Asphalt container systems

Abstract

A road repair kit and/or bridge joint repair kit is comprised of an outer container, a measured amount of asphaltic material and a separate and distinct measured amount of aggregate material. In a preferred embodiment of this invention, the asphaltic material is in a first consumable container (meltable bag) and the aggregate material is, likewise, in a second consumable container (meltable bag) inside the first consumable container.

Description

BACKGROUND OF THE INVENTION

[0001] 1. Field of the Invention

[0002] The present invention generally relates to container systems for road surface and/or bridge joint repair compositions. More specifically this invention relates to container systems for those asphaltic (and/or polymeric) materials and aggregate materials used to make such repairs.

[0003] 2. Description of Related Art

[0004] In the road surface and/or bridge joint repair industry, those asphaltic components and aggregate components with which repairs of cracks, potholes and joint systems are made are usually shipped to a job site in one of two ways. In the first way, a load (often a pallet-sized load) of individual packages of an asphaltic material are shipped to a job site. Similarly, a load (again, often a pallet-sized load) of individual packages of an aggregate material are shipped to the job site. Ideally, a certain number of packages of asphaltic material and a certain number of packages of the aggregate material are removed from their respective pallets, unwrapped and placed in a melter unit. The certain numbers of respective packages is intended to create a mixture having a certain ratio of asphaltic material to aggregate material. Unfortunately, job-site mistakes are made in getting the right number of packages of each type of ingredient into the melter. This results in asphaltic material/aggregate material repair compositions that have too much or too little of the asphaltic material relative to the aggregate material.

[0005] The second way that asphaltic components and aggregate components are shipped to a job site is in the form of packaged blocks of a composite mixture of the asphaltic component(s) and the aggregate components. The desired asphalt to aggregate ratio is therefore maintained. These composite blocks are, however, relatively expensive to make. This follows from the fact that the asphaltic component must be melted at the factory (at a considerable fuel expense) and the aggregate component mixed into the melted asphaltic material. The resulting asphaltic material/aggregate material mixture or composite is then placed in containers where they cool and solidify. The containers are typically wrapped in an outside cover material such as paper or a meltable plastic sheet material. Packages have been developed that eliminate the need to remove or dispose of the container. One type of such a package is disclosed in, e.g., U.S. Pat. Nos. 5,452,800 and 5,307,608. They teach asphalt packages employing thin polypropylene films as the sole containment means—and methods for the manufacture of such.

[0006] U.S. Pat. No. 5,992,628 teaches an asphalt/package system comprised of an asphaltic composition surrounded by a container made of a meltable material. That is to say that the container is melted along with the asphalt when the package is put in a gas fired melter unit used at a job site. The container is made of a composition comprised of about 40-90% of an asphalt material and about 10-60% of a polymer such as propylene, ethylene-propylene, methacrylates and the like. The container has various physical features e.g., handles, breakage channels for dividing the container into fractional submits such as one half, one quarter and so on.

[0007] U.S. Pat. No. 5,765,686 also teaches packaging asphalt in consumable packages made of an asphalt/polymer composition. Such packages are provided with fraction creating (e.g., one half, one quarter, etc.) breakage line indentations molded into the material from which the composition is made. A thin, meltable, polymer film (e.g., polypropylene), is used to provide outside protection for the package.

[0008] U.S. Pat. No. 2,988,207 (“the '207 patent”) teaches a package system for ready mix concrete. Its sand, or sand and gravel, components (or other materials) are contained in a paper outer paper bag. A smaller, moisture sealed, plastic bag, filled with dry cement, is placed inside the paper bag. The contents of the outer bag (sand, gravel) as well as the cement contents of the inner bag (cement) are premeasured to their proper proportions. They are mixed with water at the job site to produce a concrete composition.

[0009] U.S. Pat. No. 4,678,363 teaches a road repair truck having an aggregate hopper and a binder material tank. The aggregate hopper has a conveyor and a discharge chute for receiving the aggregate and directing it downwardly. A discharge outlet on the chute dispenses the aggregate to a pothole, etc. while an asphalt composition is sprayed on to the aggregate as it is being dispensed. To this end, the chute is provided with a rotatable hollow shaft that extends below the outlet of the aggregate discharge chute. A projection is mounted on the periphery of the hollow shaft in order to premix the aggregate that is moving downwardly through the discharge chute. A plate device is attached to the hollow shaft to make the aggregate swirl and flare outwardly as it drops downwardly to the road surface. Again, the asphalt binder is sprayed on the swirling aggregate just as it leaves the discharge chute (i.e., but before it reaches the roadway).

