Category:613 Pavement Repair - Revision history

Hoskir: /* Hot Pour Polymer-Modified Resin-Based Material Alternate */ updated JSP link

2023-03-06T15:15:44Z

Hot Pour Polymer-Modified Resin-Based Material Alternate: updated JSP link

← Older revision		Revision as of 10:15, 6 March 2023
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	The material is mixed and heated on site as recommended by the product manufacturer. The advantage of this using this repair material is greater flexibility, such that inserts are not required to reform joints or cracks, and surface texture preparation becomes less critical. The disadvantages include greater difficulty in controlling surface finishing and the problem with grinding/milling stated above.		The material is mixed and heated on site as recommended by the product manufacturer. The advantage of this using this repair material is greater flexibility, such that inserts are not required to reform joints or cracks, and surface texture preparation becomes less critical. The disadvantages include greater difficulty in controlling surface finishing and the problem with grinding/milling stated above.

	Current NJSP-19-01, "Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material" governs the materials and construction requirements for this material.		Current [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP-19-01], "Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material" governs the materials and construction requirements for this material.

	If a hot pour, polymer-modified, resin-based material is specified the contractor shall certify, by letter with the contract acceptance, that the material is in [http://contribute.modot.mo.gov/business/materials/pdf/vol_1/FS0613T1.pdf Materials Qualified List Field Section 613 Table 1].		If a hot pour, polymer-modified, resin-based material is specified the contractor shall certify, by letter with the contract acceptance, that the material is in [http://contribute.modot.mo.gov/business/materials/pdf/vol_1/FS0613T1.pdf Materials Qualified List Field Section 613 Table 1].

Smithk: updated broken link

2022-02-17T17:27:12Z

updated broken link

← Older revision		Revision as of 12:27, 17 February 2022
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	==613.3 Pavement Repair Design==		==613.3 Pavement Repair Design==
	Where repair work becomes too extensive to be handled by the district maintenance forces, such work may be included in the resurfacing contract. If this repair is to be done by contract, the district indicates on the plans the approximate locations and areas of pavement sections to be repaired in accordance with the requirements of the standard specifications. If 10 or more joints in a lane per mile of a project are proposed to be repaired or if the proposed pavement repair quantities in any lane exceeds 2% of the total lane area for that project, the district should request the [http://~~wwwi~~/~~intranet~~/cm/ Central Office Construction and Materials] Pavement Team representative to review the project to verify that the proposed repair is warranted and to determine whether a more economical alternative exists.		Where repair work becomes too extensive to be handled by the district maintenance forces, such work may be included in the resurfacing contract. If this repair is to be done by contract, the district indicates on the plans the approximate locations and areas of pavement sections to be repaired in accordance with the requirements of the standard specifications. If 10 or more joints in a lane per mile of a project are proposed to be repaired or if the proposed pavement repair quantities in any lane exceeds 2% of the total lane area for that project, the district should request the [http://sp/sites/cm/Pages/default.aspx Central Office Construction and Materials] Pavement Team representative to review the project to verify that the proposed repair is warranted and to determine whether a more economical alternative exists.

	Full depth pavement repair consists of removing the existing variable thickness portland cement concrete and replacing with jointed plain concrete pavement. The quantities for subgrade compaction and aggregate for base should be estimated at 10% of the total area of pavement repair. It should be noted that all full depth pavement repairs must be doweled or tied into adjoining pavement to be eligible for federal funds.		Full depth pavement repair consists of removing the existing variable thickness portland cement concrete and replacing with jointed plain concrete pavement. The quantities for subgrade compaction and aggregate for base should be estimated at 10% of the total area of pavement repair. It should be noted that all full depth pavement repairs must be doweled or tied into adjoining pavement to be eligible for federal funds.

Smithk: /* Basis of Payment */Per CM, revision expands Basis of Payment guidance for Resident Engineers about compensating contractors for concrete costs in full depth repairs that significantly exceed typical section plan depths.

