MTAG Volume I Flexible Pavement Preservation 2nd Edition Caltrans Division of Maintenance

CHAPTER 4—CRACK SEALING, CRACK FILLING, AND JOINT SEALING June 9, 2009

Disclaimer
The contents of this guide reflect the views of the authors who are responsible for the facts and
accuracy of the data presented herein. The contents do not necessarily reflect the official views or
policies of the State of California or the Federal Highway Administration. This guide does not
constitute a standard, specification, or regulation.

CHAPTER 4 CRACK TREATMENT

4.1 OVERVIEW

Cracking in pavements occurs when a stress is built up in a layer that exceeds the tensile or shear
strength of the pavement materials. Crack sealing and crack filling are methods used to repair cracks
in pavement surfaces. The cause of the crack and its activity play a dominant role in determining the
success of crack sealing or filling operations. This chapter addresses crack treatment techniques
associated with flexible hot mix asphalt (HMA) pavements.

Cracking may be associated with various distress mechanisms. Cracks provide paths for surface water
to infiltrate the pavement structure and cause damage. Crack types include: fatigue cracks, longitudinal
cracks, transverse cracks, block cracks, reflective cracks, edge cracks, and slippage cracks (Caltrans,
2000a). Each crack type is discussed below:

Fatigue Cracking: These cracks are also referred to as alligator cracks as they present in a pattern
similar to an alligator’s skin as illustrated in Figure 4-1. They are the result of repetitive traffic loads
or high deflections often due to weak and/or wet bases or subgrades. This type of cracking is
structural and, if not repaired, typically develops into potholes and pavement disintegration. Neither
crack sealing or filling can treat this type of structural failure. Longitudinal cracking in the wheel paths
is often the first visible sign that alligator cracking is starting to develop. Caltrans refers to
longitudinal cracking in the wheel path as Alligator A and multiple interconnected cracks in the wheel
path as Alligator B cracking. Alligator C cracking is multiple interconnected cracking across the
entire roadway.

Longitudinal Cracks: These cracks run longitudinally along the pavement, as shown in Figure 4-2,
and are caused by thermal stress and/or traffic loadings. They occur frequently at joints between
adjacent travel lanes or between a travel lane and the shoulder, where hot mix density is lower and
voids are higher. Longitudinal cracking may be associated with raveling and poor adhesion or
stripping. These cracks can be effectively treated with crack sealants.

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Figure 4-1 Fatigue Cracking Figure 4-2 Longitudinal Cracking

Transverse Cracks: These cracks occur perpendicular to the centerline of the pavement, or laydown
direction, as shown in Figure 4-3. Transverse cracks are generally caused by thermally induced
shrinkage at low temperatures. When the tensile stress due to shrinkage exceeds the tensile strength of
the HMA pavement surface, cracks occur. Thermal cracks often penetrate through the entire layer and
typically widen over time. These cracks can be effectively treated with crack sealants, but deep cracks
need to be filled first to avoid excessive application of crack sealant.

Block Cracking: These cracks form regular blocks (Figure 4-4) and are the result of age hardening of
the asphalt coupled with shrinkage during cold weather. They can be effectively treated with crack
sealants.

(Direction of Travel →) Figure 4-4 Block Cracking

Figure 4-3 Transverse Cracking

Reflection Cracking: Reflection cracks are caused by cracks, or other discontinuities, in an

underlying pavement surface that propagate up through an overlay due to movement or differential
stresses across the crack. They exhibit any of the crack patterns mentioned and must be treated
according to the original distress mechanism. Figure 4-5 illustrates reflection cracking in asphalt
concrete over a jointed portland cement concrete pavement.

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CHAPTER 4—CRACK SEALING, CRACK FILLING, AND JOINT SEALING June 9, 2009

Edge Cracking: These are crescent-shaped or fairly continuous cracks that intersect the unbound
pavement edge and are located within 2 ft (0.6 m) of the pavement edge, adjacent to an unpaved
shoulder. They include longitudinal cracks outside of the wheel path and within 2 ft (0.6 m) of the
pavement edge (SHRP, 1993). Figure 4-6 illustrates edge cracking. Edge cracks are caused by
overloading at the unbound edge of the pavement, shear failure, or erosion (loss of support) in the
shoulder. This structural type of cracking cannot always be effectively treated with crack sealants.

Slippage Cracks: These cracks produce a characteristic crescent shape, as shown in Figure 4-7, and
are caused when the top layer of the asphalt shears and separates from the underlying material, often
due to high deflections and a poor bond between the layers. This type of cracking cannot be effectively
treated with crack sealants.

Figure 4-5 Reflection Cracking Figure 4-6 Edge Cracking

Figure 4-7 Slippage Cracking

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CHAPTER 4—CRACK SEALING, CRACK FILLING, AND JOINT SEALING June 9, 2009

4.2 PROJECT SELECTION

Crack treatment may be an option for either surface preparation or surface sealing of a cracked HMA
pavement. Projects are selected on the following criteria:

• The pavement structure should be sound.

• Cracks are only treated when greater than 1/4 inch (6 mm). or up to 1 inch (25 mm).

4.2.1 Project Planning

Ideally, crack-sealing treatments should be applied during relatively cool weather when the crack
width is at its midpoint to widest, usually in the spring, fall, or winter. Weather conditions during
installation need to be appropriate for the material used, not too cold or wet. Since non-working
cracks do not change in width significantly with temperature, application of crack filling treatments
can proceed at any time of the year when weather conditions are appropriate. Traffic passing over a
hot applied sealed or filled crack is usually not an issue. However, traffic control during the
application of the treatment should be in force long enough to allow for adequate curing of the product
and prevent tracking. Before opening to traffic, apply sand or the manufacturer’s recommended
detackifying agent to tacky crack treatment material on the traveled-way. Sweep to remove excess
sand prior to opening the lane.

