V

IRC:SP:83-2008

GUIDELINES

FOR
MAINTENANCE, REPAIR AND REHABILITATION
OF

CEMENT CONCRETE PAVEMENTS

INDIAN ROADS CONGRESS

2008

Digitized by tine Internet Archive

in

2014

https://arcliive.org/details/govlawircy2008sp83

IRC:SP:83-2008

GUIDELINES

FOR
MAINTENANCE, REPAIR AND REHABILITATION
OF CEMENT CONCRETE PAVEMENTS

Published by

INDIAN ROADS CONGRESS

Kama Koti Marg,
Sector

6,

R.K. Puram,

NewDelhi-

110 022

2008

Price Rs. 600.00

(plus

packing

&

postage)

IRC:SP:83-2008

First

Published November, 2008

:

Reprinted

Reprinted

June, 2009
July,

2011

(All Rights Reserved,

no part of this publication

shall

be reproduced,

means without
Roads Congress)

or transmitted in any form or by any

the permission of Indian

Printed at Aravali Printers

& Publishers Pvt. Ltd. New Delhi - 20

(500 copies)

IRC:SP:83-2008

CONTENTS
Page No.
Personnel of the Highways Specifications

& Standards Committee

(i)

Foreword

(iii)

1.

hitroduction

2.

Definitions

3.

Types and Causes of Defects

13

4.

Assessing Maintenance Needs

25

5.

Methods

6.

Crack Sealing and Joint Resealing

57

7.

Crack Stitching (Cross-Stitching)

67

8.

Partial

9.

Full

10.

Slab Stabihsation

84

1 1

Special Techniques for Rehabilitation of Rigid Pavements

87

Pavements

for Repairing Concrete

46

Depth Repair

70

Depth Repair

79

12.

Repair Materials

100

13.

Tools and Plant

109

14.

Planning the Maintenance Operations

112

15.

Arrangements

118

for Traffic

and Safety

Appendix A

List

Appendix B

Concrete

Appendix C

Photographs Illustrating

of References

119

Mix Characteristics for EOT Projects

Common Types of Defects

122
1

24

and Suggested Typical Repair Techniques as per the

Distress Severity

Appendix D

Treatment and Upgrading of Eroded Soft Earthen

133

Shoulders

Appendix E

Details

ofMu-Meter& British Pendulum Tester

137

IRC:SP:83-2008

PERSONNEL OF THE HIGHWAYS SPECIFICATIONS

AND STANDARDS COMMITTEE
(28" March, 2008)

1.

Sinha, V.K.

Addl. Director General, Ministry of Shipping,

(Convenor)

Transport
'i

2.

3.

&

Road

Highways (MoSRT&H)/

Secretary General,

IRC

Singh, Nirmalj it

Member

(Co-Convenor)

of India (NHAI),

Sharma Arun Kumar

(Member- Secretary)

Chief Engineer (R) S&R,

New Delhi

(Tech.), National

New

Highways Authority

Delhi

MoSRT&H

Members
4.

Ahluwalia, H.S

Chief Engineer,

MoSRT&H, New

Delhi

5.

Bahadur, A.R

Chief Engineer,

MoSRT&H, New

Delhi

6.

Basu, S.B.

Chief Engineer,

MoSRT&H, New

Delhi

7.

Chandrasekhar, Dr. B.P.

Director (Tech.), National Rural

Road Development

Agency (NRRDA), New Delhi

8.

Datta,

RK.

Executive Director, Consulting Engg. Services(l)

Pvt. Ltd.,

New

Delhi

MSRDC, Mumbai

9.

Deshpande, D.B.

Vice-President,

10.

Dhingra, Dr. S.L.

Professor, Transportation System, IIT

a.

Gupta, D.R

DG (RD) (Retd.), MoSRT&H, New Delhi

12.

Gupta, K.K.

Chief Engineer (Retd.), Haryana

13.

Jain, N.S.

Chief Engineer

14.

Jain,

15.

Jain, Dr. S.S.

R.K.

Professor

PWD

MoSRT&H, New

Chief Engineer (Retd.) Haryana

Mumbai

Delhi

PWD,

Sonepat

& Coordinator, Centre of Transportation

Engg., IIT Roorkee, Roorkee

& Associate, New Delhi

16.

Kadiyali, Dr. L.R.

Chief Executive, L.R. Kadiyali

17.

Kandaswamy, C.

Chief Engineer,

18.

Krishna, Prabhat

Chief Engineer (Retd.),

19.

Kukreti, B.P.

Chief General, Manager, NHAI,

20.

Kumar, Anil

Chief Engineer, (Retd.),

(i)

MoSRT&H, New

Delhi

MoSRT&H, New

New

RCD, Ranchi

Delhi

Delhi

IRC:SP:83-2008

MoSRT&H, New

Kumar, Kamlesh

Chief Engineer,

22.

Liansanga

Engineer-in-Chief

23.

Mina, H.L.

Secretary to the Govt, of Rajasthan,

24.

Mo mill,

Member, Maharashtra Public Service Commission, Mumbai

25.

Nanda, Dr.

26.

Rathore, S.S.

21

S.S.
P.

K.

Director, Central

Delhi

& Secretary, PWD Mizoram, Aizwal

Road Research

PWD,

Institute,

Jaipur

New

Delhi

Principal Secretary (Water Resource) to the Govt, of

Gurjarat, Gandhinagar

Vice President,

NMSEZ

27.

Reddy, Dr. T.S.

Sr.

28.

Sachdev, V.K.

Chief Engineer (Retd.),

29.

Sastry,

G.V.N.

Pvt. Ltd.,

Mumbai

MoSRT&H, New

Delhi

Engineer-in-Chief (R&B), Andhra Pradesh

PWD,

Secunderabad

DG (RD) & AS, MoRT&H (Retd.), New Delhi

30.

Sharma, S.C.

31.

Sharma, Dr.

32.

Shukla, R.S.

Ex-Scientist, Central

33.

Smha,A.V.

Chief General Manager, NHAI,

34.

Srivastava, H. K.

Director (Projects),

35.

Velayudhan, T.R

Addl.

V.M

Consultant,

AIMIL, New Delhi

DGBR,

Ex-Officio

IRC

1.

President,

2.

Director General

Road Research

Institue,

New

NRRDA, New

New

Delhi

Delhi

Delhi

Directorate General Border Road,

New

Delhi

Members

(Mina, H.L.)
(Sharan, G.),

MoSRT&H, New Delhi

(Road Development)
3..

Secretary General

(Sinha, V.K.), Indian

Roads Congress

Corresponding Members
1.

Borge,V.B.

(Past-President, IRC), Secretary (Roads),

Maharashtra
2.

Justo, C.E.G. Dr.

3.

Khattar,

4.

Merani, N.V.

M.D.

PWD, Mumbai

Emeritus Fellow, Banglore University, Banglore

Executive Director, Hindustan Construction Co. Ltd.,
Principal Secretary, Maharashtra

Mumbai

PWD (Retd.), Mumbai

IRC:SP:83-2008

GUIDELINES FOR
MAINTENANCE, REPAIR AND REHABILITATION

OF CEMENT CONCRETE PAVEMENTS

FOREWORD
The Rigid Pavement (H-3 ) Committee of tlie IRC was reconstituted

in January,

2006 with

the following personnel

Convenor
Co-Convenor

Sinha, V.K.
Jain,

R.K.

......

Kumar, Satander

Member-Secretary

Members
Basu, S.B.

Kumar, Pushp

ChahalH.S.

Pandey, Dr. B.B.

Chaudhary, S.K.

Phull.Y.R.

Gautam, Ashutosh

Prasad,

Gautam, Sadashiv

Rajawat, V.K.

Gupta, Akhil
Jain,

Kumar

Bageshwar

Seehra,Dr. S.S.

A. K.

Sharan, G.

JaimM.K.

Sharma, R.N.

Kadiyali, Dr. L.R.

Singh, Prabhash

Kamat, S.V.
Kumar, Ashok

Singh,

R.R
Wason, R.C.
Ex-officio

President,

Members

IRC

(Mina, H.L.)

Director General (RD)

Secretary General,

(Sharan, G.)

IRC

(Sinha, V.K.)

Corresponding Members
Justo, Dr. C.E.G.

Reddy,B.B.

Ram, B.N.

Shroff, A.

Reddi, S.A.

Thombare, Vishal

The Rigid Pavement (H-3) Committee during its

the urgent need to bring out guidelines

large scale

there

is

meeting held on 9"' May, 2006, expressed

on maintenance and repair of rigid pavements

ongoing construction of rigid pavements in the country.

It

was

in

view of the

felt that, at

present,

no comprehensive guideline to tackle the emerging repair problems of cement concrete

(iii)

IRC:SP:83-2008

pavements

in the country.

It

was

further feh that the existing

IRC Codes have become outdated in

amalgamated with the proposed Guidelines. Mr.