2022-01-26T18:48:20Z

Basis of Payment: Per CM, revision expands Basis of Payment guidance for Resident Engineers about compensating contractors for concrete costs in full depth repairs that significantly exceed typical section plan depths.

@@ Line 42: / Line 42: @@
 ====Basis of Payment====
 Payment for the perimeter saw cut along the shoulder joint for a pavement repair should be provided when the shoulder is concrete and the shoulder is tied to the pavement.  If the shoulder is asphalt, or concrete but not tied, no saw cut is typically necessary; however, if the concrete pavement cannot be removed without damaging the shoulder, payment for a saw cut should be provided.
 ===613.1.2 Class A Partial Depth Pavement Repairs ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 613.20])===

Smithk: /* 613.1.2 Class A Partial Depth Pavement Repairs (Sec 613.20) */ Per CM, clarification that hot pour, polymer-modified, resin-based material should not be used as a regual Class A material option.

2021-10-19T20:09:52Z

613.1.2 Class A Partial Depth Pavement Repairs (Sec 613.20): Per CM, clarification that hot pour, polymer-modified, resin-based material should not be used as a regual Class A material option.

← Older revision		Revision as of 15:09, 19 October 2021
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	Class A partial depth pavement repair is used when the concrete pavement is structurally sound, but has spalling or localized surface delamination at joints, cracks, edges or interior areas; and either (1) the concrete pavement will not be resurfaced or (2) will be resurfaced with ≤ 3 inches of asphalt. If there is evidence of D-cracking near the spalled or delaminated area, then Class A repairs might not adequately address the problem and full depth concrete repairs should be considered instead.		Class A partial depth pavement repair is used when the concrete pavement is structurally sound, but has spalling or localized surface delamination at joints, cracks, edges or interior areas; and either (1) the concrete pavement will not be resurfaced or (2) will be resurfaced with ≤ 3 inches of asphalt. If there is evidence of D-cracking near the spalled or delaminated area, then Class A repairs might not adequately address the problem and full depth concrete repairs should be considered instead.

	~~In lieu of cementitious patching material,~~ a hot pour, polymer modified, resin-based material may be specified ~~for~~ Class A partial depth repairs~~. The material is mixed and heated on site as recommended by the product manufacturer. The advantage of this using this repair material is greater flexibility, such~~ that ~~inserts are~~ not ~~required to reform joints~~ or ~~cracks, and~~ surface texture ~~preparation becomes less critical~~. ~~The disadvantages include greater difficulty~~ in ~~controlling surface finishing~~ and ~~potential problems~~ in ~~future milling operations. Current NJSP-19-01, "Class A Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material" governs~~ the ~~materials and construction requirements for this material~~.		====Hot Pour Polymer-Modified Resin-Based Material Alternate====
			An exception exists where a hot pour, polymer-modified, resin-based material may be specified in lieu of standard Class A patch material that is for partial depth repairs in concrete that will <u>not</u> be diamond ground or cold milled for final surface texture <u>nor</u> diamond ground or cold milled prior to an asphalt overlay. Diamond grinding and cold milling tend to pull out and/or melt the hot pour material in addition to potentially gumming up grinding and milling heads in the equipment.

	If a hot pour, polymer modified, resin-based material is specified the contractor shall certify, by letter with the contract acceptance, that the material is in [http://contribute.modot.mo.gov/business/materials/pdf/vol_1/FS0613T1.pdf Materials Qualified List Field Section 613 Table 1].		The material is mixed and heated on site as recommended by the product manufacturer. The advantage of this using this repair material is greater flexibility, such that inserts are not required to reform joints or cracks, and surface texture preparation becomes less critical. The disadvantages include greater difficulty in controlling surface finishing and the problem with grinding/milling stated above.

			Current NJSP-19-01, "Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material" governs the materials and construction requirements for this material.

			If a hot pour, polymer-modified, resin-based material is specified the contractor shall certify, by letter with the contract acceptance, that the material is in [http://contribute.modot.mo.gov/business/materials/pdf/vol_1/FS0613T1.pdf Materials Qualified List Field Section 613 Table 1].