4.2.2 Seal or Fill

The first question to be answered is whether to seal or fill a crack. Cracks may open and close
horizontally with temperature and moisture changes and may undergo vertical movements as the result
of load applications. Figures 4-8 and 4-9 illustrate these mechanisms of crack movement.

In order to determine whether to seal or fill a crack, it must be established whether the crack is
working or non-working and whether the crack undergoes horizontal or vertical movement. The total
horizontal movement of a crack over the period of one year is the primary determining factor of
whether a crack is a working or non-working crack. The Caltrans criterion for a working crack is ≥1/4
inch (6 mm) of horizontal movement annually (Caltrans, 2000a); FHWA requires only 1/8 in (3 mm)
(FHWA, 1999). Vertical movement is not usually considered (FHWA, 1999). Additionally, the width
of the crack plays a role in deciding whether it is a working or non-working crack. Crack sealing is
usually triggered when the crack width exceeds 1/4 in (6 mm). Also, the type of the crack can provide
an indication of whether it is a working crack or not. Working cracks can be transverse or longitudinal
to the pavement, but are most often transverse. Working cracks with limited edge deterioration should
be sealed, rather than filled.

When the criteria for working cracks is not met, or when cracks are closely spaced and have little
movement, crack filling is less expensive (FHWA, 1999). The criteria for deciding whether to seal or
fill a crack are listed in Table 4-1.

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TEMPERATURE DECREASE
A

B
OVERLAY

OLD SURFACE COURSE

A = CRACK GROWTH DUE TO THERMAL STRESS IN OVERLAY

B = CRACK GROWTH DUE TO THERMAL CONTRACTION AND

CURLING OF THE OLD PAVEMENT SURFACE LAYER

Figure 4-8 Thermal Effects on Crack Growth (Roberts, 1996)

TIP OF THE CRACK

OVERLAY

OLD SURFACE COURSE

VOID
MAX
BENDING
STRESS
STRESSES AT THE TIP
OF THE CRACK

MAX
SHEARING
STRESS

MIN

POSITION OF WHEEL LOAD

Figure 4-9 Traffic Load Effects on Crack Growth (Roberts, 1996)

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CHAPTER 4—CRACK SEALING, CRACK FILLING, AND JOINT SEALING June 9, 2009

Table 4-1 FHWA Criteria for Crack Sealing or Filling (FHWA, 1999)

CRACK CRACK TREATMENT ACTIVITY

CHARACTERISTICS CRACK SEALING CRACK FILLING
Width 0.12 – 1 in (3-25 mm) 0.12 – 1 in (3-25 mm)
Edge Deterioration Minimal to None Moderate to None
(<25% of crack length) (<50% of crack length)
Annual Horizontal* ≥ 0.12 in (3 mm) < 0.12 in (3 mm)
Movement
Type of Crack Transverse Thermal Cracks Longitudinal Reflective Cracks
Transverse Reflective Cracks Longitudinal Cold Joint Cracks
Longitudinal Reflective Cracks Longitudinal Edge Cracks
Longitudinal Cold Joint Cracks Distantly Spaced Block Cracks
* Annual Horizontal Movement is calculated by multiplying the distance between cracks times
the typical annual temperature difference time the coefficient of expansion (0.0001in/in/ºC)

Crack Sealing

Crack sealing and filling prevent the intrusion of water and incompressible materials into cracks. The
methods vary in the amount of crack preparation required and the types of sealant materials that are
used.

Crack sealing is the placement of materials into working cracks. Crack sealing requires thorough
crack preparation and often requires the use of specialized high quality materials placed either into or
over working cracks to prevent the intrusion of water and incompressible materials. Crack sealing is
generally considered to be a longer-term treatment than crack filling.

Due to the moving nature of working cracks a suitable crack sealant must be capable of:

• Remaining adhered to the walls of the crack

• Elongating to the maximum opening of the crack and recovering to the original dimensions
without rupture
• Expanding and contracting over a range of service temperatures without rupture or
delamination from the crack walls; and
• Resisting abrasion and damage caused by traffic

Section 4.3 discusses material requirements in detail.

Crack Filling

Crack filling is the placement of materials into nonworking or low movement cracks to reduce
infiltration of water and incompressible materials into the crack. Filling typically involves less crack
preparation than sealing and performance requirements may be lower for the filler materials. Filling is
often considered a short-term treatment to help hold the pavement together between major
maintenance operations or until a scheduled rehabilitation activity.

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Crack filling is for active or non-active cracks created by ageing of the binder. Such cracks are not
completely inactive and require some flexible characteristics. A suitable filler material must be
capable of:

• Remaining attached to the walls of the crack

• Possessing some elasticity
• Resisting abrasion and damage caused by traffic

Section 4.3 discusses material requirements in detail.

4.2.3 Treatment Performance

The performance life of a treatment is affected based on the amount of crack preparation and the type
of material used (FHWA, 1999). It has been found that depending on the amount of preparation and
material selection, crack sealants can provide up to 9 years of service and fillers up to 8 years of
service (FHWA, 1999). In California, overbanded treatments have contributed to poor ride, ride noise
and poor surface appearance and are not recommended for use unless it has been squeegeed flush to
the surface of the road. It should not be placed more than 1/2 inch (12.5 mm) wider than the width of
the crack (on both sides of the crack).