[0010] U.S. Pat. No. 1,546,185 (“the '185 patent”) teaches a road repair vehicle having partitioned road repair ingredient sections. A heating box is positioned between the partitions. Heat from a heater box is circulated through a casing system in order to heat the as yet unmixed road repair materials.

[0011] U.S. Pat. No. 5,333,969 teaches an automated repair vehicle in which computer controls direct the mixing of desired amounts of various road repair composition ingredients.

[0012] U.S. Pat. No. 5,988,935 teaches a road repair vehicle having a self-contained heating box. The binder used by this vehicle is not heated separately from the aggregate.

[0013] U.S. Pat. No. 1,512,389 teaches a road repair vehicle having different compartments such that all of the road repair compositions are heated separately.

[0014] U.S. Pat. No. 4,511,284 (“the '284 patent”) shows a pothole repair unit in which the asphalt is heated separately from the separate aggregate. The heated aggregate is then coated with the heated asphalt.

[0015] These patents fall into two broad categories (1) generalized packaging methods (for asphalt/polymer materials as well as for other materials such as concrete ingredients) and (2) asphalt dispensing vehicles. The asphalt/polymer packaging method patents (e.g., the '628 patent and the '686 patent) generally teach use of “consumable” containers. That is to say an asphalt/polymer container and its asphalt or asphalt/polymer contents are thrown in a melter as a unit. These containers also are partially divided or compartmentalized. This is done for the purpose of breaking these container (and its contents) into smaller sizes (e.g., one half, one quarter, etc.) at a job site. It should be specifically noted however that these compartmentalized asphalt packages do not contain two distinct kinds of ingredients (e.g., a separate and distinct asphalt ingredient, and a separate and distinct aggregate ingredient, etc.), but rather a body of a composite material (a solidified mixture of asphalt/polymer and aggregate).

[0016] The '207 patent teaches a container having two distinct compartments containing two different materials. This system is not, however, concerned with asphalt related products. Rather, it is concerned with packaging a cement/sand (or sand and gravel) system that will be used to make concrete. The cement absolutely can not be contacted with moisture before it is mixed with the aggregate. Hence, it is placed in a tightly sealed, moisture proof, plastic bag that resides in a second, layered paper, bag that contains the sand (or sand and gravel) ingredient(s). At the time of use, the two bags are broken, the materials are mixed with each other and water is added to the mixture to produce a wet concrete mixture that is poured into a form and allowed to dry in that form.

[0017] Thus, none of the above noted patents teach a compartmentalized package system that has an asphaltic binder material component (such as an asphaltic/polymer composition) that is packaged as a separate and distinct material relative to an aggregate component that also resides in the compartmentalized package system. Binder/aggregate compartmentalization is found only in those patents concerned with asphalt laying machines. These patents generally teach heating the separated ingredients at the same time, although not necessarily to the same degree. For example, the vehicle described in the '363 patent has a first hopper for containing an aggregate material and a second hopper for containing an additive material. Similarly, the vehicle described in the '284 patent shows a hopper that holds and dispenses aggregate, while a separate and distinct tank holds a road patching, asphaltic material. The '185 patent teaches a system wherein a heater is placed between a bituminous material tank and an aggregate hopper. The heater is used to heat these two materials in a differential manner. The system is particularly concerned with assuring that the aggregate component is sufficiently heated.

[0018] Thus, the asphalt related group of patents teaches compartmentalized packages—wherein the compartments hold portions of the same composite material. The compartments are used as a means for dividing the composite material at a job site. Another patent (i.e., the '207 patent) teaches package compartmentalization of different materials, but the materials are not the same type of materials used in applicant's road and bridge repair kits. That is to say that the '207 patent compartmentalizes cement and aggregate (to make cement repairs) rather than asphalt and aggregate (to make road and bridge joint repair materials). The '207 patent also suggests that the cement and sand or sand and gravel will be thoroughly mixed before water is added. Another group of patents teaches compartmentalizing asphalt and aggregate in road repair vehicles. Some of these patents also suggest (e.g., '185 patent) differential heating levels for the asphalt and aggregate materials.

