pavements

April 2012

Iowa State University PublicaWon

Æ©-Ł±やÆØmØ°や²©や²æØやØ¼¬©±ØŁやª©-ª°Ø²Øや©-や̶や²̶¬Ø°ØŁやØŁºØや²æ̶-や©-や̶やµØ°²ıª̶œやØŁºØ╆や5æØや²̶¬Ø°や̶œ±©やØœıßı-̶²Ø±や²æØやª©°-Ø°や̶²や²æØやÆ©m©ßやØŁºØや©Œや²æØや°Ø¬̶ı°やŒ°©ßや¹æıªæやæıºæまªØßØ-²やßı¼Ø±やª̶-や±æ°ı-øや̶-Łや¬°ØµØ-²やÆ©-Łı-º╆や5æØや²̶¬Ø°ØŁやØŁºØや̶œ±©や±ØØß±や²©やª°Ø̶²ØやœØ±±や±¬̶œœı-ºや̶-Łやªæı¬¬ı-ºや²æ̶-や̶やµØ°²ıª̶œやßıœœØŁやØŁºØ╆

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Figure 22. V-head milling

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Figure 25. Vertical edge milling

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m

m

m

m

W

m

B.#$&-0,'%&,-'$".-!:)$3*@$,.#$9'-!,$/7$3#&.%0*&%:$3#%0"$

WT

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Figure 37. View of cardboard cut to fi t irregular random crack

WW

m

m %+"

,H%3";,+3/&,+3"4E(:=+%"FC?"E(:=+%"FF?",)3"E(:=+%"F698"

m

W

This could only be

temporary repair and

needs to be monitored

closely to prevent FOD

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10/10/12

20

10/10/12

21

Shrinkage Cracks

Some recommended repair techniques

Over‐sawing the edges of repairs can lead to corner

cracking

Use a 4” core to cut neat rounded corners, then cut into

these cores with a saw

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Some recommended repair techniques

Coring is an excellent technique for preparing patch

repairs

Popout cored and filled

Cored corners of patch repairs

Milled Surface

Patched repairProper Mix Consistency

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NEW ICRI GUIDE

& EUROPEAN REPAIR GUIDE

Guideline for Inorganic Repair Material Data

Sheet Protocol.

Guideline : 320.3R‐2012

EN 1504 ‐2006 : European Repair SpecificaWon

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Resources

1.  Guide for Selec8ng and Specifying Materials for Repair of Concrete Surfaces

ICRI ,InternaWonal Concrete Repair InsWtute,

Technical Guidelines, Guideline No:03733

2.  Guidelines and Procedures for Maintenance of Airport Pavements.

FAA Advisory Circular,AC No: 150/5380‐6B‐2007,

3.  Expedient Spall Repair Methods and Equipment for Airfield Repairs

Michael I Hammons,Air Force Research Laboratory and Athar Seed,Applied Research

Associates.

Airbase Technologies Division, Air Force Research Laboratory, Air Force Material Command,

Tyndall Air Force Base FL.

4.  Engineering Technical LeVer 07‐08:Spall Repair of PCC Airfield Pavements in Expedi8onary

Environments,

Department of The Air Force,

AFCESA/CEO,Tyndall AFB, FL

Resources 5.  Guide for Par8al Depth Repair of Concrete Pavements

NaWonal Concrete Pavement Technology Centre,IOWA State University, InsWtute for

TransportaWon . April 2012

6.  Pavement Preserva8on Catalogue for Canadian Airfields.

Report No: AARME/C‐02‐04

The Technical EvaluaWon Engineering Division

Aerodrome Safety Branch

Transport Canada, Onawa, Ontario, November 2002

7.  Guidelines Respec8ng Airport Pavement Structural Condi8on Surveys

Engineering Reference Document ERD 121 January 2004

Transport Canada, InternaWonal AviaWon & Technical Programs Branch, Engineering Division

Onawa, Ontario.

8.  Maintenance and Repair of Airport PCC Pavements

Engineering Reference Document ERD 125‐02, November 2004,

Transport Canada, InternaWonal AviaWon&Technical Programs Branch, Engineering Division

Onawa,Ontario.

Resources 9.  Materials and Procedures for the Repair of Par8al Depth Spalls in Concrete Pavements

Concrete Pavement Repair Manual of PracWce

Strategic Highway Research Program, SHRP‐H‐349

NaWonal Research Council

10. Inves8ga8on of Spall Repair Materials for Concrete Pavement:Summary Report

Report No :0‐5110‐S May 2006

Dan G.Zollinger,David W.Fowler,Anal Mukhopadhyay

Texas TransportaWon InsWtute,The Texas a&M University System

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THANK YOU

10/10/12...FAA 150/5380‐6B 10/10/12 14 Figure C - 12. Tem p orary Repairs of Rigid Pave me nts...

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