Noel Boniface (Team Leader, (Meinhardt (Singapore) Pte Ltd. Package III A & III C, Allahabad)
and Mr. Ashutosh Gautam, General Manager (Technical), NHAI and Project Director, PIU, Kanpur,
Package II A, II B and II C were entrusted with the responsibility of preparing the initial draft,
based on their experience in constructing and repairing of the World Bank funded National Highways
Development Project (NHDP) on NH-2. The main essence of this docujnent evolves around the 5
level distress systems given in Table 4,4 and 4.5 which have been adopted from various maintenance
reporting systems used by road and airport pavement maintenance agencies around the world.
the present day context and need to be suitably

meeting held on

8"'

October,

Sub-Group comprising following members

to

examine

This draft was discussed by Rigid Pavement Committee in

2007 wherein it was decided to

the draft

constitute a

its 5"'

and to suggest modifications and improvements:

V.K. Sinha

R.K. Jain

Noel Boniface (Special

Ashutosh Gautam
Satander

Kumar

Invitee)
-

'

The personnel of Sub-group worked on the document and the modified draft document
was discussed at length during the 6* meeting of Rigid Pavement Committee held on 19"' January,
2008. In view of the comments received from members during the meeting, the draft document
was further modified by Shri V.K. Sinha, Secretary General, IRC & Convenor, H-3 Committee
and Shri R.K. Jain, Co-Convenor, H-3 Committee after consulting International literature and
some members of the Committee to ensure that the document became comprehensive. The finalized
draft document was approved by the H-3 Committee in its 7"' meeting held on 24"' March, 2008.
The modified draft document was, thereafter, placed before the Highways Specifications and
Standards (HSS) Committee oir28* March, 2008 and the same was approved by the HSS
Committee subject to incorporation of comments of the micmbers of HSS Committee. The revised
draft document incorporating the comments of the HSS Committee, was presented by Shri V.K.
Sinha along with S/Shii R.K. Jain, Ashutosh Gautam and Satander Kumar before the 185"' Council
Meeting held on 11"' April. 2008 at Aizawl (Mizoram). The draft document, after detailed
discussions, was approved by the Council for printing as one of the Special Publications of IRC.
For preparing

this

document,

BIS, H.S. Milden Hall and

GSD

literature

published by organizations like

FHWA, NCHP,

Northcott has been consulted. Indian Roads Congress

acknowledges with thanks. The kind permission given by American Concrete Pavement Association

(ACPA)

to

use some of their Figures and Tables in the text of this document. These adaptations,

wherever used have been appropriately

literature has

referred.

The IRC

also thanks other organizations,

whose

been referred for bringing out this document. The IRC committee also acknowledges

Madan of M/s IRC ON and the hard work done by the Members
of the sub-group and the IRC Secretariat in bringing out this document in its present shape.

the help rendered by Shri Rajesh

(iv)

IRC:SP:83-2008

1.

INTRODUCTION

Concrete Pavements also known as Rigid Pavements have a relatively long service
provided these are properly designed, constructed and maintained. With mega projects like
1.1.

life,

National Highway Development Project

(NHDP) and Pradhan Mantri Gram Sadak Yojana

(PMGSY) the pace of concrete pavement construction has increased recently. This is, because
concrete pavements are known to perform better with minimum maintenance. The concrete
pavements can serve upto

Load

transfer

its

design service

life

and even beyond,

if timely repairs are

mechanism of the concrete pavement is through beam

undertaken.

action and accordingly the

concrete pavements are expected to perform relatively better than flexible pavements on

weak

sub-grades, as these can bridge small soft or settled areas of sub-grades. Design of concrete

pavements

is

1 .2.

due to

its

fundamentally governed by the flexural strength instead of compressive strength.

Concrete as a material for pavements gets

flexural strength and the

its strength by effectively resisting loads

pavement can gain a further about 1 0% strength over its life.

The design and construction of rigid pavements

IRC

is

covered in the following IRC publications:

- "Standard Specifications and Code of Practice for Construction of Concrete

Roads"

IRC 43 - "Recommended Practice for Tools, Equipment and Appliances for Concrete
:

Pavement Construction"

IRC 44 - "Guidelines for Cement Concrete Mix Design for Pavements"

IRC: 57 - "Recommended Practice for Sealing of joints in Concrete Pavements"

(First

Revision)

IRC: 58 - "Guidelines for the Design of Plain Jointed Rigid Pavements for Highways"

IRC: SP:

IRC SP 76 "Tentative Guidelines for Conventional, Thin and Ultra Tliin Whitetopping"

MoRT&H - "Specifications for Road and Bridge Works (Fourth Revision)"

"Recommendations about Overlays on Cement Concrete Pavements"

References for further information on rigid pavements are shown in Appendix A:

1.3.

The provisions of IRC:77-1979 which deals with "Tentative Guidelines

for Repair

of Concrete Pavements using Synthetic Resins" are already incorporated in these guidelines. IRC:
77-1979, therefore, stands withdrawn.

1.4.

The Figs

1.1 to 1.3 depict

broad arrangements of three main types of concrete

pavement i.e. Jointed Plain Concrete Pavement (JPCP), Jointed Reinforced Concrete Pavement
(JRCP) and Continuously Reinforced Concrete Pavement (CRCP). Fig. 1.4 depicts a typical
cross-section of rigid pavement. These Figures are given to facilitate better appreciation of the
different types of rigid pavements and associated distresses.

IRC:SP:83-2008

4.2 to 5.0

4.2 to 5,0

PLAN
VIEW

Longitudinal Joint

Transverse Joints
(With/without dowels)
Fig. 1.1. Jointed Plain

(with tiebars)

Concrete Pavement (JPCP)

Longitudinal Reinforcement, Discontinued at each

Joint (0.15 to 0.3%) (Deformed Bars)

(Normally not provided)

7.5 to 30.0

PLAN
VIEW

Longitudinal Joint

Transverse Joints
(with dowels)
Fig. 1.2. Jointed Reinforced

(with tiebars)

Concrete Pavement (JRCP)

PLAN
VIEW

fl

f-

,..|..|.(

L
Typical Crack Spacing
(0.9 to 2.5

Continuous Longitudinal
Reinforcement
(Deformed Bars)
(0.65 to 1.2%)

m)
Longitudinal Joint
(with tiebars)

Fig, 1,3. Continuously Reinforced

Concrete Pavement (CRCP)

IRC:SP:83-2008

CROSS-SECTION

DEBONDING/SEPARATION MEMBRANE

LONGITIDINAL JOINT

PQC

SUB-BASE (PLC)

DRAINAGE LAWYER

Camber

not

Shown

SUB-GRADE

EMBANKMENT

Dowel bars across transverse

Fig. 1.4. Rigid

Joints not

shown

for clarity

Pavement Typical Cross-section

The concrete pavement

slab expands with the rise in temperature

and contracts
with fall in temperature. Concrete shrinks as it cures. Concrete slabs accordingly curl and warp
due to the temperature and moisture gradients. This expansion and contraction is resisted by the
mass of the concrete slab. The natural responses due to the above, causes concrete pavement to
1.5.

crack

at fairly regular intervals.

Keeping this

mind, contraction joints are provided

in

at

designed/

designated intervals to take care of the expected cracking. Contraction joints are thus provided to
ensure that cracking in concrete slabs do not take place
joint locations.

It is

presumed

at

other locations except at the contraction

that if contraction joints are properly located, designed

and

constructed, cracks at other locations will nomially not take place. However, uncontrolled (random)

cracks in the concrete pavement do take place at undesignated locations due to various factors
including deficiencies like inappropriate selection of materials, lack of timely and adequate curing,
too delayed/too early sawing of the joints, construction deficiencies etc. Faulting, Scaling, Loss of
texture etc. are other types of distresses

These distresses are mainly due

to

which

are normally encountered in concrete pavements.

improper flinctioning ofjoints, settlement of sub-grade, loosening

of tie bars and improper construction workmanship.

1.6.

Cracks are not uncommon to concrete construction and, therefore, minor shallow

cracks need not be viewed as a serious problem.

that will serve for the design life

Many cracks can be restored easily to a condition

of the pavement, hi some cases, no repair may be required, while

some preventive repairs like reseating, retexturing will be sufficient. Only deep structural
cracks are a matter of serious concern for which repair methods are available. These guidelines
apart from suggesting various repair techniques are also aimed to offset the impression that the
in others

repairs

of the concrete pavements are something impossible and therefore, their construction should

be avoided.

IRC:SP:83-2008

Scope

1.7.

The rate of deterioration of concrete pavement

is comparatively much slower than the flexible pavement. The concrete pavements are therefore
expected to have a longer service life. Fig. 1.5 indicates the typical treatment which may be
considered with the age of pavement. In the case of concrete pavements, some distresses at a few
1.7.1.

All pavements deteriorate with time.

isolated locations, however,

do take place immediately after or during an early stage

If these isolated distresses are rectified well in time, then longer life

after completion.

of the concrete pavement

is

assured without much need of detailed periodic maintenance/rehabilitation. Preservation of concrete

pavements can be broadly classified into three categories

(i)

Concrete Pavement Restoration (CPR) Techniques

Repair and maintenance

operations without any overlay.

(ii)

Rehabilitation

(iii)

Reconstruction

Strengthening involving overlay options.

-

in longer stretches

Undertaken
due

after the

end of service

life

or due to severe distresses

to faulty design/construction.

CPR
o
c
o

Bonded Concrete Overlay

Unbonded Concrete Overlay

Reconstruction

E
>
Si

Min. Acceptable Rating

Age

or Traffic

Maintenance Strategy of Ageing Pavements with level of Deterioration

(Published by permission of the American Concrete Pavement Association,

Fig. 1.5.

Copyright, 2008)

1.7.2.

The

actual treatment required to be given to concrete

pavement will depend on the

deterioration characteristics and also on the extent of deterioration. Fig. 1.5

shows

different

IRC:SP:83-2008

methods that can be applied to arrest further deterioration due to distress and ageing effect. They
range from isolated repairs undertaken by way of Concrete Pavement Restoration (CPR) technique
to overlays and fmaly to reconstruction.
1 .7.3.