Emulsions or asphalt materials placed in a flush configuration in unrouted cracks (see Section 4.3.4)
can provide 2 to 4 years of service while hot applied rubber asphalt fillers placed in flush or
overbanded configurations (Section 4.3.4) can provide 6 to 8 years of service (FHWA, 1999).

Several methods exist for evaluating a treatment’s performance. One method is based on determining
a treatment’s effectiveness. Treatment effectiveness is the success of the treatment measured as a
percentage of the total treatment that has not failed (FHWA, 1999). In order to determine the
condition of a treatment, visual inspections of the treated areas are required. Inspections for treatment
failure should be carried out once per year (FHWA, 1999).

Treatment Failures

Treatment failures can be attributed to improper treatment selection, improper material selection, poor
workmanship, and improper application or lack of post-treatments. Common treatment failures
include:

• Adhesion loss: The sealant does not adhere to the sides or bottom of the crack.
• Cohesion loss: The sealant fails in tension by tearing.
• Potholes: The crack is not completely sealed, allowing water into the pavement. Continued
deterioration leads to pumping and pothole formation.
• Spalls: The edges of the crack break away as a result of poor routing or sawing.
• Pull-on: The sealant is pulled out of the crack by tire action.

Treatment Effectiveness

The first step in determining a treatment’s effectiveness is establishing how much of the treatment has
failed in relation to the total length of treatment applied (% failure). Once the amount of treatment
failure is determined, the treatment’s effectiveness can be calculated using the following expression
(FHWA, 1999).

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CHAPTER 4—CRACK SEALING, CRACK FILLING, AND JOINT SEALING June 9, 2009

Effectiveness = 100 - % Failure………………...………………………………(2.1)

Where: % Failure = 100 X [Length of Failed Treatment / Total Length of Treatment]

By routinely monitoring treated areas, a graphical representation of a treatment’s effectiveness can be
generated like the one shown in Figure 4-10. From this figure, the projected life of the treatment used
on this cracked area can be projected as the time at which the effectiveness has dropped to 50% (as
defined above). Graphs like these can be used to determine when additional treatments may become
necessary (FHWA, 1999).

100

90
Treatment Effectiveness (% Crack Length)

80

70

60

50

40
Projected Life of Treatment @ 50%
30 Effectiveness = 75 Months

20

10

0
0 12 24 36 48 60 72 84
Age (Months)

Figure 4-10 Treatment Effectiveness (FHWA, 1999)

Cost Effectiveness

The cost effectiveness of a treatment can be determined readily once the treatment effectiveness has
been determined. Cost effectiveness is the total cost of a treatment divided by its effectiveness. Cost
effectiveness may be converted into an annual cost by dividing the cost effectiveness by the number of
years required to reach 50% effectiveness.

4.3 MATERIALS

Crack sealing and filling material specifications for Caltrans flexible pavements fall under SSP 37-400
(Caltrans, 2000b) and Standard Specifications Section 94 (Caltrans 1999a). The materials and
methods discussed below apply to HMA pavements unless specified otherwise.

4.3.1 Materials and Specifications

Materials for Crack Treatment

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Crack sealing materials are designed to adhere to the walls of the crack, stretch with the movement of
the crack over the range of conditions and loads associated with the crack location, and resist abrasion
and damage caused by traffic. For sealing working cracks, the preferred sealant is usually elastomeric.
This means the sealant has a low modulus of elasticity and will stretch easily and to high elongations
(usually around 10 times its non strained dimensions) without fracture. Such sealants also recover over
time to close to their original dimensions. The sealants are usually applied at elevated temperatures
due to their high viscosity at ambient temperatures and they set or cure by cooling and reforming into
complex structures. This is called thermoplastic. Thermoset is sometimes used to describe these
materials, however this is incorrect. A thermoset is a material that undergoes a chemical cross-linking
when heated. This structure is retained as it cools and is not reversible by reheating. Thermoplastics
form physical structures on cooling but this process is reversible with reheating. Hot application
ensures good adhesive bond to the crack walls. In California most of the hot pour materials are rubber-
modified asphalt. These materials have excellent abrasion resistance and are useful for trafficked
surfaces. However they must be properly applied to perform as desired. For wider cracks (>1/2”),
overbanding may become an issue. Other materials and placement methods (configurations) that have
less tendency for causing bumps should be considered. Excessive application of sealer material causes
similar problems.

For crack filling applications, the cracks are basically inactive (non-working). Crack filling materials
are designed to adhere to the walls of the crack, and resist abrasion and damage caused by traffic.

Crack filling materials may be hot applied rubber or polymer asphalts, or cold applied emulsion-based
products. The emulsion products assist with forming a good adhesive bond with the crack wall and
additives such as Styrene Butadiene Rubber (SBR) latex ensure that the material can endure some
degree of movement.

Table 4-2 lists Caltrans specifications for various crack treatment materials, based upon the climate
zone in which it is to be used. Because many projects will contain both working and non-working
cracks, Caltrans treats all cracks as working cracks and uses only crack sealing materials. The map of
the Caltrans Pavement Climate Regions may be found at:
http://www.dot.ca.gov/hq/oppd/pavement/Pavement_Climateregions_100505.pdf

4.3.2 Storage and Handling of Materials

Chapter 2 of this guide identifies procedures for material storage and handling. In all cases, the
manufacturer’s recommendations for storage and handling should be closely followed.

Hot pour materials require very high temperatures, typically between 370 to 390°F (188 to 200°C)
(FHWA, 1999). These materials may degrade or cross link when exposed to excessive temperatures
for long periods of time. For this reason, the manufacturer’s recommendations must be followed
exactly.

