Phoscrete in Action
Aug 17
Concrete Repair: Vision 2020

​5 Trends You Should Definitely Know to be Successful in Concrete Repair for the Next 5 Years. 
Wondering whether your career will survive or thrive in the year 2020? Five years is not that far off, but by being aware of these Five Trends, you can make informed decisions when it comes your future in the concrete repair industry.

Public infrastructure quality will be significantly worse in 2020 because government is not investing sufficiently in preservation and maintenance. In 2013, the American Society of Civil Engineers (ASCE) estimated that an investment of $3.6 trillion dollars is needed by 2020 to restore the infrastructure quality to what it was in 1988. While Democrats and Republicans both agree that funding must increase for our nation's infrastructure, the political will to raise taxes to fund a long-term transportation bill is weak. Long-term funding will ultimately happen as the consequence of growing failures among the 60,000 structurally deficient bridges in the United States, but it will be too little and too late to see a turnaround before 2020.

Preventative services will command a higher percentage of the maintenance budget. As our infrastructure falls into more structurally deficient condition, it becomes cost effective to stop making short term repairs and allow roads to deteriorate and then make major repairs. But taking a protractive approach through preservation extends the quality of infrastructure. According to the American Association of State Highway and Transportation Officials (AASHTO), every dollar spent on road maintenance avoids $6 to $14 needed later to rebuild a road that has irreparably deteriorated.

Government jobs in maintenance and repair will be outsourced to for-profit companies. Maintenance of Traffic (MOT) used to be the exclusive domain of state and municipal government employees who worked full time, and received health and retirement benefits. Vehicles and equipment were owned, stored, maintained (and depreciated) by the DOTs. Today, Florida, Texas, and Georgia are leading the way to hiring MOT contractors who are first responders to traffic accidents and road repair incidents. Highly skilled Heavy Bridge Crews and even Maintenance Engineers and Inspectors are being phased out in favor of contracted services from fast-growing companies such as DBi and ICA, who manage their own fleets of service vehicles and equipment. These companies are generally at-will employers who unlike the DOT will increase and reduce staff as needed to maximize profitability. MOT contractors bid to maintain roadways for a period of years, rather than being paid to perform a specific repair, and therefore they are incented to use longer lasting materials, and perform quality repairs.

Private Infrastructure will be better positioned to take advantage of new repair technologies
Engineers working for private construction and consulting firms can choose from a wide range of repair solutions that meet specific performance characteristic requirements. When it comes to getting materials approved for use on public roads and bridges, every state has its own Qualified Product List, and the cost and effort for innovative companies to perform testing and jump through all the hoops required for approval is onerous. Expect to see growing employment opportunities for maintenance crews, supervisors, project managers, and engineers working for profitable construction companies to perform maintenance and repair services for private buildings.

Turnaround time will become more critical than material cost for repairs. As average daily traffic increases on aging roadways, full road closures, partial road closures, and lane closures will have a growing economic impact on road users’ costs per day. The chance of accidents increases in work zones. Gone will be the days of repair crews waiting around for hours for concrete to gain enough strength to open a road to traffic. Material cost will be less a deciding factor in total in-place costs than rapid return to service.

Feb 12
New England Construction Magazine Article
Massachusetts DO​T Tests Alternative Concrete Repair Technology. 

MassDOT Patches Deck of Worcester I-190 Bridge with MALP as Part of Northeast Field Tr​​ials​.

Worker trowels MALP in patch that was excavated to about 1 inch beneath rebar as deck temperature approaches 23 degrees.​
Click on image to read article.

Aug 01
Constructioneer Magazine Article
Route 26 Bridge Patch May Have Big Consequences
​ NYSDOT Region 9 ​​​Bridge Maintenance Experts Evaluate MALP Concrete Repair Technology Applied ​​to Route 26 Span​

Standard trowels and floats are used to finish the material, which will set up to a compressive strength of 4,000 psi in one hour and more than 7,000 psi in 7 days.
Click on image to read the report.

Jan 15
TxDOT-TXHM Bridge Deck Spall Repair

Phoscrete Four-Seasons was installed for the first time on a TxDOT highway under contract with Texas Highway Maintenance in Brazoria County.

This large spall repair (40' x 5' x 3" deep, 100 unit) was completed over two days.


Phoscrete was mixed and placed four units at a time using a paddle style mortar mixer.

First empty four jugs of Phoscete Liquid Activator.

Then break four bags of Phoscrete Four-Seasons Dry Mix.


Mix for approximately one minute and dump and place and finish. Pour four more jugs of Activator into mixer and keep spinning. When finishers are ready add four more bags.

Phoscrete sets up fast and it also bonds tenaciously to itself and concrete with no cold joints.

Use standard concrete finishing tools (magnesium floats recommended).

Phoscrete is self consolidating, but not self-leveling so it won't slump off an inclined surface.


On both days, the material was placed and finished in less than one hour, and ready for traffic before the crew finished clean-up.