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P36/3(R34) Road Patch Work Method

The document is a method statement for patch work repairs on the P36/3(R34) road between Edenville and Heilbron in the Free State province of South Africa. It was prepared by Makhado Project Management for the Free State Department of Community Safety, Roads and Transport. The method statement describes the distress types seen on the road, the materials and equipment needed for repairs, construction steps including traffic control, site preparation, excavation and patching. Quality control measures are also outlined.

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1K views9 pages

P36/3(R34) Road Patch Work Method

The document is a method statement for patch work repairs on the P36/3(R34) road between Edenville and Heilbron in the Free State province of South Africa. It was prepared by Makhado Project Management for the Free State Department of Community Safety, Roads and Transport. The method statement describes the distress types seen on the road, the materials and equipment needed for repairs, construction steps including traffic control, site preparation, excavation and patching. Quality control measures are also outlined.

Uploaded by

noko
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd

Prepared for

Free State Department of Community Safety, Roads and Transport

Prepared by

Makhado Project Management

179 Columbine Avenue

Mondeor

2029

TENDER NO

CSR&T/BID05/2023/24

SPECIAL MAINTENANCE OF P36/3(R34) ROAD BETWEEN EDENVILLE AND HEILBRON

METHOD STATEMENT (patch work)


Free State Department of Community Safety, Roads and Transport
Special Maintenance of P36/3(R34)
Method Statement (patch work)

Table of Contents
1 INTRODUCTION .............................................................................................................................. 3
2 DEFINITION ..................................................................................................................................... 3
3 DISTRESS TYPE ................................................................................................................................ 4
4 APPLICATION .................................................................................................................................. 5
5 MATERIAL REQUIREMENTS ............................................................................................................ 5
6 PLANT AND EQUIPMENT REQUIREMENTS .................................................................................... 6
7 LABOUR REQUIREMENTS ............................................................................................................... 6
8 CONSTRUCTION .............................................................................................................................. 7
9 QUALITY CONTROL ......................................................................................................................... 9

2
Free State Department of Community Safety, Roads and Transport
Special Maintenance of P36/3(R34)
Method Statement (patch work)

1 INTRODUCTION

Makhado Project Management has developed this method statement to describe the patch work
procedures required for the special maintenance of P36/3(R34) road between Edenville and
Heibron Project.

2 DEFINITION

A patch is a repair to the upper zone of a distressed pavement. It may extend to the base course
layer. The size of the patch will depend on the extent and type of the distress in the pavement. In
some cases, the basecourse layer will also need to be replaced if the layer is defective. In such cases
care should be taken to ensure the repair will be effective in addressing the cause of distress.

Patch repair

Existing wearing Coarse

Existing substrate

Basecourse layer repair should it be necessary

3
Free State Department of Community Safety, Roads and Transport
Special Maintenance of P36/3(R34)
Method Statement (patch work)

3 DISTRESS TYPES

Crocodile Cracking Block Cracking


Crocodile cracking is the typical cracking that occurs in Block cracking occurs when stabilized layers shrink and
the wheel path when axle loads cause excessive flexure crack. In most cases this is due to a stabilized base,
and cracking of the surfacing. They are normally barely but in some cases block cracking from a stabilized
visible to the naked eye and then, as water ingresses subbase reflect through the surfacing.
through the cracks and softens the base, the sizes
of the cracks increase and become easily visible.

Deformation Pumping
Deformation is normally confined to short sections with Pumping occurs when fine material from the underlying
poor drainage where moisture has weakened the layer is pumped through surface cracks by traffic loads.
pavement and caused local deformation. It quickly It is often the first indicator of pavement failure. It is
becomes associated with crocodile cracking and further detectable by fines, looking like white powder, lying at
accelerated distress. the edges of the crack.

Pothole Edge Build Up


Potholes occur when the scracked area of surface Vegetation along the edge of the road often results in
lifts off the base and the traffic causes the base to sand build up and entrapment of water on the road’s
erode.

4
Free State Department of Community Safety, Roads and Transport
Special Maintenance of P36/3(R34)
Method Statement (patch work)

4 APPLICATION

Patching can be undertaken as isolated repairs or as part of a rehabilitation project to repair


distressed areas prior to the application of an overlay or reseal. Care needs to be taken to ensure
that the soundness of intact surfacing around the area being repaired is not adversely affected by
vibration of the compaction equipment or rollers used in the maintenance operation. Patches will be
filled with cold mix asphalt.