[0019] In contrast with the teachings of all of the above patents, applicant has found that if a body of asphaltic material is introduced into a melter—as a body—it will more readily melt relative to a homogeneous mixture or composite of the same asphaltic material and the same aggregate material. Comparatively speaking, applicant has found that road and/or bridge repair processes based upon throwing a separate and distinct body of asphalt and a distinct body of aggregate into a given melter unit is a better process than throwing a body of thoroughly mixed or otherwise composited asphalt and aggregate into that same melter unit. Assuring that these two distinct materials are in the proper proportions adds to the propriety of the product created by subsequently thoroughly mixing these two ingredients once the asphaltic component is placed in a melted state. Thus, applicant has developed road repair kits that serve to assure that an asphalt ingredient is introduced into a melter as a body that is distinct from an aggregate ingredient body that is also introduced into that same melter unit. In one particularly preferred embodiment of this invention, the distinct body of aggregate material is embedded in a body of asphaltic material. These kits also serve to assure that the proper proportions of these ingredients will be employed.

SUMMARY OF THE INVENTION

[0020] The present invention has a packaging embodiment and a method of use embodiment. The packaging embodiment involves the fact that an overall road or bridge joint repair material/packaging system is comprised of: (1) an asphaltic component that is housed within an outside container, (2) an aggregate component that is housed within the same outside container, (3) an amount of the asphaltic component and an amount of the aggregate component that are each premeasured to give a desired ratio of these two components in a road repair composition or in a bridge joint repair system, and (4) an outside container that houses both the asphaltic component and the aggregate component. Again, in one particularly preferred embodiment of this invention a “distinct” body of asphaltic material encapsulates a distinct body of aggregate material (i.e., the two materials are not homogenously mixed).

[0021] The relative proportions of the asphaltic component to the aggregate component are such that the asphaltic component will constitute from about 18 weight percent to about 90 weight percent of the asphaltic component/aggregate component combination. Conversely, the aggregate component will constitute from about 10 weight percent to about 82 weight percent of the asphaltic component/aggregate component combination. The weight of the packaging material itself is not considered in the above presentation. Generally speaking however, the packing material will weight from about 1 to about 5 percent of the weight of the asphaltic component/aggregate component combination.

[0022] In some of the more preferred embodiments of this invention the asphaltic component will be comprised of an asphaltic material and an additive material. The asphaltic material will constitute from about 15 to about 90 weight percent of the asphaltic component. Conversely the additive material will constitute from about 10 weight percent to about 85 weight percent of the asphaltic component. The asphaltic material will be a mixture of bitumens, especially those obtained as the residue product of petroleum refining operations. Generally speaking such bitumens are mixtures of paraffinic and aromatic hydrocarbons and various heterocyclic compounds containing sulfur, nitrogen and oxygen. The additive material(s) will generally be synthetic elastomers, polymers, antioxidants, modifiers and/or reinforcing agents. More specifically, these additive materials may be made from fibers, reclaimed tire rubber, polyester, fiber glass, cellulose and/or carbon black. The aggregate component(s) of the asphaltic component/aggregate component combination will generally be comprised particulate materials having average diameters ranging from about 2 millimeters to about 37.5 millimeters. Particularly preferred aggregate components for the practice of this invention will include basalt, granite and/or limestone particles.

[0023] Again, in one of the most particularly preferred embodiments of this invention, the aggregate component will be at least one separate and distinct body of aggregate material located substantially within at least one body of the asphaltic component in the manner generally depicted in FIG. 1. That is to say that such an aggregate component is not uniformly or homogeneously mixed into the asphaltic component, but rather is preferably placed in a container (bag, box, etc.) which is then at least partially surrounded by the asphaltic material. The asphaltic material can be particulate in nature, or it can be a unitary mass formed by at least partially immersing the aggregate material in a liquid form (molten) of the asphaltic material and then allowing the asphaltic material to cool and solidify around the body aggregate material (and its container). In yet another particularly preferred embodiment of this invention, the road or bridge joint repair material/package systems will be comprised of a bag of aggregated material that is located in an overall container bag (that contains both the aggregate component and the asphaltic component) which, in turn, is located in an outside container.