With proper design, construction and maintenance, a concrete pavement is expected

of more than 30 years without any significant rehabilitation/reconstruction.

to give a useful service life

Concrete Pavement Repairs/maintenance involves a series of engineering techniques which are

used to repair the isolated areas of distress. Broadly such repairs theoretically do not enhance the
structural capacity

beyond the designed life of a concrete pavement,

do extend the service

effective

and helps

1.7.4.

life

hi reality such repairs, however,

of the pavement. Timely repair by adopting

CPR techniques is quite cost

to avoid costly rehabilitation/reconstruction later on.

There could be

where one or more repair techniques may be required to

In some cases, where more than one repair technique is

situations,

be used together to mitigate distresses.

required to rectify the defects/distresses, these will be executed in a proper sequence to ensure the
effectiveness of such repairs. Repair and maintenance strategies suggested in these guidelines are

basically intended for old pavements. In case of new construction for

period

made

is

which the defect

not yet over, the relevant contractual clauses will prevail notwithstanding the

liability

recommndation

may be referred
may be taken for the

in these guidelines. In case of newly constmcted pavement, these guidelines

subject to the provisions of contractual clauses (Refer Para 5.3). Guidance

preparation of the contract clauses for new construction for which defect liability period

is

not yet

These guidelines address the need for cost effectiveness and consideration of lane closure
problems encountered during the operation phase which should normally occur much after the
construction phase. The present guidelines are primarily focussed on repair/maintenance of the
over.

concrete pavements through

1.8.

CPR techniques.

This document has 15 Chapters dealing with the different aspects of survey,

identification of distresses and repair methodologies. Besides this, there are 5 Appendices.

Appendix-A provides a long list of References of specialist literature which may be referred for
further information. Appendix-B gives typical characteristics of a new concrete type, namely.
Earlier Opening to Traffic (EOT) concrete as adopted in some of the projects in USA. EOT
concrete is an emerging material and is being used recently to reduce the lane closure period. By
adopting
to

EOT concrete

24 hours

it

has been possible in

after the repair.

furnished in Appendix-B

USA to open such repaired stretches to traffic in 6

The Teclmology, however,

is just

is

not yet fully proven and therefore details

informative and indicative.

Appendix-C

be referred by the reader before reading the Guidelines because

it

significant

and should

gives a general perception about

the different types of distresses, about the degree of severity of distresses

to

is

and about

likely treatment

be provided. Appendix-D gives suggestive treatment for eroded earthen shoulders which

is

common distress observed on our Highways. Appendix-E gives details of Mu-meter and British
Pendulum Tester.

IRC:SP:83-2008

DEFINITIONS

2,

2.1.

General

The main types of maintenance required

in respect

of cement concrete pavements are as

follows:

(a)

Routine Maintenance:

It

embraces the proactive work items which are required to

be carried out in a consistent scheduled (almost regular) basis around the year, such

pavement and joints clean

and free of stones and debris, restoring damaged and eroded shoulders and other
such road side activities which can be generally managed in a day or so in one particular
as monitoring the condition of the pavement, keeping the

stretch.

(b)

Programmed Maintenance:
filling

covers the reactive spot/incidental repairs such as

of popouts/potholes with specified materials and other generally planned

activities

such as resealing the defective joint sealant, cross-stitching, partial depth

repairs, full

(c)

It

depth repairs and diamond grinding to remove faults in the rigid pavement.

Rehabilitation and Strengthening:

the

pavement

like

diamond grooving

It

refers to

major restoration or upgrading of

for restoring surface texture, slab stabilisation,

reconstruction or application of an overlay to rectify structural inadequacy in the

pavement over lengths

serviceable

(d)

life

typically in the range of

km or more and thus to extend the

of the pavement.

Emergency Repairs:

It

covers responding to complaints or emergencies.

The repairs are usually performed by skilled (sometimes

on a periodic and planned basis.
2.2.

specialist) labour

engaged

Terms and Definitions

Different terminology used in these guidelines will be read in accordance with the following
definitions/abbreviations:

Blowup or Buckling

Compressive

failure in

one slab

mm) or

>4

which there

is

either

upward movement of both or

shattering of one or both slabs at a joint or a crack.

Bump

Local areas

Composite Pavement

A pavement consisting of flexible over rigid or rigid over flexible.

at

a higher level than the pavement profile.

IRC:SP:83-2008

Corner Break

Diagonal

full

depth crack that intersects the corner joints

at less

than a

half width of the panel.

Cracks:

Corner Crack

Cracking that extends diagonally across corners (generally within 600

of the corner).

mm
Crack along Joint

Initial

phase of spalling, crack intersects the joint

parallel to

at

an angle and travels

it.

Crow Foot or Y

Deep shrinkage cracks (more than 25 mm) resulting from excess of water

Shaped Cracks

or water basins on the top surface of the slab.

Crazing (Fine
Alligator Cracking)

Shallow fine

from inappropriate surface finishing and may develop

Diagonal Crack

Linear crack that extends diagonally across the slab.

Durability

"D"

Cracks

alligator cracking or cracking in all directions that results

Family of closely spaced, crescent shaped

into ravelling.

fine cracks that initiate at slab

corner/joints/cracked corners and run close and parallel to slab edges

and may

result

from chemically reactive aggregates and

differential

expansion of large aggregates. Cracked areas are usually darker in colour.

"D" cracking
Fine/Hairline Cracks

generally starts at the slab bottom and

moves upward.

Shallow surface cracks which have an unspalled width of

0.2

less than

mm at the surface of the slab.

Longitudinal Cracks

Linear cracks running approximately parallel to the pavement centre

Map/Aligator
Cracking

Cracks forming a rectangular (map) or irregular polygonal pattern

an alligator

Narrow Crack

A crack which has an unspalled width of up to 0.5 mm at the surface of

line.

(like

.^orr -

skin).

the slab.

Multiple Cracks

Multiple comiecting cracks which are not in a straight

Medium Crack

A crack which has an unspalled width of between 0.5 mm and 1.5 mm.

Parallel
Plastic

Cracks

Shrinkage

Cracks

line.

Usually fine cracks forming a family, more or less parallel to one another.

Family of regularly spaced,

parallel,

shallow cracks in the pavement

surface resulting from plastic shrinkage during the early age of the concrete

(24-48 hour) in hot/windy conditions and/or inadequate curing. These do

not normally extend to the edges of the slab.

Reflection

Crack

Transverse Cracks

A crack in an overlay which occurs over a crack or a joint in the underlay.

Linear cracks running at approximately right angles to the pavement centre
line.

IRC:SP:83-2008

Wide Cracking

A crack which has an unspalled width exceeding

.5

mm at the surface of

the slab.

Working Crack

Transverse crack extending

fiill

width of slab with depth (d) greater than

half the slab depth (D/2) which artificially create joint location.

Curling -

pavement slab from its proper plane caused by

differential expansion or contraction resulting from a difference in
temperature between the top and bottom of slab. Fig. 2.1 illustrates
Curling

distortion of the

is

distortion of pavement slab under different temperature gradients.

TEMPERATURE

DEPTH
Slab displacement for positive gradient

Warmer

at

top (positive gradient)

TEMPERATURE

TENSION

DEPTH

Slab displacement tor negative gradient

Cooler

Fig. 2.1. Distortion of

Damaged Surface

at

top (negative gradient)

Pavement Slab under Different Temperature Gradients

Hardened surface deeply abraded or otherwise damaged following

accident, or by vehicle tracks or metal wheels.

Depression

Localised section

at a

lower level to the normal pavement profile. This

usually happens due to inadequate care at the time of laying.

Diamond Grinding

Method that uses

(cutting)

on a shaft

saw blades gang-mounted

in concrete pavement that are

a series of diamond tipped

for correcting irregular surfaces

commonly caused by

faulting, curling

and warping of slabs. This

is

also

applied to the pavement surface to restore skid resistance.

Divided/Broken/
Shattered Slab

Cracks
cracks

in different directions dividing a slab in a

number of pieces. Such

may intersect and may also converge in a point.

In case of shattered

slab the pieces are not less than four in number.

Dowel Bar Retrofit

Method for providing /restoring load transfer under the wheel paths in an
old undoweled or doweled pavement or transversely cracked concrete
slabs

by

installing

extend the service

Dowel Socketing

dowels into
life

slots cut into the

of the pavement

The widening of the dowel

hole,

pavement surface so

as to

slab.

which leads

to loss

of load

transfer.

IRC:SP:83-2008

Drop Off

Settlement between traffic lane and bituminous/soft shoulder following

erosion or wear or secondary compaction of shoulder by traffic. The

shoulder

is at

a lower level than the concrete pavement.

Faulting (or Stepping) Difference in elevation across joints or cracks, creating a step of 4

mm or

more in the pavement profile and may be transverse or longitudinal (positive

or negative).

Foreign Matter

Foreign incompressibles like aggregates usually impregnated in the joint/

joint sealant that

Full

Depth Repair

may initiate spalling or locking of transverse joints.

Repair involving the replacement of part or whole slab to the

fall

depth of

the slab.

pavement which

Functional

Characteristics of the

Characteristics

safety

Heave

Localised failure where an upward bulge took place.

Impressions

Impressions that maybe associated with depressions

are important to users, including

and riding comfort.

left in

fresh concrete,

by movement of animals/vehicles/bicycles.
International

Representation of the pavements longitudinal surface profile/riding quality

Roughness Index

expressed in units of "m/km".