5 MATERIAL REQUIREMENTS

Asphalt: - (bagged) cold mix can be used for reinstatement of the wearing course. A conventional
continuously graded dense wearing course with nominal maximum aggregate size of 13.2 mm is
normally used for ease of handling and compaction.

Prime or Bitumen emulsion: - Diluted anionic stable mix grade 60% bitumen emulsion is
recommended as a tack coat for patching as it breaks more rapidly thereby allowing the repair to be
carried out in a single operation.

Solvent/water: - used to clean the equipment after use. If an emulsion is used, they can be washed
off with water. Solvents will be required if a cutback bitumen prime is used.

Sealant: - to cover the patch once fixed to prevent moisture ingress at the edges and seal off the top
surface.

5
Free State Department of Community Safety, Roads and Transport
Special Maintenance of P36/3(R34)
Method Statement (patch work)

6 PLANT AND EQUIPMENT REQUIREMENTS

Item Number of items


Tape measure 1

Crayons 1 box

Straight edge 1

Shovels 2

Broom Block 2

brush Hand 1

stamper Rake 1

Roller (pedestrian or small sidewalk roller) 1

7 LABOUR REQUIREMENTS

Below is the typical composition of a small maintenance team required to undertake patching. It is
not possible to give an exact production rate for this work given the variability in the nature of the
work being undertaken. It will depend on the patch sizes, depths and spacing., the extent of the
area to be patched and traffic volumes.

Description Number of workers


Supervisor 1

General labor 4

Additional labour may be required for traffic control. A minimum of 2 flag men should be deployed
with appropriate signage to assist in this operation. Stop go signage and delineators will be required
to demarcate the working area and make it safe for both workers and passing traffic

6
Free State Department of Community Safety, Roads and Transport
Special Maintenance of P36/3(R34)
Method Statement (patch work)

8 CONSTRUCTION

Traffic control

The road will need to be barricaded off in the correct manner to allow for the work to be undertaken
in a safe manner, especially where the work is undertaken under traffic. The signage may need to
remain in place until the material has set and is hard enough to carry traffic loading. This operation
needs to be coordinated by the supervisor to ensure the correct decision is made regarding the
choice of asphalt wearing course to allow safe passage of traffic.

Should it be required, sections of road may well be closed off as part of the conditions of contract.
In this case the traffic accommodation will already be taken care of.

Site Preparation

The damaged area that will be removed should be marked out using the straight edge and crayon. A
tin of spray paint may also be used to demarcate the repair area. This marked out area should be in
the shape of a square or rectangle with sides parallel to the road edge. Care should be taken to
ensure that the area marked out covers the full extent of the distressed zone.

Excavation and preparation

Using a pick, the surfacing should chip out up to the edge of the crayon markings. This may require
that some sound surfacing will have to be removed. All the loose material should be removed to a
depth of at least 40 mm if only surface damage is being repaired. Should the base layer also need to
be replaced this process of material removal should extend to the top of the subbase. The lower
layer should not be disturbed by the picking action. The exposed areas should be broomed to
remove all loose material and dust and to ensure that a good bond of the backfilling material to the
existing pavement layers.

Using the block brush, the entire exposed surface should be painted with the diluted emulsion
(50/50 with water) to ensure a good bond between the asphalt and the existing material both on the
sides and the bottom of the opened area. The prime must not be applied in such a thick layer as to
leave pools at the bottom of the area. A thin, uniformly applied layer will suffice.

Backfilling the patch

Where the base course has been removed the hot mix asphalt base material will be placed first. For
replacing the existing wearing course, either hot mix asphalt hot mix or cold mix asphalt can be used.
Although the basic principles apply to both, some differences will be highlighted below.

Backfilling and compaction with hot mix asphalt base

The same principles apply as for the wearing courses detailed below with regards to temperature
and quantities ordered. The temperature loss is less of an issue than for wearing courses given the
larger stone aggregate size in the asphalt. Consequently, the asphalt piles will tend to retain its
temperature for longer [Link] is still critically important to ensure that the temperature of the
asphalt base material is higher than 120 C before commencing with the patch work.
7
Free State Department of Community Safety, Roads and Transport
Special Maintenance of P36/3(R34)
Method Statement (patch work)
The top of the compacted asphalt layer should be as to allow for a wearing course layer thickness of
40 mm on top of the base. The wearing course will be placed once compaction and finishing of the
base layer has been completed and, preferably having been allowed to cool overnight.