[0024] In other less preferred, but still operative, embodiments of this invention, the asphaltic component and the aggregate component are each respectively contained in an overall container bag made of a meltable polymeric material. That is to say that the asphaltic component need not be contained in a container bag that also contains a bag of aggregate material. In the case where the asphaltic material is in the physical form of pellets or particles rather than in the form of a block, it is preferred that said pellets be contained in their own separate and distinct container and/or in the overall container bag. In still another preferred embodiment of this invention, a first inner container for the asphaltic aggregate component and a second inner container for the aggregate component each will be bag-like containers while the outer, overall container is a box-like container. In still other preferred embodiments of this invention, the first and second inner containers will be made of a consumable plastic material (i.e., a plastic material capable of being melted under those temperatures capable of melting asphaltic materials). The first and second inner containers (e.g., plastic bags) contained in the outer container (box-like container) are simply thrown into a melter unit while residing in their respective consumable bags. Thus, the “proper” amounts of asphalt and aggregate are delivered to the jobsite melter unit. Hence, job-site measuring mistakes concerning the relative amounts of the two ingredients are far less likely to occur. In yet another preferred embodiment of this invention, the outside container also will be made of a consumable plastic material as well. In other embodiments, however, the outer container (e.g., one made of cardboard) is opened, and thereafter disposed of as trash rather than being placed in a melter unit. In all such embodiments of the hereindescribed invention, however, the body of asphaltic material in the overall container has more of an opportunity to at least partially melt before it is thoroughly mixed with the aggregate material with which the asphaltic material is subsequently mixed (e.g., mixed by a stirring action provided by a jobsite melter unit).

[0025] Again, this invention is based in large part upon applicant's finding that if a body of asphaltic material is introduced into a melter, as a distinct body from the aggregate material, the asphaltic material will more readily melt relative to a process wherein a mixture (or other composite) of the same asphaltic material and the same aggregate is introduced in the melter as a more or less homogeneous mixture. Again, comparatively speaking, applicant has found that the process of throwing a bag of asphalt and a bag of aggregate into a given melter is a better process than throwing a bag of thoroughly mixed asphalt and aggregate into that same melter. That is to say that applicant has found that under field conditions an asphaltic component is melted faster and with less heat consumption (and hence less expense) if it is not mixed with the aggregate, relative to the time and heat consumption required to heat a completely blended mixture of particles of an asphaltic material and particles of an aggregate material. This is the case whether the mixture is comprised of distinct particles of asphaltic materials and distinct particles of aggregate or the mixture is a block of composite material formed by first melting the asphaltic material and then mixing aggregate materials into the melted asphaltic material and then letting the resulting mixture solidify into a composite, monolithic, body. Based upon these findings, applicant has developed a packaging system (a “kit”) that assures that the asphaltic ingredient is introduced into the melter as a substantially unified body (i.e., not homogenously mixed with an aggregate ingredient) and such that the desired asphaltic material/aggregate material ratios are employed.

BRIEF DESCRIPTION OF THE DRAWINGS

[0026] FIG. 1 is a cut away side view of an embodiment of this invention wherein a body of aggregate material is embedded in a body of asphaltic material.

[0027] FIG. 2 is a perspective view of an embodiment of this invention wherein an inner container of asphaltic material and an inner container of aggregate material are placed in an outer container.

[0028] FIG. 3 is a perspective view of an embodiment of this invention wherein a block of asphaltic material and a container of aggregate material are placed in an outer container.

[0029] FIG. 4 is a perspective view of an embodiment of this invention wherein an outside container is comprised of a first inner container (containing an asphaltic material) and a second inner container (containing an aggregate material) and a container dividing device.

[0030] FIG. 5 is a perspective view of an embodiment of this invention wherein an outside container is comprised of two containers of asphaltic material and two containers of aggregate material and further provided with container dividing devices.

[0031] FIG. 6 is a perspective view of an embodiment of this invention wherein an outside container is comprised of two separate inner containers that each are provided with a lid.