(IRI)

Intervention Level/

Maximum permissible tolerance level at which a defect is to be promptly

Standard

scheduled for rectification.

^oints:

Longitudinal Joint

Sawn or formed joint parallel to the centreline intended to relieve stresses

due to warping. Usually placed between

Transverse Joint

lanes.

Sawn or formed joint normally placed at regular intervals at right angles

to the centre line intended to act as a contraction/construction joint.

Construction Joint

Full depth butt joints placed wherever construction operations require to

prevent a cold joint forming. Usually

more than
Contraction Joint

1/2

hour or

at the

when paving operations

stop for

end of a day's paving.

Sawn or formed joint normally placed

relieve tensile stress in the concrete

at

regular intervals intended to

and to so prevent formation of irregular

cracks in the slabs.

Expansion Joint

Butt joint with space into which the pavement can expand. These joints

have normally compressible

Loss of Fine
Aggregate/Exposed
and Polished Coarse
Aggregate

fibre board/synthetic

board and are doweled.

Fine aggregate loss around the coarse aggregates that show a rounded
polished surface.

IRC:SP:83-2008

Loss of Surface
Texture

Level of surface texture

is

a measure of smoothness of concrete

pavement

With time the texture gets smoothened due to abrasion.

Smoothening of surface texture is measured by following three methods:
(i) Sand Patch Method (ii) British Pendulum Tester, (iii) Mu-Meter
surface.

Manhole or Inlet

Cracking and/or faulting following restrained thermal movements around

Failure

manhole or inlet.

Overlay:

Bonded Overlay

A thin concrete overlay in direct contact and adhering to the existing

concrete which provides increase in the pavement structure.

Used

to

correct fimctional or structural deficiencies.

Unbonded Overlay

A thick concrete layer on the top of an existing concrete pavement uses a

separation interlayer to separate the

Whitetopping

new from old/existing concrete.

A rehabilitation technique associated with asphalt pavements comprising

bonded with the existing
concrete pavements. For more details,

a thin concrete overlay placed directly over and

asphalt surface.
refer

Partial

Not applicable to

IRC:SP:76-2008.

Depth Repair Replacement of damaged concrete

after vertical

regular rectangular shape in the upper

/3"'

saw cuts

are

made

in a

depth of the slab.

Patching

Removal and replacement of an area of pavement with new material.

Pavement Lock-up

The

inability

of the joint or crack to open and close with temperature

changes.

Performance
Standard

Popout (Small Hole)

The performance standard defines the minimum level at which of the facility
is

to

be maintained and operated for the safe passage of traffic.

Small hole

left in

the

pavement surface by oversized

particles of soft

aggregates, clay lumps or other soft/foreign materials getting

concrete rising to the top and breaks loose under

to

00

mm diameter and

traffic:

Surface that has become

(Glazing)

the mortar over coarse

Pothole

Large hole in the pavement surface generally larger than

X 50

Punchout

normally 25

mm

mm to 50 mm deep.

Polished Surface

flat

mixed in the

and polished following the wearing away of

monomineral or

soft aggregates.
1

50

mm (diameter)

mm (deep) resulting from loss of pavement material under traffic.

Partial area of a slab

broken out by several cracks particular

to

continuously reinforced concrete slabs.

Pumping

Ejection of fine grained material and water from underneath the pavement

through joints, cracks or pavement edge caused by the passage of traffic

rolling over the slab.

10

IRC:SP:83-2008

Ravelling

Loss of fine aggregates and hardened cement paste/laitance from the

surface through abrasion that may or may not have been previously
cracked.

Rehabilitation

Structural

enhancement that extends the service life of an existing pavement

and/or improve

Roughness

its

load carrying capacity.

Term used for describing the unevenness/riding

as a whole.

Scaling

It is

different

from texturing

quality of the

pavement

for skid resistance.

Peeling off the upper part of slab surface (5

mm to

mm) following

crazing or improper surface finishing.

A material

Sealant:

that is applied as a liquid that has adhesive

and cohesive

properties after curing used to seal, joints and cracks against the entrance

or passage of water and or other debris.

Hardening

Overdue replacement of sealant that got hardened by oxidation or action

(Oxidation) of

of UV rays.

Compression Seals/
Sealants

Lack (Absence)

of

Either sealant

was not provided or was

lost.

Sealants

Loss of Bond
Slab Edges

to

Overbanding

Sealant

is

no more adhering to slab edges, (walls of groove) allows ingress

of water and debris.

Overfilling of crack or joint so that a thin layer of sealant spreads onto the

pavement

surface.

Stripping/extrusion

Stripping/pulling out of portions of sealant, loss of bond

of Sealants

of joint groove.

Separation

Existing joint or crack widens; contact and friction of both sections

from the walls

is

lost.

Slab

The hardened concrete within

Longitudinal), typically 4.2

the jointed area (Transverse and

m - 5.0 m (long) x One Lane (wide).

Terminal Slab

Last slab before the deck slab or approach slab (IRC:

Transition Slab

Last slab which is laid in steps and partly overlaid with flexible pavement

5).

(IRC: 15).

Shattered Slab

Cracking

in all directions at interface

with the longitudinal or transverse

joint.

Spalling

Cracking and breaking off or chipping off the upper corner of the joint or
crack, that

may extend to a certain lateral distance.

11

IRC:SP:83-2008

Deep Spalling

Multiple cracking and breaking away of concrete adjacent to the joint,

often semi-circular in plan and emanating

down to the centre of the

slab

and some times deeper.

Shallow Spalling

The breaking

or eroding

away of concrete within the depth of the joint

groove.

Spalling of joints

Cracking, breaking, chipping or fraying of slab edges within 300

(Transverse/

the face of the transverse/longitudinal j oint.

mm from

Longitudinal)

Stitching:

Cross-Stitching

Straight normally

mm dia. high yield strength deformed bars placed in

holes drilled diagonally alternating across a crack (30 approx.) at a

predetermined spacing and the holes refilled with epoxy resin.

Stapling

mm dia high yield strength deformed bars placed

horizontally in slots cut 25 mm 30 mm wide into the slab and the slot
U-shaped normally 1 6

refilled

with high performance/high strength cement mortar/epoxy mortar.

adequacy of the pavement in relation to

Structural

Structural

Characteristics

traffic.

Surface Evenness

The roughness of pavement surface is commonly designated as Unevenness

Index Value and is expressed in surface roughness and is measured by

Bump Integrator (BI).

shall

Warping

The

This

is

expressed in

its

ability to carry future

mm/km.

Permissible limits

be as prescribed in IRC:SP:16-2004 in units of "mm/km".

distortion or displacement of the

pavement from

its

proper plane

caused by external forces such as moisture stresses (other than loads and
temperature).

12

IRC:SP:83-2008

3.

TYPES AND CAUSES OF DEFECTS

Distress Identification

3.1.

A site condition survey once a year, preferably in the beginning of monsoon season should
be undertaken to assess the existing pavement condition and

Such

site

condition surveys should aim

(i)
(ii)

at

two

to identify the

pavement

distresses.

objectives:-

To determine the root cause of pavement's distress.

To track the rate of progression of the distress leading to pavement deteriorations.

Repair techniques discussed in these guidelines, except those of full depth repair,

be effective,

if the rate

of pavement deterioration

is

relatively fast,

hi case of a fast rate of

deterioration particularly in continuous long stretches, the rehabilitation options

along with repair option and appropriate decision taken as per specific
the root cause

of failure, if possible,

may not

site

may be considered

condition. Determining

helps in identifying the appropriate repair tecliniques/strategies

including the combinations thereof The Chapter-4 describes in detail the different types of distress
identification/ assessment surveys.

It is

important to record both the severity and extent of each

distress during condition survey undertaken. In case,

it

is felt

that non-destructive and/or destructive

testing are required to assess the structural problems, as the

same

are not adequately determined

through visual inspections, then such testing should be undertaken subsequently.

3.2.

Distress Types

Distresses in concrete pavements are either structural or functional. Structural distresses

primarily affect the pavement's ability to carry traffic load. Functional distresses mainly affect the
riding quality

3.2.1.

and safety of the traffic.

Structural distresses

All cracks are not structural cracks.

Any uncontrolled/random crack like

longitudinal,

transverse, diagonal, intersecting cracks that extends through the depth of the slab (> D/2,
'D' is

depth of PQC slab)

is

to

be considered as a structural crack. Structural cracking

caused due to excessive loading, long joint spacing, shallow or

late

sawing of joints,

base or edge, due to joint lock-up, inadequate thickness, material related problems
proper construction techniques and

traffic

where

is

often

restraint at
etc.

Use of

load control can reduce/avoid such structural cracks.

Often reasons for structural cracking could be pumping of fines from the sub-grade or the subbase, excessive warping of the slab, subsidence of utility trench, excessive temperature stresses
and moisture content. Structural cracks unless repaired effectively reduce the load carrying capacity
of the pavement and adversely impact the designed service life of the pavement.

13

IRC:SP:83-2008

3.2.2.

Functional distress

pavements but
These distresses do not necessarily reduce the load carrying capacity of the
surface texture or any other surface related
affect the riding quality, and safety. Roughness, loss of
popouts etc. fall under this category.
defects, problems like faulting, scaling, ravelling and
3.3.

Common

Defects and Distresses in Concrete Pavements

3.3.1.