	====Construction Requirements====		====Construction Requirements====

Smithk: Per MT and CM, new guidance for Hot Pour Polymer Modified Resin-Based Material.

2020-12-22T16:50:59Z

Per MT and CM, new guidance for Hot Pour Polymer Modified Resin-Based Material.

← Older revision		Revision as of 11:50, 22 December 2020
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	====Description====		====Description====
	Class A partial depth pavement repair is used when the concrete pavement is structurally sound, but has spalling or localized surface delamination at joints, cracks, edges or interior areas; and either (1) the concrete pavement will not be resurfaced or (2) will be resurfaced with ≤ 3 inches of asphalt. If there is evidence of D-cracking near the spalled or delaminated area, then Class A repairs might not adequately address the problem and full depth concrete repairs should be considered instead.		Class A partial depth pavement repair is used when the concrete pavement is structurally sound, but has spalling or localized surface delamination at joints, cracks, edges or interior areas; and either (1) the concrete pavement will not be resurfaced or (2) will be resurfaced with ≤ 3 inches of asphalt. If there is evidence of D-cracking near the spalled or delaminated area, then Class A repairs might not adequately address the problem and full depth concrete repairs should be considered instead.

			In lieu of cementitious patching material, a hot pour, polymer modified, resin-based material may be specified for Class A partial depth repairs. The material is mixed and heated on site as recommended by the product manufacturer. The advantage of this using this repair material is greater flexibility, such that inserts are not required to reform joints or cracks, and surface texture preparation becomes less critical. The disadvantages include greater difficulty in controlling surface finishing and potential problems in future milling operations. Current NJSP-19-01, "Class A Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material" governs the materials and construction requirements for this material.

			If a hot pour, polymer modified, resin-based material is specified the contractor shall certify, by letter with the contract acceptance, that the material is in [http://contribute.modot.mo.gov/business/materials/pdf/vol_1/FS0613T1.pdf Materials Qualified List Field Section 613 Table 1].

	====Construction Requirements====		====Construction Requirements====

Smithk: /* 613.1.1 Full Depth Pavement Repairs (Sec 613.10) */ Per CM, added link

2020-03-19T15:18:11Z

613.1.1 Full Depth Pavement Repairs (Sec 613.10): Per CM, added link

← Older revision		Revision as of 10:18, 19 March 2020
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	==613.1 Construction Inspection for Sec 613==		==613.1 Construction Inspection for Sec 613==
	===613.1.1 Full Depth Pavement Repairs ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 613.10])===		===613.1.1 Full Depth Pavement Repairs ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 613.10])===
	Full depth pavement repairs are made on concrete pavement at locations where joints have failed. The tendency over many years has been to make too many pavement repairs, particularly on projects with overlays in excess of 3 in. When a joint is cut out and patched there are then 2 new joints where previously there was only 1. In the long term this often creates more problems than it solves. Joints or cracks that have faulted but are stable are better left alone, particularly if the project is set up with a multi-lift overlay. The "Distress Identification Manual" prepared by the Strategic Highway Research Program (SHRP) is an excellent resource for the inspector in evaluating joints and cracks. There is a copy of that manual in every project office. Contact your Liaison Engineer in Construction and Materials for assistance. Full depth pavement repairs should be made according to the specifications and [https://www.modot.org/media/16888 Standard Plan 613.00.] The patch should be placed on sound subgrade, so recompact or remove and replace as appropriate. It is critical to the long-term durability of the pavement that load transfer across the joints be established. Take care installing dowels. Equipment that damages the existing pavement should not be allowed.		Full depth pavement repairs are made on concrete pavement at locations where joints have failed. The tendency over many years has been to make too many pavement repairs, particularly on projects with overlays in excess of 3 in. When a joint is cut out and patched there are then 2 new joints where previously there was only 1. In the long term this often creates more problems than it solves. Joints or cracks that have faulted but are stable are better left alone, particularly if the project is set up with a multi-lift overlay. The [https://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/13092/13092.pdf "Distress Identification Manual"] prepared by the Strategic Highway Research Program (SHRP) is an excellent resource for the inspector in evaluating joints and cracks. There is a copy of that manual in every project office. Contact your Liaison Engineer in Construction and Materials for assistance. Full depth pavement repairs should be made according to the specifications and [https://www.modot.org/media/16888 Standard Plan 613.00.] The patch should be placed on sound subgrade, so recompact or remove and replace as appropriate. It is critical to the long-term durability of the pavement that load transfer across the joints be established. Take care installing dowels. Equipment that damages the existing pavement should not be allowed.