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Table 4.2 Crack Treatment Material

Climate Deserts, slow Desert South Coast, North Coast, High
Region moving traffic Central Coast, Low Mountain,
Inland Valleys Mountain, High Desert
South
Mountain
Quality ASTM Type 1 Type 2 Type 3 Type 4 Type 5
Characteristic Test Material Material Material Material Material
1
Method 2
Softening
point (min.) D 36 102 °C 96 °C 90 °C 84 °C 84 °C
Cone
penetration at
77° F (max.) D 5329 35 40 50 70 90
Resilience at
77° F,
unaged, % D 5329 20-60 25-65 30-70 35-75 40-80
3
Flexibility D 3111 0 °C 0 °C 0 °C -11 °C -28 °C
Tensile
adhesion, %,
(min.) D 5329 300 400 400 500 500
Specific
gravity
(max.) D 70 1.25 1.25 1.25 1.25 1.25
Asphalt
compatibility D 5329 Pass Pass Pass Pass Pass
Sieve test
(percent
passing) See note 4 100 100 100 100 100
Notes:
1
Cold-applied crack treatment material residue collected under ASTM D 6943, Method B and
sampled under ASTM D 140 must comply with the grade specifications.
2
Except for viscosity, cure all specimens at a temperature of 23 °C ± 2 °C and relative humidity of 50
± 10 percent for 24 ± 2 hours before testing.
3
For flexibility test, the specimen size must be 6.4 ± 0.2 mm thick x 25 ± 0.2 mm wide x 150 ± 0.5
mm long. Test mandrel diameter must be 6.4 ± 0.2 mm. Bend arc must be 180 degrees. Bend rate
must be 2 ± 1 seconds. At least 4 of 5 test specimens must pass at the specified test temperature
without fracture, crazing, or cracking.
4
For hot-applied crack treatment, dilute with toluene and sieve through a No. 8 sieve. For cold-
applied crack treatment, sieve the product as-received through a No. 8 sieve. If the manufacturer
provides a statement that added components passed the No. 16 sieve before blending, this requirement
is void.

4.3.3 Material Placement Methods

Once a suitable seal or fill material has been selected, as set forth in Caltrans Standard Special
Provisions SSP 37-400 (Caltrans, 2000b), the appropriate placement method must be determined.

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Placement methods vary according to the nature of the distress. When selecting the placement
method, one should consider the method’s applicability to: 1) the type of distress, 2) the dimensions of
the crack channel, 3) the type of crack channel (cut or uncut), and 4) the finish requirements. Each
method carries its own set of job equipment and preparation requirements. Typical placement
methods used on flexible pavements include the following:

• Flush Fill
• Overband
• Reservoir
• Combination: Reservoir w/Band-Aid
• Combination: Sand Fill w/ Recessed Finish

Flush Fill Method

In the flush fill method, material is forced into an existing uncut crack. Once filled, the crack is struck
off flush with the pavement. Figure 4-11 illustrates the flush fill method. When using thermoplastic
materials, the crack should be filled to slightly below the surface to allow for expansion when hot.

Figure 4-11 Flush Fill Method (FHWA, 1999)

Overband Method

In the overband method, material is forced into and placed over an uncut crack. If the material is
squeegeed flat, it is referred to as a ‘Band-Aid’; if not; it is referred to as capped. Figure 4-12
illustrates the overband method with both finishing options.

a) Simple Band-Aid b) Capped

Figure 4-12 Overband Method (FHWA, 1999)

Caltrans does not recommend this practice and advises that all crack sealing and filling be squeegeed
if material is left above the surface. Overbanding can create a rough ride and/or excess road noise and
causes problems (bumps and fat spots) when placing subsequent overlays, and therefore should be
used only on low speed roads that will not be overlayed within in six months.

Reservoir Method

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The reservoir method should be used for any project with working cracks. In the reservoir method, the
crack is cut or routed to form a reservoir that is filled with a sealant. The sealant may be left flush or
slightly below the surface of the reservoir. The depth and width of the reservoir varies according to
job requirements. Saw depths will be greatest when working with very active cracks. Crack cutting
will often depend on the number of cracks and whether the cutter can follow the shape of the crack.
Typical reservoir widths range from 0.5 to 1.0 in (12 to 25 mm), and even up to 1.5 in (38 mm) in very
cold climates. Reservoir depth ranges from 0.5 to 1.0 in (12 to 25 mm). Reservoir use is appropriate
for pavements in good condition, without extensive cracking amounts. Crack cutting units, when
operated by trained, experienced personnel, can follow meandering random cracks. Figure 4-13
illustrates the reservoir method. Table 4-3 shows recommend dimensions for routing (and sawing).
Please note that the dimensions used are only approximations because the equipment does not make
exact cuts.

Table 4-3 Recommended Crack Routing and Sawing Dimensions

Depth in
Nominal Rout or Saw Rout or Saw Width in Areas of Areas of
Crack Width* Width Depth** temp extremes Temp
extremes**
¼ inch ½ inch ½ inch 1 inch 1/2in
3/8 inch ½ inch ½ inch 1 inch 1/2in
½ inch ¾ inch ¾ inch 1 inch 1/2in
5/8 inch ¾ inch ¾ inch 1.5 inches ¾ inch
No routing ¾ inch***
¾ inch 1.5 inches ¾ inch
required
No routing ¾ inch***
7/8 inch 1.5 inches ¾ inch
required
No routing ¾ inch***
1 inch 1.5 inches ¾ inch
required
* Nominal crack width is the approximate width for 80% of the length of the crack
** If using recessed fill method, add ¼ inch
***Use sand fill or backer rod to limit material depth to ¾ inch

Combination Method: Reservoir with Band-Aid

This combination method involves the formation of a ‘Band-Aid’ over the top of a cut reservoir.
Figure 4-14 illustrates the combination method. Like the overband method, the combination method
should not be used with materials that are prone to pickup due to traffic or materials with poor wearing

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characteristics (FHWA, 1999). The combination method can be used on heavily trafficked roads, but
care must be taken to squeegee excess material off the surface.