DETAILED DESCRIPTION OF THE INVENTION

[0032] FIG. 1 depicts a particularly preferred embodiment of this invention wherein a container/ingredient system 1 for applicant's road surface repair kit or bridge joint repair kit is placed in a first or outside container 2 (e.g., a cardboard box, plastic box, etc.) having one or more lid flaps 3, 4, etc. In this embodiment, the first or outside container 2 generally serves to contain a second or inner container 5. This second container 5 is most preferably in the form of a bag made of a meltable polymeric material. That is to say that the second container is capable of being melted under those conditions that will melt an asphaltic material contained in said second container. This second container holds a body of asphaltic material 6 that can be in a block form such as that depicted in FIG. 1 or in the form of a bag of granular material. Regardless of its physical form, the body of asphaltic material 6 will preferably at least partially encapsulates a third container 7. This third container 7 contains a measured portion of an aggregate material 8. The third container also is most preferably in the form of a bag made of a meltable polymeric material. If the outside container 2 is itself made of a meltable polymeric material, the entire outside container 2 and its contents can be thrown into a jobsite melter unit when road or bridge repairs are to be made. If the outside container is made of cardboard or some other nonmeltable material, the second or inner container 5 is removed from the outside container 2 and placed in the melter unit and the outside container disposed of as trash.

[0033] FIG. 2 depicts an embodiment of this invention wherein a container system 10 for applicant's road surface repair and/or bridge joint repair kit. The system 10 is comprised of an outer container 12, a first inner container 14 for holding a measured amount of asphaltic material and a second inner container 16 for holding a measured amount of an aggregate material. The top 18 of the container 12 is preferably provided with a lid (not shown) and handles 20 for lifting the outer container 12 by hand. The first container 14 can likewise be provided with one or more handle(s) 22. Similarly, the second container 16 can be provided with one or more handle(s) 24. In a particularly preferred embodiment of this invention, the first inner container 14 (and its handles 22, if any), the second inner container 16 (and its handles 24, if any) and/or the outer container 12 all will be made of meltable polymeric materials. Preferably such materials will preferably melt at road repair melter unit operating temperatures (e.g., above about 150° F. and up to about 400° F.).

[0034] Since, these containers 12, 14 and 16 are likely to be lifted and otherwise handled by workers at a jobsite, their weight should be suitable for such lifting and handling by such workers. For example, applicant prefers the outside container 12 and its contents (e.g., first container 14 and its asphaltic contents and second container 16 and its aggregate contents) be less than about 60 pounds. Systems weighing between about 30 and 50 pounds are even more preferred. Generally speaking the asphaltic component of applicant's overall system will represent from about 18 weight percent to about 90 weight percent of the overall system 10. The aggregate component of the overall system will generally range from about 82 to about 10 weight percent of a system.

[0035] FIG. 3 depicts an alternative embodiment of this invention wherein an asphaltic component of the system 10′ is a single block of asphaltic material 14′. Such a block 14′ may be provided with handles 22′ to facilitate manual lifting thereof. Such a block 14′ may be (but need not) be covered by a layer of sheet-like packaging material. Here again, in some of the more preferred embodiments of this invention, such a layer of sheet-like packaging will be meltable under the melter unit heat conditions used to create the final form of the road surface, or bridge connector, repair composition. The outer container 12(W) shown in FIG. 3 is shown provided with another handle system 20′ that is preferably made of a meltable polymeric material. However, in those cases where the outer container 12(W) is made of a non-meltable material (e.g., cardboard) that is to be disposed of as trash (rather than melted in the melter unit) the handles can be made of non-meltable materials.

[0036] FIG. 4 depicts a container system wherein an outside container 12(X) is comprised of two components 12(A) and 12(B) comprise a single unit for purposes of shipping and handling. That is to say the two components 12(A) and 12(B) are joined together as a unit. The first component 12(A) can, for example, contain an asphaltic component (not otherwise shown) while the second component 12(B) contains an aggregate component (otherwise not shown). The two components 12(A) and 12(B) are shown joined at an interface plane 12(5), 12(6), 12(7) and 12(8). That is to say that the right side of the 12(A) component abuts against (and is joined with) the left side of the 12(B) component. The container 12 is preferably provided with a separation device such lines of perforation 12(5) to 12(6), 12(6) to 12(7), 12(7) to 12(B) and 12(8) to 12(5). In another embodiment of this packaging system, the interface between the right side of the 12(A) component and the left side of the 12(B) component are affixed to each other by a layer of glue which is such that the two components 12(A) and 12(B) can be separated from each other at a job site, so that an asphaltic component contained in component 12(A), can be placed in a melter unit independent of an aggregate material contained in component 12(B). In some of the more preferred embodiments of this invention, both a container for components 12(A) and 12(B) will be made of a meltable material.