	====Method of Measurement====		====Method of Measurement====

Smithk: /* 613.1 Construction Inspection for Sec 613 */Per CM, guidance for the selection of different partial depth repairs has been clarified. Class A and Class B repair guidance was modified while new guidance for Class C repairs was added.

2020-01-16T18:01:14Z

613.1 Construction Inspection for Sec 613: Per CM, guidance for the selection of different partial depth repairs has been clarified. Class A and Class B repair guidance was modified while new guidance for Class C repairs was added.

← Older revision		Revision as of 13:01, 16 January 2020
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	===613.1.2 Class A Partial Depth Pavement Repairs ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 613.20])===		===613.1.2 Class A Partial Depth Pavement Repairs ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 613.20])===
	====Description====		====Description====
	~~Partial Depth Pavement Repair~~ is used when the ~~joint~~ is structurally sound but has spalling ~~near the~~ surface~~. Class A Partial Depth Pavement Repair is used when~~ the concrete pavement will not be resurfaced or ~~when the resurfacing thickness is less than~~ 3 in., ~~except in Districts 1~~ and ~~4. Class B or~~ full depth ~~pavement repair~~ should be considered ~~in Districts 1 and 4 due to the poor quality aggregate in this region of the state~~.		Class A partial depth pavement repair is used when the concrete pavement is structurally sound, but has spalling or localized surface delamination at joints, cracks, edges or interior areas; and either (1) the concrete pavement will not be resurfaced or (2) will be resurfaced with ≤ 3 inches of asphalt. If there is evidence of D-cracking near the spalled or delaminated area, then Class A repairs might not adequately address the problem and full depth concrete repairs should be considered instead.

	====Construction Requirements====		====Construction Requirements====
	The specifications and [https://www.modot.org/media/16888 Standard Plan 613.00] describe the requirements for this item of work. Care should be taken when removing the concrete so that the dowels and remaining concrete are not damaged. If damage is caused by the contractor’s means and methods it should be repaired at no additional expense to the Commission. If the ~~condition~~ of the existing pavement ~~is found to be worse than expected~~, full depth pavement repair should be used.		The specifications and [https://www.modot.org/media/16888 Standard Plan 613.00] describe the requirements for this item of work. Care should be taken when removing the concrete so that the dowels and remaining concrete are not damaged. If damage is caused by the contractor’s means and methods it should be repaired at no additional expense to the Commission. If the depth of repair is over half the thickness of the existing pavement, then full depth pavement repair should be used.

	===613.1.3 Class B Partial Depth Pavement Repairs ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 613.30])===		===613.1.3 Class B Partial Depth Pavement Repairs ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 613.30])===
	====Description====		====Description====
	Class B partial depth pavement repair is similar to Class A but it is used on projects that include resurfacing in excess of 3 in. Instead of using concrete as the repair material, bituminous mix is used.		Class B partial depth pavement repair is similar to Class A but it is used on projects that include resurfacing in excess of 3 in. Instead of using concrete as the repair material, bituminous mix is used. The reason for allowing asphalt instead of concrete under thicker asphalt overlays is there is less likelihood that the partial depth repair will deform under heavy traffic.

	===613.1.4 Dowel Bar Retrofit ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 613.40)]===		===613.1.4 Class C Partial Depth Pavement Repairs ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 613.35])===
			Class C partial depth repairs are the only type that should be specified for asphalt, either in full depth asphalt pavements or composite (AC over PCC) pavements (assuming in the latter situation the removal limits do not extend into the PCC pavement, in which case Class B partial depth repairs would be used).