Figure 4-13 Reservoir Fill Method with Flush Figure 4-14 Combination Fill Method
Finish (FHWA, 1999) (FHWA, 1999)

Combination Method: Sand Fill with Recessed Finish

Thermal cracking can develop over time and penetrate the full depth of asphalt pavement in a
roadway. As thermal cracks progress down through the asphalt layers, they typically continue to
widen and it is not unusual for such cracks to be 0.5 to 1 in (12 to 25 mm) or wider and exceed 4 in
(102 mm) in depth. If these types of cracks are sealed or filled full depth, the large volumes of filler or
sealer tend to soften and migrate under loads in hot weather, and begin to pull out under traffic. If an
overlay is applied, the heat of the new mat will draw the filler and sealer materials up through the
overlay. In areas with heavy sealer or filler applications, fat spots, flushing, and shoving in the
overlay can occur. These symptoms can only be remedied by changes in construction procedures or
the removal and replacement of the affected materials.

Sealant application should not exceed 1 in (25 mm) in depth. For full depth wide cracks, backer rod
can be used to limit sealant depth. Another method that can be used is to partially fill the crack with
sand. Blow out any debris with air, fill the crack with clean sand to a point approximately 0.5 to .75 in
(12.5 to 19 mm) below the adjacent pavement surface, and tamp lightly as needed with a steel rod or
piece of rebar to reduce any large voids in the sand. Then apply the crack sealer over the top of the
sand and along the crack faces so that the surface of the sealant is cupped slightly below the adjacent
pavement surface. This recessed finish allows some movement of the crack and sealer material
without creating an undesirable hump on the surface. This fills and seals the deep wide crack while
limiting the impact on subsequent paving operations. Figure 4-15 illustrates this combination method.

0.5 to 1 inch (12 to 25 mm)

Figure 4-15 Combination: Sand Fill with Recessed Finish

4.3.4 Selecting the Appropriate Placement Method

The appropriate placement method should be based on the governing considerations of the project.
Governing project considerations include:

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• Type and extent of the sealing or filling operation

• Traffic conditions
• Crack characteristics
• Material requirements
• Desired performance (expectations)
• Aesthetics
• Cost

Table 4-4 outlines method placement issues in relation to governing project considerations.

Table 4-4 Placement Method Considerations (FHWA, 1999)

Project
Method Applicability
Consideration
Type and Extent Most filling operations, and some sealing operations, omit crack cutting operation.
of Operation However, many northern States have found crack cutting necessary and desirable
for cracks exhibiting significant movements.
Traffic Overband configurations experience wear and, subsequently, high tensile stresses
directly above the crack edges, leading to adhesive edge separations. Thus,
overband configurations should be avoided for sealing cracks on heavily trafficked
roads.
Crack If no overlay is planned, overband configurations may be appropriate for cracks
Characteristics having a considerable amount of edge deterioration (> 10 percent of crack length);
because the overband simultaneously fills and covers the deteriorated segments in
the same pass. However if it is possible that the pavement may be overlaid in the
future, a scrub seal should be considered as an alternate method to address edge
deterioration without overbanding.
Material Type Materials such as emulsion and asphalt cement must be placed unexposed to
traffic due to serious tracking or abrasion problems.
Desired For long-term sealant performance flush reservoir, and recessed band-aid
Performance configurations provide the longest life.*
Aesthetics Overband and combination configurations detract from the general appearance of
the pavement.
Cost Omission of crack cutting operation reduces equipment and labor costs but may
decrease treatment longevity. Combination configurations require significantly
more material than reservoir configurations, resulting in higher costs. The
placement method impacts the type of material to use as well so costs may be
higher for specialty materials.
* Ride Quality is an important consideration

4.4 CONSTRUCTION

4.4.1 Safety and Control

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The Resident Engineer (RE) can examine and approve the contractor’s traffic control plan prepared in
accordance with the Caltrans Safety Manual (Caltrans, 1998) and the Caltrans Code of Safe Operating
Practices (Caltrans, 1999d). The signs and devices used must match the traffic control plan. The work
zone must conform to Caltrans practice and requirements set forth in the Caltrans Safety Manual and
the Caltrans Code of Safe Operating Practices. All workers must have all required safety equipment
and clothing. Signage shall be removed when it no longer applies.

4.4.2 Equipment Requirements

Equipment requirements vary according to the treatment method chosen. Equipment may be required
for:

• Routing or Sawing
• Crack Cleaning and Drying
• Application of Sealer or Filler
• Finishing Method
• Trafficking and Subsequent Treatments

Equipment requirements are covered in more detail in Sections 4.4.4 through 4.4.7 of this chapter.

4.4.3 Climatic Conditions

Crack sealing treatments should be placed during relatively cool weather when the cracks are at their
midpoint to maximum point of expansion. However this may conflict with prevailing weather
conditions, as adherence of most high viscosity and emulsified crack fillers and sealants is limited at
low temperatures. Fall is generally a good season for application in most parts of California , as air
temperatures are typically between 45 to 65°F (7°C and 18°C). Under these conditions, cracks are
usually at or near their mid-point of movement, which helps to ensure that the crack sealant or filler
will not be extended or compressed too much when temperatures increase or decrease following
application of the sealant or filler.

