剛性鋪面對於重載交通具有較佳的耐受力，在建造的過程中，只要能維持良好的施工品質控管，剛性鋪面將可展現使用壽年長、養護維修成本低等特性。
國內每年花在剛性鋪面的維修經費極多，但維修後發生再破壞的現象層卻出不窮，並造成主管人員極大之困擾。但持平而論，國內早期建造完工之剛性鋪面多已接近使用大限，應予全面翻修或進行加鋪作業來恢復鋪面之服務水準；但對於其他完工年代較晚、仍具使用壽命且結構尚屬健全之剛性鋪面而言，及時、適當的對於初期的破損進行部分深維修，不僅可以防止破損加大、加劇，亦可減少日後維修的支出與延長鋪面使用的年限。
本研究對於維修材料之基本性質、維修材料與混凝土之間的黏結相容性、耐久特性進行試驗，並透過有限元素法對於維修斷面的形狀、尺寸處理與維修材料之搭配進行分析。為了研發新式補強工法，並將之應用於部分深維修中，本研究亦對於植筋基本參數進行試驗，並透過有限元素法對於新工法之施做模式與成效進行模擬。同時，本研究選擇泰山收費站剛性鋪面路段進行現地維修試做，讓新研發之維修工法經歷現場之長期考驗。
由研究結果可知，水泥系材料與混凝土之間具有較佳的相容性，亦可使維修區域內的應力維持在相對較小的狀態；而特殊（聚合物系）維修材料較不適宜使用在溫度變化較為明顯的區域。由植筋試驗亦可得知，當植筋深度達到8㎝時，其抗拉拔成效已幾乎不會受到外界循環的影響而造成折減。針對角隅維修斷面而言，方形維修斷面不適合與環氧樹脂搭配進行維修，且對於較小的破損可採用三角形或球形的斷面。對於邊緣破損而言，維修斷面之寬度建議維持在10～15㎝之間，斷面之長/寬比值則盡可能保持在2以下。
本研究亦將相關之文獻與規範整理成「剛性鋪面部分深維修工程施工手冊」，並將新研發之維修工法撰寫成「剛性鋪面部分深破損之植筋補強工法設計圖說」，期能提供日後研究的參考，並對於維修實務人員有所助益。

Under excellent quality control during construction period, concrete pavement will have higher capacity for traffic load, lower maintenance cost, and longer service life.
Although considerable expenses spent to maintain the concrete pavement, many repaired cases repeatedly failed. Thus, concrete pavement rehabilitation becomes a difficult task for engineers. Regarding the concrete pavements constructed during early stage, it is nearly out of their service life and should be fully replaced or completely overlaid by topping material. Nonetheless, for other pavements which are still having sound structures, properly perform partial-depth repair for dealing with the initial failures will not only prevent the damage area from expansion, but also reduce the cost from further rehabilitation in the future and extend the service life of the pavement.
The tests for basic engineering properties of repair materials, the evaluation of bonding compatibility of repairing interface between repair materials and original concrete were presented in this study. In addition, 3D finite element models studied how the changes of shape and size of repair area influence the stress distributions on the repaired interface when applying various repair materials. To develop a reinforced repairing method for enhancing the performance of partial-depth repair for corner and side damages of concrete pavement, this investigation also studied the fundamental parameters influencing the performance for anchorage, and simulated the behavior of the repairs conducted by reinforced repairing method. Furthermore, a field practice was conducted in Taishan section of national highway no. 1 to proof the feasibility of the reinforced repairing method.
The results indicate that the cement based materials offered better compatibility with original concrete than the resin based materials, and the stresses in the repaired area were relatively lower when using the cement based materials as repair materials. Besides, resin based repair materials were not suitable for the areas with significant changes in temperature. The durability tests also reveal that the fastening performance of the anchor was not affected by the cycling when the depth of anchor embedment reached 8 cm. For corner damages, epoxy mortar is not suitable in square repair areas; moreover, triangular or spherical repair areas are recommended for small repairs. For edge damages, width of repair area should maintain 10~15 cm, and the length/width ratio of the repair area should possibly approach 2.
Finally, the results of lab tests, the technique reports, the published papers and the airport maintenance specifications were summarized to compose “Guidelines for conducting partial-depth repair in concrete pavement” and “Illustrations of procedures for performing reinforced repairing method in partial-depth repairs of concrete pavement” to improve the effectiveness of concrete pavement rehabilitation.

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