			Class C partial depth repair is generally intended for pavements that require several relatively small repairs, many of which may be less than full lane width, and not of significant length. If all of the needed repairs are full lane width, and of significant length (>100 ft.), it is more cost effective to use conventional pay items, i.e. cold milling and the appropriate tons of hot mix asphalt.

			Class C partial depth repair is more commonly used on projects that do not include cold milling of the entire roadway (mill/fill), however, if the pavement failure extends deeper than the planned depth of cold milling, than Class C should be used to the depth necessary to stabilize the failure. In this case, consult with the pavement engineer on whether to specify completion of the Class C repair prior to the mill/fill, or after the mill but before the overlay.

			Regardless of how the repairs are specified (Class C Partial Depth or conventional mill/fill), it is important that all repair areas be listed in the Summary of Quantities by location and size (length & width). Letting bidders know this information will result in prices that are much more in line with the actual work needed and will avoid unnecessary inflation of bid prices due to risk. For example, repairing two locations that are 100 SY each would be priced at a fraction of the cost of 25 small repairs of the same quantity but spaced throughout the project. Bidders need to know this so that they can include the real costs of traffic control set-ups, type of equipment needed, and manual labor. It is, however, acceptable and advisable to include an extra 10% in the summary of quantities that is unspecified in location to account for distressed areas that may occur after design but prior to actual construction.

			===613.1.5 Dowel Bar Retrofit ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 613.40)]===
	Dowel bar retrofit is used to establish load transfer across a crack. The specifications		Dowel bar retrofit is used to establish load transfer across a crack. The specifications
	are clear on the requirements for this item of work.		are clear on the requirements for this item of work.

	===613.1.5 Cross-Stitching ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 613.50)]===		===613.1.6 Cross-Stitching ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 613.50)]===
	Cross-stitching is a repair technique for longitudinal cracks that are in reasonably good condition. The purpose of cross-stitching is to maintain aggregate interlock and provide added reinforcement and strength to the crack. The tie bars used in cross-stitching prevent the crack from vertical and horizontal movement or widening. The specifications are clear on the requirements for this item of work.		Cross-stitching is a repair technique for longitudinal cracks that are in reasonably good condition. The purpose of cross-stitching is to maintain aggregate interlock and provide added reinforcement and strength to the crack. The tie bars used in cross-stitching prevent the crack from vertical and horizontal movement or widening. The specifications are clear on the requirements for this item of work.

Smithk: /* 613.2.3 Patching Crew Requirements */

2019-04-12T14:18:55Z

613.2.3 Patching Crew Requirements

← Older revision		Revision as of 09:18, 12 April 2019
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	The finishing crew will place, vibrate and finish the concrete and should consist of two workers. One dump truck or one pickup is needed.		The finishing crew will place, vibrate and finish the concrete and should consist of two workers. One dump truck or one pickup is needed.

	Staffing and equipping the crew is further outlined in the [[#613.1.6 Maintenance Planning Guidelines\|Maintenance Planning Guidelines]] and [[616.23 Traffic Control for Field Operations\|Traffic Control for Field Operations.]]		Staffing and equipping the crew is further outlined in the [[#613.2.7 Maintenance Planning Guidelines\|Maintenance Planning Guidelines]] and [[616.23 Traffic Control for Field Operations\|Traffic Control for Field Operations.]]