4.4.4 Preparation

Site preparation requirements vary according to the sealing or filling method and materials chosen for
the project. The following paragraphs describe site preparation in further detail.

Routing or Sawing

When routing or sawing is incorporated, cracks need to be cleaned and dried prior to application of the
filler or sealant. When pavements are cracked extensively, routing or sawing of cracks may not be
appropriate. Some sort of scrub seal or chip seal might be a better solution. Crack cutting becomes
especially important in climates where crack movement is very high. Crack cutting allows more filler
to be used and provides better control of the crack channel shape. Secondary cracks along the primary
crack are not usually routed. Routing is generally not used in HMA or PCC pavements in California.
Crack cutting and routing equipment includes vertical spindle routers, rotary impact routers, and
random crack saws. Damage to the pavement should be kept to a minimum by clean cutting. The use
of carbide bits improves the quality of cutting and typically produces clean reservoir cuts. Figure 4-16
illustrates a rotary impact router in use.

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CHAPTER 4—CRACK SEALING, CRACK FILLING, AND JOINT SEALING June 9, 2009

Figure 4-16 Crack Routing Operation

Cleaning and Drying

Debris left in a crack, resulting from sawing, routing, or pavement use will affect the adhesion of the
sealant or filler. Debris also contaminates the sealing or filling material and reduces cohesion.
Reduced adhesion or cohesion normally results in early failures. To avoid these contamination-related
failures, sawed or routed cracks must be cleaned prior to being treated. Several cleaning methods can
be used, including:

• Air Blasting
• Hot Air Blasting
• Sand Blasting
• Wire Brushing

Air blasting involves directing a concentrated stream of air into the crack or joint to blow it clean. Air
blasting equipment is effective and efficient for cleaning cracks, but not for drying them. Should a
crack require drying, hot air blasting should be used. Air pressure should be a minimum of 97 psi
(670 kPa) with a flow of 2.5 ft3/s (0.07 m3/s). Air blasting equipment must be equipped with moisture
and oil traps.

Hot air blasting is done using a hot compressed air heat lance. While cleaning and drying the crack,
hot air blasting also promotes enhanced bonding associated with the crack edges being warmed. Care
must be taken to ensure that the pavement is not overheated or heated for excessive periods of time as
this will result in unnecessary hardening of the asphalt binder in the pavement adjacent to the crack.

Wire brushing or brooming involves the use of a wire broom stock or stiff standard broom to brush out
the crack or joint. Wire brushing can be an effective cleaning method. Wire brushing may be done
manually or using power driven brushes. Figure 4-17 illustrates the manual crack cleaning method
using a broom

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CHAPTER 4—CRACK SEALING, CRACK FILLING, AND JOINT SEALING June 9, 2009

Figure 4-17 Manual Crack Cleaning

Application of Sealer or Filler

The material selected will in part, determine the application method. Typically, asphalt emulsions are
applied directly to the cracks. Hot applied rubber modified sealants, especially asphalt rubber, have
excellent adhesion and do not require the application of a thin sand coating (blotter coat) prior to
trafficking. Emulsions must be blotter coated prior to being trafficked. Emulsions may be applied via
gravity feed devices, such as pour pots, or via pressure hoses. Some emulsions may require heating to
achieve appropriate application viscosity. Hot applied rubberized sealants need to be agitated and
heated and maintained at the correct temperature throughout their application. For polymer and rubber
modified materials, control of temperature is important in preventing degradation. For hot applied
fiber filled materials, the fiber may settle; therefore, agitation is required. For such materials indirect
oil heating is recommended. Required capacity of sealant or filler application equipment is
determined by the job size. Preheating the material before use is advisable to ensure productivity is
optimized. Figure 4-18 illustrates a hot pressure feed sealing operation and a gravity fed pour pot.

a) Hot Pressure Fed b) Pour Pot

Figure 4-18 Application Techniques and Equipment

The application rate of a sealant or filler plays an important role in the quality of a crack
sealing or filling project. Problems associated with over applied sealer or filler material
include fat spots, localized tenderness, and flushing when treated areas are overlaid with hot
mix.

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CHAPTER 4—CRACK SEALING, CRACK FILLING, AND JOINT SEALING June 9, 2009

4.4.5 Finishing

Finishing techniques will vary depending on the application and type of material chosen. Flush
finishes and overbanding methods require the use of a squeegee. In some cases, a preformed plate on
a hand lance assists in making the required flush result. Figure 4-19 shows three typical flat finishing
techniques. As stated earlier, all sealant left on the surface shall be squeegeed to prevent a rough ride
and is the only method recommended by Caltrans.

a) Squeegee b) Flat Plate Use c) Over Banding

Figure 4-19 Typical Flat Finishing Techniques

Blotter coats of clean sand are usually used with emulsion crack filling to prevent pick-up of an
overband. A blotter coat is often used to prevent pick-up upon re-opening to traffic. To ensure a high
quality blotter coat, only clean and dry sand should be used. Figure 4-20 illustrates the brooming of a
blotter coat over a treated crack. This practice is not recommended by Caltrans as it leaves broom
marks and voids in the sealant.

Figure 4-20 Brooming Blotter Coat Over a Treated Crack

4.4.6 Trafficking and Subsequent Treatments

Sealants and fillers undergo a curing cycle depending on the type of material used. Emulsions cure by
water loss and reduce in volume. This process usually takes several days and creates a concave

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CHAPTER 4—CRACK SEALING, CRACK FILLING, AND JOINT SEALING June 9, 2009

surface in the crack. Generally, cracks filled with these materials should not be overlaid for at least a
year. Trafficking should not be allowed until after the emulsion has set sufficiently so that tires
passing over the sealant/filler won’t pick it up. Caltrans normally sands the sealer prior to opening to
traffic.