A roller should be used to compact the asphalt base if the if the area of repair permits, otherwise a
plate compactor can be used. A hand stamper should be used to tuck the edges down flush with the
top surface of the base layer. This will ensure a neat 90-degree edge joint for the wearing course.

Backfilling and compaction of hot mix asphalt wearing course

The temperature of the hot mix asphalt must be maintained for the edge break to be effectively
repaired. It should be kept covered with a tarpaulin in heaps large enough to retain the heat for as
long as is necessary. To avoid wastage only required quantities should be ordered. Once the
temperature of the asphalt has fallen below 120 C it becomes unworkable.

Hot mix asphalt should be dumped as close to the area where it is required to reduce double
handling and also to ensure the three is minimal temperature loss.

After placing the hot mix asphalt, it should be raked level. A certain amount of compaction should
be allowed for by leaving the hot mix asphalt about 10 mm proud of the existing road surface. Use is
made of the existing road edge as a guide for the required level. Compaction with the roller should
commence, starting from the outer edge working towards the centre of the road. The surface of
the compacted layer should be tightly knit together with no visible holes or large voids. Care should
be taken not to damage the surrounding surfacing with compaction vibration as this may lead to
further pavement distress. The surface should be checked for level with the straight edge. It is
preferable to have the material slightly proud to creating a hollow. The proud surface will allow for
some additional compaction under traffic especially in the wheel paths of the vehicles.

All loose material should be swept from the surface. To ensure that the patch is waterproof, a
sealant should be painted onto the surface to seal off all surface cavities as well as the joint between
the existing surfacing and the patch. This will ensure that the repaired patch is waterproof and will
not allow water to seep into it.

The hot mix asphalt filled patch can be opened to traffic immediately after the sealant has set. A
sprinkling of fine dust of sand can be placed over the sealant to assist in the drying process and
preventing the sealant from being spread by the vehicle’s tyres. This action will ensure that the
operation is left looking neat and tidy.

Backfilling and compaction with cold mix asphalt

Having measured the quantity of wearing course required, the corresponding number of bags are
opened and the material exposed to sunlight for some time to warm up and become sufficiently
workable for it to be laid and compacted.

The compaction of the repair is the same as that for hot mix asphalt.

It should be noted that where cold mix is used, it should not be opened to traffic immediately after
completion because the volatiles in the cold mix still need to evaporate for the mix to stiffen. If at all
possible, traffic should be kept off the repairs until the following day

8
Free State Department of Community Safety, Roads and Transport
Special Maintenance of P36/3(R34)
Method Statement (patch work)

Cleaning up and moving on

All the tools should be cleaned after each patch repair to prevent any build-up of emulsion and
asphalt of the spades and rakes. The block brush should be kept in water during the repair

operations and thoroughly rinsed at the end of each day.

9 QUALITY CONTROL

Regarding the selection of asphalt, the following factors WILL be considered:

Hot mix asphalt allows the road to be opened to traffic once it has cooled which is soon after the
repair is complete, resulting in less traffic disruptions and earlier removal. As it is important to
ensure that the HMA remains hot enough to be compacted, there is a risk of wastage.

Cold mix (bagged) asphalt wearing course can only be opened to traffic once the volatiles in the
mixture have evaporated to prevent the layer yielding under traffic. Consequently, the repair area
may cause an obstruction with signage having to be in place, typically overnight.

As with all repairs to roads under traffic, it is vitally important that road users are aware of the
roadworks through proper signage and traffic accommodation

Common questions

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Site preparation begins by marking the damaged area with a straight edge and crayon or spray paint, ensuring it covers the entire distressed zone . Excavation involves removing surfacing up to the marked edge, ensuring debris is cleared to a depth of at least 40 mm unless the base layer requires repair . Brooming ensures a good bond between backfilling material and existing pavement. The exposed area is painted with a diluted emulsion to bond asphalt to the existing material . Backfilling involves placing hot or cold mix asphalt, maintaining appropriate temperature, and following compaction procedures suited to the material used . Cold mix requires a waiting period for volatiles evaporation before opening to traffic .