[0037] FIG. 5 depicts a container system wherein an outside container 12(Y) is comprised of two first components 12(A)′ and 12(B)′ and two second components 12(C′) and 12(D′). Together all four of these components comprise a single unit for purposes of shipping and handling. The first two components 12(A)′ and 12(B)′ can, for example, contain an asphaltic component (not otherwise shown) while the second two components 12(C)′ and 12(D)′ contain an aggregate component (otherwise not shown). In FIG. 5 components 12(A)′ and 12(B)′ are shown joined at an interface plane 12(5), 12(6), 12(7) and 12(8). That is to say that the right side of the 12(A)′ component abuts against (and is joined with) the left side of the 12(B)′ component. Similarly components 12(B)′ and 12(C)′ are joined at interface 12(9), 12(10), 12(11) and 12(12) while components 12(C)′ and 12(D)′ are joined at interface 12(13), 12(14), 12(15) and 12(16). The outside container is preferably provided with a separation device at each of these interfaces so that the asphaltic components those e.g., contained in container component 12(A)′ and 12(B)′, can be placed in a melter unit independent of the aggregate material contained in components 12(C)′ and 12(D)′.

[0038] FIG. 6 depicts an embodiment of this invention wherein an outside container 12(Z) is comprised of two separate inner containers 12(A)″ and 12(B)″. In effect the outside container 12(Z) defines two separate and distinct void spaces 26 and 28 that are each provided with respective lids 30 and 32. In the embodiment shown in FIG. 6, a block of asphaltic material 14″ (having a handle indentation 22″) is shown being removed from void space 26. Thus, this block of asphaltic material 14″ can be separately removed from the outside container 12(Z) and placed in a melter unit. Thereafter, the aggregate contents of the second void space 12(B)″ can be put into the melter. If the outer container 12(Z) were made of a meltable material, the entire container and its contents (contained in void spaces 26 and 28) could be placed in a melter unit. If the outer container 12(Z) is made of a non-meltable material, the lid 32 for the 12(B)″ side of the container 12(Z) could be opened and its aggregate contents emptied into a melter. In this case these aggregate ingredients could be in a loose form in the 12(B)″ inner container or they could be in another container such as a meltable bag or box.

[0039] A particularly preferred packaging or kit system of this patent disclosure comprises (1) an outer container made from a meltable and hence “consumable” composition comprising an asphaltic material and at least one polymer, and wherein said outer container has a structure comprising a first box-like component that contains an asphaltic material, a second box-like container that contains an aggregate material and a container breakage device such as indentations, notches, perforations or break channels extending around a parameter of the outer container so that the breakage device can serve to divide the outer container into two or more portions. Such a consumable asphalt-polymer composition is preferably made by injection-molding. The outer container end walls may also include horizontal handhold portions.

[0040] Preferably, any meltable outer containers used in the practice of this invention will be comprised of asphalt/polymer compositions comprising, by weight, from about 50% to about 80% of an asphalt material and from about 20% to about 50% of a polymer material. In general, the polymer material used in such asphalt/polymer compositions can be any polymer or mixture of polymers that is compatible with the asphalt component thereof and enables the outer container to have the desired physical properties (e.g., mechanical strength and meltability). Exemplary polymers that may be used as a component of the polymer material used as a component of such asphalt/polymer compositions will include (but not be limited to) polymers selected from the group consisting of propylene, ethylene-propylene copolymers, and butylene copolymers. Copolymers of acrylates and methacrylates, such as butyl, propyl, ethyl, or methyl acrylate or methacrylate copolymerized with ethylene, propylene, or butylenes, can be used as well. One or more filler, modifier and/or reinforcing materials such as crushed stone, glass and other synthetic fibers, talc, calcium carbonate, silica or reclaimed materials also can be added to such asphalt/polymer compositions in concentrations of 0 to 15 weight percent of the overall asphalt/polymer/filler/modifier system.