Manifestation of distress in cement concrete pavements

3.3.1.1

form of:

Cracking

(a)

Plastic shrinkage cracks

(b)

Crow Foot

(c)

Edge cracks

(d)

Corner cracks/breaks

(e)

Transverse cracks

(f)

Longitudinal cracks

(g)

Diagonal cracks

or "Y" shaped cracks

Durability "D" cracking

(i)

Punchouts

3.3.1.2. Surface defects:

(a)

Pop-outs/Small holes

(b)

Animal/Wheel impressions

(c)

Scaling

(d)

Ravelling

(e)

Deep abrasion/scooping of surface (following accident)

(f)

Polished aggregates/glazing/smooth surface

Joint defects:

3.3.1.3.
(a)

Spalling

(b)

Sealant failure and/or loss

(c)

Fauking

(d)

Separation

3.3.1.4.

at joints

at joints

Other miscellaneous

(b)

Blowups
Pumping

(c)

Patch Deterioration

(d)

Drop off

(a)

defects:

14

may be classified in the

IRC:SP:83-2008

The broad causes

3.4.

Causes of

common type of defects are given in Table 3.1.

Common

Distresses

Timing of sawing the joints:

3.4.1.

Timing

3.4.1.1.

experience and

wind

for

is

is

very

critical.

Determination of appropriate timing of sawing requires

also a site specific decision.

depends upon factors

It

velocity, relative humidity, type of aggregates

like,

ambient temperature,

used and rate of strength gain

3.4.1.2. International literature suggests that there is a time range during

of sawing should be completed. This time range

is

known as sawing window.

etc.

which the

activity

Fig. 3.1 depicts this

sawing window. Experienced saw operators rely on their judgement and to some extent on scratch
test to

decide as to whether the concrete

with a nail or knife blade to examine

is

ready for sawing. Concrete surface can be scratched

how deep the impression is formed. As the surface hardens,

removes the

the scratch depth decreases. In general, if the scratch

undertaken as

it

will be a case of too early sawing.

texture,

sawing should not be

An experienced crew can always fme-tune the

optimum sawing timing. Sawing to appropriate depth is very important and shallow depth sawing
will lead to random cracking. The appropriate sawing depth is between l/4th to l/3rd of PQC
thickness.

Too

Early:

Raveling

Too

Sawing Window

Late:

Cracking

Restraint Stress Equals

a>

Concrete Strength

GO

o
c
o

Minimum Strength

to Avert

Excessive Saw Cut

Raveling

Time

of

Sawing

Sawing Window
(Published by permission of the American Concrete Pavement
Fig. 3.1

Association, Copyright, 2008)

Too
to

early sawing leads to unacceptable ravelling (see Fig. 3.2) and too late sawing leads

uncontrolled/random

full

depth cracking. Uncontrolled/random

often occurs due to too late sawing.

An early entry dry saw,

full

depth longitudinal cracking

if applied to a

depth of 0.2 times the

Sawing should not be initiated when

thickness of the PQC or 25 mm will avoid random
the compressive strength of the concrete is less than 2 MPa and should be completed before it
cracking.

15

IRC:SP:83-2008

attains the

compressive strength of 7 MPa. These figures are indicative only. The actual timing will

depend upon ambient temperature, wind velocity, aggregate types, humidity etc. Another way is
to saw alternate panels to begin with. This will help to complete the sawing operation within the
sawing window range. The

left

out panels should be sawed subsequently.

that these alternate panels are not left

unsawed

It

should be ensured

inadvertently.

A. Unacceptable Ravelling Sawed too early

B.

Moderate Ravelling Sawed early in window

C.

No

Ravelling -

Sawed

later in

window

up of Different Degrees of Ravelling Caused by Joint

Sawing (ACPA)
(Published by permission of the American Concrete Pavement Association,
Fig. 3.2. Close

Copyright, 2008)
3.4.1.3.

Understanding the causes of pavement distress

is

essential for providing appropriate

effective repair and developing maintenance strategies. Contraction joints are provided in the

concrete pavement to control the formation of uncontrolled cracks in the concrete pavement. But
early uncontrolled cracks do occur for a variety of reasons.

correct causes so that appropriate cost effective

3.4.1.4. Plastic

restraint

shrinkage cracking:

of the concrete

at early

method

It is

therefore important to identify the

for rectification is selected.

important not to confuse cracks arising due to

age due to misaligned dowel bars, improper joint spacing and

timing ofjoint cutting with plastic shiuiikage cracks. Plastic

to 0.6

It is

slii-inl<:age

cracks are tight, about 0.3m

m long formed in parallel groups perpendicular to the direction of the wind, at the time of

paving. Plastic shrinkage cracking

is

a result of rapid drying at the

pavement

surface.

The cracks

down to a depth of about 20 mm - 30 mm. Adequate curing measures are necessary

prevent their occurrence. Experience has shown that these cracks rarely influence the overall

nomially extend
to

performance of the pavement, therefore a nominal repair as described in Chapter 5

is

normally

sufficient.

3.4.1.5.

Drying shrinkage cracking: Wider/deeper cracking

is

usually attributable to

the drying shrinlcage and restraint developed in the concrete due to inadequate joint spacing, improper

16

IRC:SP:83-2008

saw cutting or misalignment of dowel bars. The optimum spacing of joints in a jointed concrete
pavement depends on the slab thickness, sub-base stiffness and concrete strength. ACPA
recommends a maximum joint spacing of 21 times depth of the PQC slab for concrete pavement
constructed over dry lean concrete (DLC)/stabilised sub-base. Other agencies

recommend even

closer joint spacing, so as to maintain the ratio of slab length to the radius of relative stiffness less

than

5.

The equation

spacing
to

3.1 gives radius

of relative

stiffness.

Pavement with long transverse joint

may otherwise develop full panel width deep cracks due to tensile stresses developed due

temperature curling.

Eq(3.1)

(Ref: 1RC:58)

Where,
/

E
h
\i

=
=
=
=
=

Radius of relative

stiffness,

cm

Modulus of elasticity of concrete, kg/cmThiclmess concrete,

slab,

cm

Poisson's ratio

Modulus of sub-grade reaction,

Where,

it is

kg/cm-^

necessary to repair/replace the sub-base, a separation

of a wax based bond breaker, shall be applied on top of the

new DLC

membrane

or

two coats

layer before reconstruction

of the Pavement Quality Concrete (PQC).

Misaligned dowel bars: If the saw timing and saw cut depth are found adequate,
cracking could still occur due to the misalignment of dowel bars. The misalignment of dowels can
induce a crack away from a transverse joint, if the dowels physically lock two slabs together and
3.4.1.6.

restrain their contraction.

3.4.2. Traffic

loading and environmental influences

The concrete pavement is further exposed to traffic loading and environmental

namely temperature and moisture which can have the following effects :3.4.2.1. Traffic related distress causes are the

act in

influences,

most widespread and frequent. They usually

combination with climatic causes.

Axle loads are responsible

for fatigue

and impact

failure

of the materials of different

pavement layers including the pavement slab. They also originate structural cracking
both shallow and full depth and vertical differential movements of the concrete slabs
or faulting as well as lateral slab movement.

Wear by traffic tires results

the

in loss

of texture and consequential functional distress of

pavement surface

17

IRC:SP:83-2008

3.4.2.2.

Temperature related distress of concrete slabs results from temperature variations

and gradients along the slab thickness.

Thermal expansion or contraction

is

resisted

by friction of the underlying layer and by

the adjoining slabs and compressive/tensile stress builds

that

up during expansion/contraction

may originate cracking.

Temperature gradients also

initiate slab curling

and loss of uniform subbase support,

which may lead to cracking including scructural cracking.

3.4.3.

Moisture decreases the bearing capacity of underlying layers,

and internal erosion. Surface water ingress

pavement structure

in the

shall

facilitates abrasion

be prevented by properly

sealed joints and by timely sealing of cracks. However sealing materials deteriorate with time and
therefore a properly designed and operational pavement sub-surface drainage shall be provided so
that

any percolating water does not remain entrapped within the pavement.

not fulfilled and water

may be

pressure and

is

trapped in or between the pavement layers

it

If these conditions are

will be subjected to high

expelled under passing traffic loads carrying fme materials (pumping) in

suspension that result from internal erosion of the pavement materials.

Run-off water may carrying with

3.4.4.

it

foreign incompressible materials ingress in joints

and cracks.
3.4.5.

Repair cannot be durable

if distress

causes are not found and eliminated.

One type

of distress can possibly result from several different causes. Less relevant causes need to be
eliminated to focus on the main cause/causes. Caieful observations and follow-ups are required to
discard certain causes which are not relevant to identify the correct ones.
the distress type

Mapping and rating of

may be done adequately, wherever required for this purpose.

some cases it may happen that distress causes cannot be satisfactorily investigated
until the pavement is excavated before carrying out the repair. The necessary excavation should be
3.4.6.

done

at

In

such locations, wherever considered appropriate.

3.5.

Diagnosis of Defects

Causes of construction defects can be related to workmanship and work methods

as described above, as well as equipment operating condition and adjustment and the properties
3.5.1.

of the materials.

^.

Unexpected changes in climatic conditions (temperature, moisture, wind) may also

originate defects and distress, when appropriate preventive action is not taken.
3.5.2.

3.5.3. Construction records and diaries of line supervisors and managers should contain
most important/useful information to identify causes of defects. For example: ambient
temperature, speed /direction of wind at the time of paving, time ofjoint saw cutting, inconsistencies

the

in delivery and/or placing

of the concrete, malfunctions of the equipment

18

etc.

IRC:SP:83-2008

Diagnosis of Functional Defects and Distresses

3.6.

3.6.1.