Sealant application is critical post-repair to prevent moisture ingress at the patch edges and across the surface, ensuring the integrity and longevity of the repair . It helps waterproof the patch, avoiding water-seeping which can lead to surface lifting or further crack propagation . Sealant applied correctly can also aid in maintaining a neat finish and allow immediate traffic usage post-application, provided it is applied accurately and has set .

Quality control ensures that patches effectively address distress without compromising surrounding pavement integrity . Key practices include ensuring the hot mix asphalt's temperature for effective compaction and monitoring cold mix asphalt's volatile evaporation before traffic exposure . Ensuring a thin but uniformly applied emulsion layer for bonding and checking the surface for levelness post-compaction are crucial . Proper signage and traffic accommodation prevent accidents during repairs . These measures collectively ensure durable, consistent repairs.

The equipment needed includes tape measures, crayons, straight edges, shovels, broom, block brushes, hand stampers, and rollers, either pedestrian or small sidewalk types . Each tool is crucial for precise marking, material removal, and surface preparation . Labor needs include a supervisor and four general laborers, with at least two additional workers for traffic control, handling stop-go signage to ensure worksite safety and traffic flow . Addressing both equipment and labor ensures efficient and safe patching processes.

For effective compaction, hot mix asphalt must be at a temperature above 120°C, enabling proper manipulation and reducing voids in the repair . Maintaining this temperature is critical as the asphalt must remain workable during placement and compaction . Lower temperatures impede proper sealing and increase voids, leading to weaker repairs susceptible to water ingress and quicker degradation . The implications of not maintaining temperature affect long-term durability and performance of the road segment.

Crocodile cracking stems from axial load-related flexure, initially minor and often unnoticed, that permits water ingress to weaken the base over time . This accelerates further crack propagation and base erosion under continued traffic stress . Block cracking arises from the shrinkage of underlying stabilized layers, potentially reflecting through into the surfacing . Both these crack types destabilize pavement integrity by allowing moisture entry and reducing pavement load capacity, thus accelerating deterioration and necessitating timely repairs to sustain road usability and lifespan .

Hot mix asphalt allows roads to reopen to traffic quickly once cooled, reducing traffic disruptions . It is temperature-sensitive, requiring precise handling to avoid wastage, but provides strong, durable repairs once properly compacted . Cold mix asphalt is more flexible in terms of storage and handling, but it cannot be opened to traffic immediately due to the need for volatiles to evaporate for proper setting . This necessitates extended traffic control while it sets, potentially overnight, and may present short-term hazards . Overall, hot mix offers faster application suited for high-traffic areas, while cold mix provides convenience but requires careful traffic management.

Traffic control is managed by barricading the road properly to safely conduct work, especially under traffic conditions . Signage should remain in place until the material has set and can support traffic loads . A supervisor coordinates this operation to ensure safe passage and proper asphalt handling . In some cases, road sections might be closed under contract conditions . This requires careful traffic accommodation planning .

The primary distress types identified include crocodile cracking, block cracking, deformation, pumping, potholes, and edge build-up. Crocodile cracking occurs in the wheel path due to excessive flexure and cracking of the surfacing, leading to base softening as water ingress occurs . Block cracking results from the shrinkage of stabilized layers, often reflecting through the surfacing from a stabilized subbase . Deformation is linked with poor drainage where moisture weakens the pavement, leading to accelerated distress and is often accompanied by crocodile cracking . Pumping indicates pavement failure where fine material is expelled through surface cracks by traffic loads . Potholes form when traffic erodes the base where the surface has lifted, while edge build-up and sand entrapment along road edges lead to water entrapment and further erosion .

Choosing between hot mix and cold mix asphalt hinges on traffic management and repair longevity. Hot mix asphalt enables rapid opening to traffic and offers longevity, reducing immediate traffic disruption . However, its handling demands precise temperature maintenance to prevent premature setting and increased void presence . Conversely, cold mix asphalt offers flexibility and convenience but demands longer setting times before traffic usage, posing potential management challenges where immediate traffic flow is needed . Both choices require assessing site-specific conditions and repair objectives to meet expected performance outcomes .

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