	===613.2.4 Replacement Procedures Using Concrete===		===613.2.4 Replacement Procedures Using Concrete===

Smithk at 18:26, 28 September 2018

2018-09-28T18:26:02Z

← Older revision		Revision as of 13:26, 28 September 2018
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	==613.1 Construction Inspection for Sec 613==		==613.1 Construction Inspection for Sec 613==
	===613.1.1 Full Depth Pavement Repairs ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 613.10])===		===613.1.1 Full Depth Pavement Repairs ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 613.10])===
	Full depth pavement repairs are made on concrete pavement at locations where joints have failed. The tendency over many years has been to make too many pavement repairs, particularly on projects with overlays in excess of 3 in. When a joint is cut out and patched there are then 2 new joints where previously there was only 1. In the long term this often creates more problems than it solves. Joints or cracks that have faulted but are stable are better left alone, particularly if the project is set up with a multi-lift overlay. The "Distress Identification Manual" prepared by the Strategic Highway Research Program (SHRP) is an excellent resource for the inspector in evaluating joints and cracks. There is a copy of that manual in every project office. Contact your Liaison Engineer in Construction and Materials for assistance. Full depth pavement repairs should be made according to the specifications and [~~http~~://modot.~~mo.gov~~/~~business~~/~~standards_and_specs/documents/61300.pdf~~ Standard Plan 613.00.] The patch should be placed on sound subgrade, so recompact or remove and replace as appropriate. It is critical to the long-term durability of the pavement that load transfer across the joints be established. Take care installing dowels. Equipment that damages the existing pavement should not be allowed.		Full depth pavement repairs are made on concrete pavement at locations where joints have failed. The tendency over many years has been to make too many pavement repairs, particularly on projects with overlays in excess of 3 in. When a joint is cut out and patched there are then 2 new joints where previously there was only 1. In the long term this often creates more problems than it solves. Joints or cracks that have faulted but are stable are better left alone, particularly if the project is set up with a multi-lift overlay. The "Distress Identification Manual" prepared by the Strategic Highway Research Program (SHRP) is an excellent resource for the inspector in evaluating joints and cracks. There is a copy of that manual in every project office. Contact your Liaison Engineer in Construction and Materials for assistance. Full depth pavement repairs should be made according to the specifications and [https://www.modot.org/media/16888 Standard Plan 613.00.] The patch should be placed on sound subgrade, so recompact or remove and replace as appropriate. It is critical to the long-term durability of the pavement that load transfer across the joints be established. Take care installing dowels. Equipment that damages the existing pavement should not be allowed.

	====Method of Measurement====		====Method of Measurement====
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	====Construction Requirements====		====Construction Requirements====
	The specifications and [~~http~~://modot.~~mo.gov~~/~~business~~/~~standards_and_specs/documents/61320.pdf~~ Standard Plan 613.20] describe the requirements for this item of work. Care should be taken when removing the concrete so that the dowels and remaining concrete are not damaged. If damage is caused by the contractor’s means and methods it should be repaired at no additional expense to the Commission. If the condition of the existing pavement is found to be worse than expected, full depth pavement repair should be used.		The specifications and [https://www.modot.org/media/16888 Standard Plan 613.00] describe the requirements for this item of work. Care should be taken when removing the concrete so that the dowels and remaining concrete are not damaged. If damage is caused by the contractor’s means and methods it should be repaired at no additional expense to the Commission. If the condition of the existing pavement is found to be worse than expected, full depth pavement repair should be used.

	===613.1.3 Class B Partial Depth Pavement Repairs ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 613.30])===		===613.1.3 Class B Partial Depth Pavement Repairs ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 613.30])===

EPGsysop: added video

2017-03-23T17:18:04Z

added video

← Older revision		Revision as of 12:18, 23 March 2017
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	{\|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="~~160px~~" align="right"		{\|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="260px" align="right"
	\|-		\|-
			\|'''Maintenance Planning Guideline'''
			\|-
	\|[[#613.2.7 Maintenance Planning Guidelines\|Maintenance Planning Guideline for Pavement Repair]]		\|[[#613.2.7 Maintenance Planning Guidelines\|Maintenance Planning Guideline for Pavement Repair]]
			\|-
			\|'''Video'''
			\|-
			\|[https://www.youtube.com/watch?v=lUiiFzOFmk0&feature=youtu.be Concrete Repair]
	\|}		\|}
	[[image:613.jpg\|right\|300px]]		[[image:613.jpg\|right\|300px]]