Functional Performance of the pavement refers to characteristics of the pavement

These characteristics primarily include safety (as measured by skid

resistance testing by the British Pendulum or Mu-meter Test or texture depth as measured by the
Sand Patch test) and riding comfort (as measured by profilograph or bump integrator and in some
situations also by noise measurements).

that are important to users.

3.6.2.

Surface Functional distress results from wearing of the pavement surface materials

by traffic tyres and heavy abrasion from vehicle parts during breakdown/accident. Their causes
can therefore be found in the volume of traffic, in tangential efforts applied by the tyres, like braking
efforts

and in the capability of the pavement surface materials to withstand such efforts with minimum

wear under the prevailing weather conditions.

3.7.

Diagnosis of Structural Defects and Distresses

3.7.1.

Stmctural performance refers to the structural adequacy of the pavement in relation

to its ability to carry future traffic. Structural

adequacy can be determined by performing distress

surveys like deflection testing, nondestructive testing, and materials testing.

Table 3.1 gives the details regarding the

pavements and their possible causes.
3.8.

Table
S.No.

3.1.

common type

of defects in the concrete

Types of Defects and Causes

CommonCauses

Class and Type of Defects

Cracking
(a)

Plastic Shrinkage

Cracks

Traffic Direction

iv.

Drying shrinkage stresses in surface

Poor curing
Hot windy conditions
Excessive water at surface (bleeding)

i.

Excessive drying shrinkage stresses

ii.

Inadequate depth of joint or

iii.

Excessive joint spacing

iv.

Sudden/abrupt thermal and moisture gradient

i.

ii.

iii.

Wind

Direction

KEY PLAN
(b)

Longitudinal Cracks
late joint

sawing

changes
V.

Down

hill

paving; cracks perpendicular to the

direction of super elevation

19

IRC:SP:83-2008

S.No.

Common Causes

Class and Type of Defects

heavy loading,

VI.

Channalised or

vii.

Loss of sub-grade support, for instance poorly

static

parking

viz. truck

compacted sub grade

Vlll.

Settlement of

embankment which

leads to subsequent

settlement of slabs
IX.

Different sub-base/sub-grade types having different

modulus of elasticity and or moisture regime across the

width of the cross-section
"Vibrator trails" caused by malfunctioning or improper

adjustment of vibrators on the paving machine

(c)

Transverse Cracks

Tensile stresses

in

concrete are more than tensile

strength of concrete

XT

XT

n.

Excessive drying shrinkage stresses

iii.

Inadequate depth and/or

late initial joint

groove

sawing
IV-

Excessive joint spacing or length /width ratio of slab

more than

.5

or length of unreinforced slab exceeds

normal range 4.5-6.1 m.

v.

Misaligned, corroded, locked, burred on ends dowel bars

vi.

Crack

at the

end of the dowel bars; or locking of dowel

bars
vii.

Delays or interruption of concrete placing for more than

30 minutes
viii.
ix.

Excessive overloading

Sudden/abrupt thermal and moisture gradient stress

changes

Excessive sub base restraint

xi.

Settlement/poor sub-base support

xii.

Incorrect location of transverse joints at/over cross

at

localized area

drainage structure/utility duct

(d)

Diagonal Crack

XT

XT

Excessive drying shrinkage stresses

Excessive thermal and moisture gradient stresses

>

Excessive joint spacing

Unstable sub-grade or loss of sub-base support
(settlement of utility trench, etc.)

(e)

V.

Excessive over loading

vi.

Frost action

Corner Breaks
ii.

The same as diagonal cracks

Poor load transfer
Dowel bar restraint

V.

Curling, thin slabs are particularly susceptible to this

i.

TZr

cause

20

IRC:SP:83-2008

Class and Type of Defects

(f)

Aligator (Map) Cracking

\^uuiiuuii

ii.

Coarse aggregate expansion

Chemically reactive aggregate

iii.

Weak

iv.

Improper curing

i.

(g)

(h)

XT

Multiple Structural Cracks

XT

XT

<
2.

concrete

A.

Crazing (Fine/Shallow
Cradling)

XT

causes

i.

ii.

iii.

Over finishing of surface

Over vibration of concrete
Too rich mix with poor curing and the concrete was not
air entrained

iv.

Poor curing

i.

Lack of sub-grade support

ii.

Excessive over loading

iii.

Weak

iv.

End of service

i.

Segregation

ii.

Crazing or fine alligator cracks

concrete
life

Surface Defects
(a)

Ravelling, Scaling

iii.

(b)

'

" ,

Popout (Small Hole), Pothole

Frost

V.

vi.

Inappropriate curing

vii.

Excessive Abrasion

i.

ii.

too

much

fine aggregate)

Loss of contaminated or non durable concrete pockets

at

XT

surface

Unsound or dirty aggregates

Weak concrete (too much water,

iv.
f;

at

surface

Lack of homogeneity, uniformity and consistency of the

mix

O
0

iii.

Loss of aggregate from concrete surface: thermal

expansion, freeze-thaw

iv.

Inadequate compaction

21

IRC:SP:83-2008

S.No.

Common Causes

Class and Type of Defects

(c)

Loss of Surface Texture,

i.

Movement of construction

Polished Surface/Glazing/

ii.

Wear and

Smooth Surface

tear under high

traffic at

an early age

volumes of traffic particularly

under wet or uncleaned surface

iii.

iv.

Poor texturing during construction

Soft and monomineral aggregates

V.

Frequent braking and turning sections

vi.

Non

durable concrete

Joint Defects
(a)

Joint Separation

i.

Insufficient or incorrect tie bar installation in

ii.

Shoulder movement

iii.

Downhill slipping of slabs on a steep gradient/super

longitudinal joints

elevation

(b)

iv.

Slippage of tie-bars

v.

High Embankment/black cotton

at

sharp curves
soil

Hardening (oxidation) or softening by

Joint Seal Defects

ultra violet

radiations
u.

Stripping of joint sealant

iii.

Extrusion of joint sealant: overfilled groove, lack of

incompressible caulking strip

in

bottom of groove,

incorrect groove dimensions

IV.

Adhesion failure/loss of bond between walls of groove

and sealant due to: inadequate preparation of groove,
inadequate priming, inappropriate sealing material, semiset/inadequately cured "cold" concrete, moisture

in

groove; slurry generated due to widening of groove

sticking to the walls of groove
V.

Pressing of small stones and other incompressible matter

into the sealant

VI

Embrittlement of joint sealant or cohesion failure due to

inappropriate sealing material, incorrect groove

dimensions, lack of bond breaking strip beneath the seal

vn.

Inadequate or no tooling to remove

viii.

Inadequate curing before opening to traffic

ix.

X
(c)

Spalling at Cracks or Joints

i.

air

bubbles

Lack or absence of sealant

Weed growth in the joints
Ingress of stones and other incompressible material into
joint

ii.

Dynamic

iii.

Weak

traffic loads at slab ends,

mechanical damage

concrete, poorly compacted or non durable,

particularly at construction joints

iv.

Failure or defects of dowel load transfer system

22

IRC:SP:83-2008

S.No.

Common

Class and Type of Defects

Causes

V.

Joints intersection

vi.

Slab overstressing

vii.

Spalling at longitudinal joints

may be due

to faulty

construction or cutting of joints, creating slithering or

settlement of one lane

(d)

Faulting (or stepping)

in

i.

Cracks or Joints

joints or cracks: build up of material

under the approach slab or slab piece; ingress of water
internal erosion

Along transverse

n.

Warpmg

and pumping

or curlmg

tollowmg

either moisture or

temperature gradients
iii.

Along longitudinal

joints: settlement

of sub-grade or

shoulder drop off caused by heavy traffic

iv.

Differential settlement/ support due to inadequate

foundation
V.

or growth of tree roots

Reduction in/or lack of load transfer due to separation

of slabs

4.

Deformation
(a)

Depression

i.

ii.

Differential settlement or consolidation of substrate;

Settlement or consolidation of natural ground:

rnmnrp';'^ ib p
1

iii.

Heave

npat norkpt*?

Development of construction defects such

insufficient

(b)

'^nils

compaction

i.

Non

ii.

Upward movement of a

in the

as

foundation layers

stablised expansive soils

slab following material build up

under the slab

iii.

(c)

i.

b>

local construction defects that

may have

different

causes
1

Blow up or Buckling

i.

ii.

(e)

thrust/pressure caused by moisture stresses

Bump

(d)

Upward

thermal and moisture conditions

Dropoff (Lan e to Shoulder)

iii.

Wrong spacing of joints

i.

Wear and

ii.

Accumulation of incompressible material in the joints

Excessive expansion resulting from combined adverse

.
iii.

iv.

tear from stray and parked vehicles

Poor quality of shoulder material i.e. not suited for the
purpose

Settlement of shoulder
Erosion of unpaved shoulder due to surface run-off
rainy season

23

in

IRC:SP:83-2008

S.No.

Common

Class and Type of Defects

(f)

Erosion/Undermining

i.

ii.

Causes

Poor maintenance
Inadequate drainage/water interception provisions
particularly

in

super elevated sections

5.

Inadequate Drainage
(a)

(b)

Pumping

ii.

Ingress of water through cracks and damaged joints

Poor or inoperational/choked sub drainage

i.

Wrong

ii.

Blockage of

i.

Ponding

cross-section design
inlets

and or outlets

in

chute drains and

collection pits

(c)

Punchout (applicable

CRCP only)

to
i.

Localised poor concrete

ii.

Loss of foundation support

iii.