[0041] A consumable (i.e., meltable) outer container for applicant's road or bridge joint repair systems preferably have walls with a thickness of about 0.25 inches, and may be formed by a process such as rotoforming, thermoforming, or injection molding. A given polymer material and/or another ingredient may advantageously enhance the properties of the asphaltic material for paving purposes, such as high-temperature performance as measured by, e.g., the Federal Highway Association's pending Strategic Highway Research Program (SHRP) specification, when the materials comprising the system is melted. Exemplary polymers for improving asphalt paving properties are ethylene vinyl acetate, ethylene-malic anhydride copolymers and polypropylene. The composition of the outer containers also may optionally include one or more fillers, such as organic or inorganic fibers.

EXAMPLE I

[0042] A road repair composition for the practice of this invention would be comprised of (1) from about 18 to about 90 weight percent (wt. %) asphaltic material, (2) from about 2 to 24 wt. % synthetic elastomers and/or polymers and (3) from about 5 to 50 weight synthetic and naturally occurring modifier materials such as clays (e.g., kalinite), diatomaceous earth, calcium carbonate and fiber may be part of the system. Relatively small amounts (e.g., 5-10 wt. %) antioxidants such as carbon black-sulfur also may be employed. A preferred specification relating to the physical properties of the binder portion of such a composition (and the ASTM test method used to test that property) are given in Table I. 1 TABLE I Property Test Method Typical Specification Cone Pen @ 25 C. ASTM D-5329 90 Maximum Resilience @25 C. ASTM D-5329 25% Minimum Softening Point ASTM D-36 175 Deg. F. Minimum Flow @ 60 C ASTM D-5329 3 MM Maximum Curing Time Moving Traffic 30 Minutes Maximum

EXAMPLE II

[0043] Another typical asphaltic material for a road repair composition would be comprised of about (1) 30 to about 70 weight percent (wt. %) asphaltic material, (2) from about 2 to about 18 wt. % synthetic elastomers or polymers and (3) from about 6 to about 40 wt. % percent modifiers and antioxidants. The physical properties and specifications relating to the binder portion of this composition (and the ASTM test for that property) are given in the following Table II. 2 TABLE II Property Test Method Typical Specification Cone Pen @ 50 C. ASTM D-5329 90 Maximum Flow @ 70 C. ASTM D-5329 5 MM Maximum Softening Point ASTM D-5329 180 Deg. F. Minimum

[0044] A preferred bridge joint repair composition would be comprised of: (1) 40-70 weight percent asphaltic material, (2) 3-20 weight percent polymers or elastomers and (3) 10-20 weight percent synthetic or natural occurring modifiers. The remainder of the system would be an aggregate material that comprised from about 15 to about 75 percent of the overall aggregate/asphaltic material system. A typical specification relating to the physical properties of the binder portion (and ASTM test methods) of such a bridge joint repair composition are given in the following Table III: 3 TABLE III Property Test Method Typical Specification Penetration @ 25 C. ASTM D-5329 90 Maximum Flow @ 60 C. ASTM D-5329 3 MM Maximum Softening Point ASTM D-36 180 Deg. F. Minimum Resilience ASTM D-5329 30 Minimum

[0045] Although the preceding disclosure sets forth a number of embodiments of the present invention, those skilled in this art will well appreciate that other arrangements or embodiments, not precisely set forth in the specifications of this patent disclosure, could be practiced under the teachings of the present invention. Therefore, the scope of this invention should only be limited by the scope of the following claims.

Claims

1. A road surface repair kit comprising:

(1) a premeasured amount of an asphaltic component that is housed within an outside container,

(2) a premeasured amount of an aggregate component that is housed within the same outside container,

(3) an outside container that houses both the asphaltic component and the aggregate component.

2. The road surface repair kit of claim 1 wherein the aggregate component is at least partially embedded in the asphaltic component.

3. The road surface repair kit of claim 1 wherein a first inner container contains a premeasured amount of the asphaltic material in a separate and distinct second inner container.

4. The road surface repair kit of claim 1 wherein a second inner container contains a premeasured amount of the aggregate material in a separate and distinct second inner container.