Hot applied materials are thermoplastic; they set when they cool provided no diluents, such as
solvents, are used in their formulation. These materials produce a non-tacky finish once the material
reaches ambient temperature. A blotter coat can assist in this process. In addition, hot applied
sealants require a three to four month cure time prior to being covered with a blanket or seal. Hot
applied materials should not be placed over cold mix patches. This hot applied material will pick up,
pulling the patch out.

4.4.7 Job Review – Quality Issues

Quality issues are typically related to the poor choice of sealing and filling methods and poor
workmanship. Common examples of poor sealing and filling methods include excessive use of sealant
and multiple uses of treatments over several years. One common example of poor workmanship
includes over-filling without proper finishing. Figures 4-21 through 4-23 illustrate these commonly
addressed quality issues. These practices directly impact traffic safety, smoothness and appearance for
users.

Figure 4-21 Excessive Sealant Figure 4-22 Multiple Treatments

Figure 4-23 Poor Workmanship – Raised, Bumpy Sealing

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CHAPTER 4—CRACK SEALING, CRACK FILLING, AND JOINT SEALING June 9, 2009

4.5 TROUBLESHOOTING AND FIELD CONSIDERATIONS

This section provides information to assist the maintenance personnel with troubleshooting problems
with crack sealing and crack filling projects. The field considerations section discusses some field
considerations to assist the development of successful jobs.

4.5.1 Troubleshooting Guide

The troubleshooting guide presented in Table 4-5 associates common problems to their potential
causes. For example, a sealant separating from the sides of a crack may be caused by application to a
wet crack surface, dirty crack surface, poor material finishing technique, application of cold sealant,
insufficient material, rain during the application, or application during cold weather.

Table 4-5 Trouble Shooting Crack Sealing and Filling Projects

PROBLEM
ALL SEALS EMULSION SEALS ONLY

Emulsion Sealer Not

Re-Cracks Quickly

Separation From

Breaks Too Fast

Emulsion Sealer

Emulsion Sealer
Tacky Picks Up

Bumpy Surface

Crack Sides

Washes Off
Breaking
CAUSE

Crack Wet y y
Sealant Not Cured y y y
Crack Dirty y y y y
Insufficient Sanding y y y
Poor Finish, Wrong Tools y y y y y
Sealant Too Cold y y
Sealant Too Hot y y
Application Too High y y y
Application Too Low y y
Sealant Degraded Due to
Overheating
y y y y y y y
Rain During Application y y
Cold Weather y y
Hot Weather y y y y

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In addition to the troubleshooting guide, Table 4-6 lists some commonly encountered problems and
their recommended solutions.

Table 4-6 Common Problems and Related Solutions

Problem Solution
• Reduce the amount of sealant or filler being applied.
• For hot applied materials, allow to cool or use sand or other
blotter.
Tracking • Allow sufficient time for emulsions to cure or use a sufficient
amount of sand for a blotter coat.
• Ensure the sealer/filler is appropriate for the climate in which it is
being placed.
• Ensure cracks are clean and dry.
• Increase temperature of application.
Pick out of Sealer
• Use the correct sealant for the climate.
• Allow longer cure time before trafficking.
• Check squeegee and ensure it is leaving the correct flush finish.
• Have squeegee follow more closely to the application.
Bumps • Decrease the viscosity of the sealer.
• Change the rubber on the squeegee.
• Stop using overbanding.

4.5.2 Field Considerations

The following field considerations are a guide to the important aspects of performing a crack sealing
or crack filling project. The various tables list items that should be considered in order to promote a
successful job outcome. As thoroughly as possible, the answers to these questions should be
determined before, during, and after construction. The staff to do this work will vary by job type and
size. Some topics may need attention from several staff members. The field supervisor should be
acquainted with its contents. The intention of the tables is not to form a report, but to bring attention
to important aspects and components of the project process. Some information is product specific and
contained in the relevant standard specifications, special standard provisions, or special provisions.

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CHAPTER 4—CRACK SEALING, CRACK FILLING, AND JOINT SEALING June 9, 2009

PRELIMINARY CONSIDERATIONS

• Is the project a good candidate for crack sealing or filling?

• What type of cracking exists? How severe is it? How much is there?
PROJECT REVIEW

• Are there base failures along the project?

• How much bleeding or flushing exists?
• Is the pavement raveling or oxidized?
• What is the traffic level?
• Is the base sound and well drained?
• Would a membrane (SAM, SAMI) or scrub seal treatment be a better solution?
• Review project for bid/plan quantities.
• Crack activity (movement) information
DOCUMENT

• Application specifications
REVIEW

• Construction manual
• Special provisions
• Traffic control plan
DETERMINING
APPLICATION

• What type of application is being used?

• Are agency guidelines and requirements being followed?
TYPE

• Are the cracks being sawn or routed?

• Is a bond beaker being used?

• Has a crack survey been done?

• Has the amount of filler/sealer material required been calculated for the number
MATERIAL CHECKS

and length of cracks being treated?

• Has the sealer or filler been produced by an approved source? (if required)
• What is the application temperature and the safe heating temperature?
• What special handling requirements are needed: heating rate, allowable storage
time at high temperatures, cold application?
• Has the sealer or filler to be used been sampled and submitted for testing?
• Is a blotter coat required? Is clean, dry sand available?

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PRE-SEAL INSPECTION CONSIDERATIONS

• Do the cracks need to be sawn or routed?

PREPARATION

• Are secondary cracks to be sawn or routed?