Poor drainage

24

at

edge with paved shoulder

IRC:SP:83-2008

ASSESSING MAINTENANCE NEEDS

4.

General

4.1.

The evaluation of the exiting pavement condition is the most important part of the
process of assessing the maintenance needs. The maintenance strategy will be determined according
to the level of deterioration (refer Para 1 .7T and Fig. 1.5). The characterization of the condition
4.1.1.

of the existing pavement largely deteiTnines the types of treatments to be considered. Characterization
includes the types of distress, width and depth of crack/defect, percentage area affected; joint
defects etc. (refer Table 4.5). Different evaluation tests and procedures are available for a complete

and comprehensive evaluation of the existing pavement condition.

The maintenance needs should be assessed every year as part of the planning of the
road maintenance program. It is recommended that an overall assessment of the maintenance
needs be done on the basis of condition surveys which can take various forms such as:
.

4.1.2.

(a)

visual rating

(b)

profile/faulting/roughness measurements, by profilograph and

(c)

deflection tests; by Falling Weight Deflectometer (F WD)

(d)

friction/skid resistance tests

(e)

drainage condition survey

4.1.3.

by sand patch, British Pendulum and Mu-meter

Additional testing and measurement will be required to collect specific data particular

to the needs identified during the overall condition survey based

to

bump integrator (BI)

on repair/rehabilitation alternatives

be considered in the maintenance program. For example, concrete material evaluation, base/

sub-base and sub-grade testing and drainage condition surveys. The frequency of such additional
testing will

depend on the age and extent of damage recorded

in the overall condition survey.

review of the project records including plans, specifications, construction quality assurance/quality
control records and general inspection notes will be helpful.

4.2.

Pavement Evaluation Procedure

4.2.1.

Road agencies around

the world have developed a range of procedures for

evaluation of the concrete pavements in their countries.

(FHWA)

US

Federal

Highway Administration

has developed 17 numbers standard procedures as given in Table 4.1.

Some of the

commonly used procedures are indicated below:

(a)

Visual Condition Surveys - Either manual or video/photographic-based procedures

can be followed. Specific comnlentaries are provided to address special features

related to

PCC pavement distresses.

\

25

IRC:SP:83-2008

(i)

Visual rating

is

a simple method of inspecting the pavement surface for detecting

and assessing the type and severity of the damage. In most instances, road
inspections address

all

aspects of road condition, including the condition of

shoulders, road drainage, road furniture

etc., as

well as the condition of the

pavement.
(ii)

Visual condition survey

may be conducted from

a vehicle driving over the

pavement or a manual survey conducted by walking or riding in cycle rickshaw

along representative sections. Automated survey equipment are available and

may be developed
(iii)

for the purpose.

Whilst there are various methods of visual rating adopted by different agencies
the world over, an essential requirement

is

to inspect the concrete

pavement on

a regular basis and record the various maintenance needs kilometer- wise

along the length of the road

in

standard formats.

Proformae

4.1, 4.2, 4.3

all

and

4.4 are placed at the end of this Chapter. These proformas are suggestive/
indicative in nature

and could be suitably modified

in field as per project specific

requirement.
(iv)

Although slow and labour intensive, the manual condition survey is the most
reliable. The best method to record location and extent of distress types in a
manual survey is graphical (map) and tabular format. Typical examples for
guidance provided are in Proforma 4. 1 and Proforma 4.2 respectively. The
different types of distress shall be rated and their degrees of severity noted in the
forms at the places where they occur. The details may be further summarized in
the standard format

(v)

Any type

recommended

of distress or defect

as in

may be

Proforma 4.3.

located at a certain pavement section and

may extend in length

between two sections across the transverse or longitudinal joints. It may extend
at

a certain distance from the centre

laterally to the

line.

The same

distress

whole width of the carriageway or only to certain

strips or areas.

Such extension of distress should be carefully noted to study the extent of such
distress.
(vi)

The location and extent of the

at the surface.

defect/distressed area are recorded as observed

Since internally deteriorated concrete below the surface can have

larger extension than superficial observations

to
(vii)

be repaired

it

is

may show, before marking the area

important to test the surrounding slab areas.

The actual extension of deteriorated concrete can be detennined by "sounding",

which is done by striking the surface with a rod or a hammer or by dragging a
chain along the surface. This will produce a metallic ring on sound concrete and
a dull/hollow sound on deteriorated concrete.

(b)

Deflection Testing - This testing

plan.

Key

is

an important part of any pavement evaluation

aspects are addressed such as the time of testing for

26

PCC

pavements,

IRC:SP:83-2008

especially for joint and crack testing, for load transfer efficiency (LTE) and void
detection.

,
.

Roughness Surveys - This

(c)

is

done

to be

as per

established that pavements constructed initially with

longer

life.

There are three methods

to assess

IRC:SP: 16-2004. Research has

low rougliness level have relatively

roughness of the surface as suggested

below:

(i)

Sand Patch Method: As

mm to
(ii)

.25

per IRC: 1 5-2002, the value should be between 0.65

mm.

Measurement by British Pendulum Test: The value of Skid Resistance

Number as per Transport Research Laboratory (TRL, Road Note No. 27), the
BPN value should be between 45-55 (as per British Pendulum Test) in normal
conditions. (Refer Appendix-E for more details about the British

(iii)

(d)

Measurement by Mu - Meter: Appendix-E gives the acceptable values for

Skid Number at different traffic (vehicle) speeds varying from 50 kmph to 1 1
kmph. (Refer Appendix-E for more details about Mu-Meter)

Faulting Surveys - The faulting ofjoint/crack is normally measured with a millimeter

scale.

However, advance equipment

used for measuring joint/crack

(e)

Pendulum Test).

like

Georgia Faultmeter

if,

available

may also

faulting.

Core Testing - The guidelines

refers to standardized testing procedures

by the

Bureau of Indian Standards (BIS). Core samples may be used for strength testing,
and modulus of elasticity testing. Petrographic as well as durability (materials related
distress) testing

(f)

(g)

may also be carried with the core samples.

Ground Penetrating Radar (GPR) Testing - Guidelines that address ground GPR
techniques relative to PCC pavement applications may also be referred.
Slab Curvature Measurement -Curling/warping may be determined using the
dipstick or by measuring slab deformation (deflections) at slab corners and at other
locations using LVDTs or dial gauges. Such testing may be needed in some cases to
determine, if premature failure conditions (cracking, etc) are due to excessive slab
curling and warping.

(li)

Corrosion Testing - The guidelines address procedures to identify the state

and rate of corrosion of the reinforcing bars at wide cracks and longitudinal joints in
Continuously Reinforced Concrete Pavements (CRCP) and Jointed Reinforced
Concrete Pavements (JRCP) over time, these measurements provide an indication of
Steel

the extent of corrosion damage.

(i)

Drainage Surveys - Drainage evaluation needs

pavement evaluation, so

as to assess

to

be included as part of overall

any potential future problems caused by moisture

27

IRC:SP:83-2008

and run-off especially where the average rainfall exceeds 500 mm per year. The
moisture may penetrate the pavement through cracks or transverse/ longitudinal joint
due to delamination or oozing out of sealant from the walls of the groove. The condition

and effectiveness of side drainage also require recording, particularly, before the
monsoon period. The presence of rain cuts, piping and erosion of shoulders should
also be recorded. Drainage condition survey data form is given in Proforma 4.4.
Table 4.1 List of Procedures for Pavement Evaluation
Procedure No.

Title

Overall Pavement Evaluation

TP-1

Visual Condition Survey

TP-2

Deflection Testing

TP-3

Profile Survey

TP-4

Faulting Survey

TP-5

Slab curvature Measurement

TP-6

GPR Survey

[P-7

Friction Testing

TP-8

Noise Measurement

Concrete Material Evaluation

TP-9

Core Compressive Strength Testing

TP- 10

Core

TP-ll

Core Modulus of Elasticity Testing

TP- 12

Core Petrographic Examination

TP- 13

Material Related Distress Evaluation

Split Tensile strength Testing

Base/Sub/Base and Subgrade Testing

TP- 14

Base/Sub-base and Subgrade Material Characterisation

TP-1

Dynamic Cone Penetrometer Testing

Drainage Condition Survey

TP- 16

Overall Drainage Survey

TP- 17

Corrosion Testing
(Source: Report No.

FHWA-Ol-C-00080)

28

IRC:SP:83-2008

4.3.

Function Evaluation

The

functional performance of a

pavement refers to characteristics of the pavement

which are important to the users, including safety (as measured by cleanliness and friction testing)
and riding comfort (as measured by profile testing and noise measurements).
4.3.1.

The measurement of irregularities (roughness)

4.3.2.

indicate in physical terms the existing condition of the road and

is

thus a very useful tool in the hands of a rnaintenance engineer.

in the
its

road surface can be used to

likely deterioration with time.

It is

measurements on the entire network of concrete roads in the country,

years and to maintain the permanent record of the same.

Moving

4.3.3.

It

good practice to take roughness

at least

once every three

protllographs or laser devises; are often used to measure the depth of

road surface. Standards related to profile measurement and data analysis have
been developed by ASTM under ASTM E 950 and ASTM E 1364. The indigenous response type
iiTCgularities in the

bump integrator (BI) which measures suspension deflections (originally developed by

TRRL in the UK) towed over the road surface (preferably in the wheel path) at a steady speed of
fifth

wheel

32+/- 1 km/hour has been generally used in this country to evaluate the roughness in terms of mm/

km.