5. The road surface repair kit of claim 1 wherein the outer container is made of a meltable material.

6. A bridge joint repair kit comprising:

(1) a premeasured amount of asphaltic component that is housed within an outside container,

(2) a premeasured amount of an aggregate component that is housed within the same outside container,

(3) an outside container that houses both the asphaltic component and the aggregate component.

7. The bridge joint repair kit of claim 6 wherein the aggregate component is at least partially embedded in the asphaltic component.

8. The bridge joint repair kit of claim 6 wherein a first inner container contains a premeasured amount of the asphaltic material in a separate and distinct second inner container.

9. The bridge joint repair kit of claim 6 wherein a second inner container contains a premeasured amount of the aggregate material in a separate and distinct second inner container.

10. The bridge joint repair kit of claim 6 wherein the outer container is made of a meltable material.

11. A road surface repair kit comprising:

(1) an outer container that further comprises a first inner container and a second inner container;

(2) a first inner container for containing a premeasured amount of an asphaltic material; and

(3) a second inner container for containing a premeasured amount of an aggregate material.

12. The road surface repair kit of claim 11 wherein the first inner container contains a premeasured amount of the asphaltic material in a separate and distinct second inner container.

13. The road surface repair kit of claim 11 wherein the second inner container contains a premeasured amount of the aggregate material in a separate and distinct second inner container.

14. The road surface repair kit of claim 11 wherein the outer container is made of a meltable material.

15. A bridge joint repair kit comprising:

(1) an outer container for containing a first inner container and a second container;

(2) a first inner container for containing a premeasured amount of an asphaltic material; and

(3) a second inner container for containing a premeasured amount of an aggregate material.

16. The bridge joint repair kit of claim 15 wherein the first inner container contains a premeasured amount of the asphaltic material in a separate and distinct second inner container.

17. The bridge joint repair kit of claim 15 wherein the second inner container contains a premeasured amount of the aggregate material in a separate and distinct second inner container.

18. The bridge joint repair kit of claim 15 wherein the outer container is made of a meltable material.

19. A road surface repair kit comprising:

(1) an outer container for containing at least two first inner containers and at least two second inner containers;

(2) at least two first inner containers each containing a premeasured amount of an asphaltic material; and

(3) at least two second inner containers each containing a premeasured amount of an aggregate material.

20. The road surface repair kit of claim 19 wherein the first inner container is made of a meltable material.

21. The road surface repair kit of claim 19 wherein the second inner container is made of a meltable material.

22. The road surface repair kit of claim 19 wherein the outer container is made of a meltable material.

23. A bridge joint repair kit comprising:

(1) an outer container for containing at least two first inner containers and at least two second inner containers;

(2) at least two first inner containers each containing a premeasured amount of an asphaltic material; and

(3) at least two second inner containers each containing a premeasured amount of an aggregate material.

24. The bridge joint repair kit of claim 23 wherein the first inner container is made of a meltable material.

25. The bridge joint repair kit of claim 23 wherein the second inner container is made of a meltable material.

26. The bridge joint repair kit of claim 23 wherein the outer container is made of a meltable material.

27. A road surface repair kit comprising:

(1) an outer container having a first inner container and a second inner container and wherein the first inner container has a lid that is separate and distinct from a lid that covers the second container;

(2) a first inner container for containing a premeasured amount of an asphaltic material; and

(3) a second inner container for containing a premeasured amount of an aggregate material.

28. The road surface repair kit of claim 27 wherein the first inner container is made of a meltable material.

29. The road surface repair kit of claim 27 wherein the second inner container is made of a meltable material.

30. The road surface repair kit of claim 27 wherein the outer container is made of a meltable material.

31. A bridge joint repair kit comprising:

(1) an outer container having a first inner container and a second inner container and wherein the first inner container has a lid that is separate and distinct from a lid that covers the second container;

(2) a first inner container for containing a premeasured amount of an asphaltic material; and

(3) a second inner container for containing a premeasured amount of an aggregate material.

32. The road surface repair kit of claim 31 wherein the first inner container is made of a meltable material.

33. The road surface repair kit of claim 31 wherein the second inner container is made of a meltable material.

34. The road surface repair kit of claim 31 wherein the outer container is made of a meltable material.