SURFACE

• Have the cracks been cleaned?

• Have oily residues been scrubbed from the pavement?
• Has the surface been cleaned, dried, and broomed?

• Air and surface temperatures have been checked at the coolest location on the
REQUIREMENTS

project?
WEATHER

• Air and surface temperatures meet agency and sealant/filler manufacturer

requirements.
• Application should not begin if rain is likely.
• Application should not begin if freezing temperatures are expected.
• The signs and devices used match the traffic control plan.
• The work zone complies with Caltrans traffic control policies as described in
CONTROL
TRAFFIC

the Caltrans Safety Manual (Caltrans, 1999c).

• Flaggers do not hold the traffic for extended periods of time.
• Unsafe conditions, if any, are reported to a supervisor.
• Signs are removed or covered when they no longer apply.

EQUIPMENT INSPECTION AND CONSIDERATIONS

• Is a saw or router to be used?
ROUTING

• Is the unit fully functional?

SAWING/

UNIT

• Are the cutting bits sharp to avoid spalling or cracking?

• Are the cutting bits the correct size?
• Is all equipment free of leaks? (Hydraulic oil, diesel, motor oil etc.)
• Is the sealing unit functional?
• Are the moisture and oil filters on the compressor clean and functioning?
• Does the unit have temperature control (for hot applied sealants)? Is the
temperature controller working properly and is the measuring device calibrated?
• Does the sealing unit provide adequate pressure to deliver material to the crack
SEALING UNIT

at an appropriate rate?
• Is a pour pot being used?
• Is a kettle applicator being used? Is the kettle being kept at least partially full at
all times?
• Is the applicator unit re-circulating during idle periods?
• What method is being used to ensure that the crack sealant or filler is flush with
the pavement surface?
• Is all equipment free of leaks? (Hydraulic oil, diesel, motor oil etc.)

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PROJECT INSPECTION CONSIDERATIONS

• Does the operator have safety gear appropriate for the job?
• Do the cracks need to be mapped?
• Does the cutting/routing follow the crack as closely as possible?
• Are cut dimensions satisfactory?
• Are the cracks dry at the time of sealing?
• The sealing operation must follow directly behind the cutting/cleaning/drying
CRACK SEALING OR FILLING APPLICATION

operations?
• Sealant flows evenly with no surging? Vat to be kept at least part full at all
times.
• Is the sealant at the correct application temperature?
• Check sealant temperature at nozzle using high temperature thermometer or
infrared thermometer.
• Is the squeegee shape correct and not worn, clean and free of carbon or filler
build up, operated at the correct distance from the crack, and centered on the
crack?
• Sealant is even and consistent and has not been reheated more than the
allowable number of times and for the recommended periods of time?
• Are there excessive bubbles in the material caused by water?
• Confirm that crack channel is filled from the bottom up and not overfilled.
• Does the application have an even and uniform finish, flush with the pavement
surface?
• Reapply sealant to any areas that are under filled.
• The application is stopped as soon as any problems are detected.
• Check bond by peeling the filler or sealant.
• Do not traffic until the sealant or filler does not track under traffic.
CLEAN UP

• All material spills are cleaned up.

• All loose sand is removed from the traveled way.

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4.6 REFERENCES

American Association of State Highway and Transportation Officials, 1990. Guidelines for Pavement
Management Systems, Washington, DC, 1990.
California Department of Transportation, 1998. Caltrans Safety Manual, Chapter 12, Sacramento,
California, 1998.
California Department of Transportation, 1999a. Standard Specifications, Section 94, Sacramento,
California, 1999.
California Department of Transportation, 1999b. Standard Special Provisions, SSP 41-200,
Sacramento, California, July, 1999.
California Department of Transportation, 1999c. Standard Special Provisions, SSP 51-740,
Sacramento, California, July, 1999.
California Department of Transportation, 1999d. Caltrans Code of Safe Operating Practices,
Appendix C, 1999.
California Department of Transportation, 2000a. Caltrans Pavement Survey, Sacramento, California,
January, 2000.
California Department of Transportation, 2000b. Standard Special Provisions, SSP 37-400,
Sacramento, California, August, 2000.
Eaton, R.A., and Ashcraft, J., 1992. State-of-the-Art Survey of Flexible Pavement Crack Sealing
Procedures in the United States, US Army Corps of Engineers Cold Regions Research &
Engineering Laboratory, CRREL Report pp. 92-118, September, 1992.
Federal Highway Administration, U.S. Department of Transportation, 1999. Materials and Procedures
for Sealing and Filling Cracks in Asphalt-Surfaced Pavements, FHWA-RD-99-147,
Washington, DC, 1999.
International Slurry Surfacing Association, 2000. Recommended Performance Guidelines for Crack
Filling, Washington, DC, 2000.
Ponniah, J., and Kennepahl, G., 1995. Crack Sealing in Flexible Pavements, A Life Cycle Cost
Analysis, Ontario Ministry of Transportation, Presented at 74th TRB meeting January 22-28,
Washington, DC, 1995.
Roberts, F.L., Kandahl, P.S., Brown, E.R., Lee, D., Kennedy, T.W., 1996. Hot Mix Asphalt Materials,
Mixture Design and Construction, National Center for Asphalt Technology, 2nd Edition,
1996.
Strategic Highway Research Program, 1993. Distress Identification Manual for the Long-Term
Pavement Performance Project, SHRP-P-338, Washington, DC, 1993.
Transportation Research Board, 1996. Cost-Effective Preventive Pavement Maintenance, NCHRP
Synthesis of Highway Practice 233, Washington, DC, 1996.

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