A brief description of the above equipment and procedures for calibration are given in the

IRC publication "Guidelines for Surface Evenness of Highway Pavements", IRC:SP: 1 6-2004.
The roughness of a pavement

4.3.4.

index as measured by the

in

bump integrator.

commonly reported in terms of an unevenness

The maximum permissible roughness values (expressed
is

"mm/km") recommended by IRC :SP: 16-2004 for the roads with different types of surfaces are

given in Table 4.2.

Table 4.2

Recommended Roughness
(Ref

Wearing

1.11- Table 3,

Values for Roads in India*

IRC:SP: 6-2004)
1

Condition of Road Surface

Surface

Type

Good

Bituminous

Average

mm/km

Poor

mm/km

BI mm/km

IRIm/km

<2000

2.8

2000-3000

2.8-4.0

>3000

>4.0

<2200

3.0

2200-3000

3.0-4.0

>3000

>4.0

BI

IRI

m/km

BI

IRI

m/km

Concrete (BC)

Cement
Concrete (CC)
*

It is

possible and desirable to construct roads with roughness level lower than above with the use of modern

equipment and construction practices supported with adequate

paver

etc.

29

logistics

commensurate with the capacity of

IRC:SP:83-2008

4.3.5.

the

Two methods of reporting the roughness are commonly followed. One is based on

bump integrator (BI)

Roughness Index

in

(IRI) in

mm/km as described above and the other is based on the International

m/km. Table

Table 4.3 Conversion BI

4.3 gives the conversion values

mm/km

to

IRI

between BI and IRL

m/km Recommended Roughness

Values for Roads

(IRC:SP: 16-2004)
1.0

1.2

1.4

2.0

2.5

3.0

4.0

630

770

920

1370

1760

2160

3000

IRI (n-i/kin)

BI

(m in/km)

Note: BI

in

mm/km = 630 x (IRI

m/km)'

in

Structural Evaloation

4.4.

4.4.1.

The

structural

performance of the pavement refers to

its

ability to carry future

"

traffic.

4.4.2.

There are a number of means of assessing stmctural capacity by measuring deflection

and curvature of the pavement under heavy axle load.

4.4.3.

Deflection based non destructive testing methods such as

preferred as destructive testing

4.4.4.

is

FWD are generally

cumbersome, time consuming and costly.

There are cases when pavement in long continuous stretch

is

badly damaged and

may be considered desirable that pavement in such condition be

distressed. In all such cases,

it

opened up and each layer

tested to identify the exact cause of failure/distress.

is

Weight Deflectometer (FWD)

is

The Falling

method for assessing residual life of the

attached to a 4 wheeled vehicle, and results

a very quick and accurate

pavement, and also for overlay design. The

FWD is

recorded directly on to computer disc, for later analyses.

Measurement and Degree of Severity

4.5.

4.5.1.

The

severity of any type of distress can be evaluated

two parameters that best characterise

(a)

of Defects

Deformation

in the

by the measurement of one or

that type of distress.

pavement may be due to

faulting, drop-off shoulder, heaving,

up etc. Deformation is measured in terms of level difference

edge and a graduated wedge or tape.
(b)

in

blow

mm by using a straight

Individual cracks can be evaluated by measuring their width in mm. This can be done

by inserting metal

strips

Measurement of crack length and its variation with time is

important. Cracks that run across one or more slabs are particularly severe and

Figs. 4.1 (a), (b) and

also

of standard gauge thickness or by optical microscope. Refer

(c).

30

IRC:SP:83-2008

result

from concrete

tensile failure.

representative of at least

50%

The maximum crack width

Microscope for
Measuring Width of Crack

(c)

diagram of Optical
Microscope over a Crack

Fig. 4.1 (b) Line

Measuring Width of Crack with

Optical Microscope

Multiple and hair cracks can be evaluated by measuring the total length of cracks in

mm/m- within a square frame with

(d)

recorded as

of its length.

Fig. 4.1 (a) Optical

Fig. 4.1 (c)

shall be

For cracks,

it

is

m long sides.

also very important to

know

their depth,

because

full

depth cracks

(>D/2) allow ingress of water and undermine the strength of the slab and the pavement.

On

hand some kinds of shallow cracks, such as shrinkage cracks do not

need to be repaired if they are isolated and short. The crack depth can be determined
in cores bored from the pavement or by ultra-sonic pulse velocity measurements across
the crack. The depth as determined by ultra sonic method is about 60 to 70% of the
actual depth as determined by the codes method.
(e)

the other

Surface loss (ravelling and scaling) can be evaluated by

area and

(f)

its

percentage of damaged

maximum depth.

Joint spalling can be evaluated

(b).

its

by measuring

its

width in

The maximum spalling width shall be recorded

31

mm.

Refer Figs 4.2 (a)

&

'

IRC:SP:83-2008

WIDTH OF SPALLING

WIDTH OF SPALLING
DISTRESS

Longitudinal Joint

CRACK WIDTH

l^^^l

D
isverse >
Joint

< Transverse

CONCRETE

SLAB

Joint.

4
'

Traffic

SHOULDER

'

Fig. 4.2 (a)

Measurement of Spalling

Spalling

<0.1

at a

Crack

Distress Width

B
Grades ^

Joint

Joint

Transverse

Transverse

Transverse

Joint.

Joint

Joint.

"

Low Severity 2
:

L < 0.6m, no

lost material

Moderate Severity

L<25%,
.

High Severity 5

L > 25%, loss of material

w<40mm

"
>
f Moderate Severity
> 25%,
\ L
w< 80 nrri

Traffic

Fig. 4.2 (b)

(g)

Measurement of Spalling

at a Joints

Individual popouts and potholes can be evaluated by measuring their diameters and
depths. Multiple popouts can be evaluated by their

(h)

Surface wearing can be evaluated by

its

number per square metre.

area density as a percentage and the textural

depth (sand patch test) or skid resistance of the worn surface.

Patching can be evaluated as the percentage area patched to the total area of the slab.

(i)

4.6.

Distress Rating System

4.6.1.

defects

is

The

routine survey and recording of the surface condition and rating of severity of

important for assessing the maintenance strategy. The airports authorities use such a

32

IRC:SP:83-2008

system and several roads authorities around the world use similar ratings systems.
three degrees of severity (low,
5-level distress rating system

is

Table

medium and

some

Some defme

and others ten degrees.

recommended in these guidelines. This is given in Table 4.4.

4.4.

Distress Rating

high),

five degrees

Five Level Distress Rating System

Slab Condition

Severity (Defects)

Rating
0

Excellent

Not Discernable

Very Good

Minor

Good/ Average

Moderate

Fair

Major

Poor

Extreme

Very Poor

Unsafe

Unserviceable

Type of repair can be appropriately decided from the distress rating as per details
of Table 4.5. The techniques for repair can be selected from Tables 5.1 and 5.2. The guidance as
to the materials suitable for repair is given in Chapter 12. The materials selected should provide the
desired performance and durability of 6 to 8 years minimum. Concrete mix proportion characteristics
as used in some projects in USA are given in Appendix-B for Early Opening to Traffic (EOT)
4.6.2.

concrete mixes. These

4.6.3.
liability

The

may be tried in case of emergency repairs.

severity level of the defects and distress develop during the contract defect

period (usually specified as the

exceed degree

2.

More time

is

first

year after substantial completion) should generally not

necessary for distress development under traffic loading, climatic

influences and/or unattended maintenance to reach degrees of severity 3 and 4. If degree of severity
level 3

was exceeded during

the defect liability period of the construction contract, this

would

probably have to be explained by relevant design and construction shortcomings and rectified

under the terms of the contract.

4.6.4. Distresses

with degree of severity of 5

(like

wide cracks with spalling and/or scaling)

50% area and/or faulting exceeding 12mm or broken slabs exhibiting rocking effect may
be considered for slab replacement or reconstruction, as the case may be.
exceeding

4.7.

Monitoring Performance: Performance

roads after repair shall be assessed as per Para 4.2.

33

or serviceability of the

new roads or the

IRC:SP:83-2008

03

Q
A

4=

-a

CQ

c^

CJ

"q.

D.
.

B
>

eal

CJ

(U
OJ
C/3
,

.-^

o
a.

S3

03

ab

r/5

[2

Pi

ly^

'q

CL

ri

a
V

-o

s:,

K3
OJ

-a

3
o

o3

-o

c
o

C3

CJ

<
o

"S

2:

oo

TD

03

CQ

03

<
o

T3
CJ

'S

CJ

-o
c^

'S

2 ^

1^

o
E

r-)

CD

CD

^
II

2:

C/3

u
CJ
03
VCJ

^1.

-3

S3

O
mm

CJ
03

CJ

C4-(

Oh

CJ
03

CJ
03

cw

"^-^

-S

Oi)

OJ

aj
II

(J

u
'o

c
03

0:5
CJ
03
;-.

CJ

CJ
03

c
03

u
u

Cw

Cf-.

CJ

O
C/3

34

o
03

1-

CJ

o
G.

CJ

-a

OJ

-a

c^

CJJ

<u

-a

CD
>o

.S
t;

CJ

IRC:SP:83-2008

<u

t-,

a.

,(U

CI,

00

t3

=3

~
Q.

(U

C
PS

C O
o

C3

s s

(i>

Q.

Q
V
T3

4J

X3
C3

T3

a
Q.

<

<X3

00

CO

[in

4J

O
C/j
,

X3

03

-a

T3
>/->

,03

CJ
03

o
O

o
v<
o

x:
ti

CT3

o
A

c c
Ki
3

03

03

x:

'J

<u

T3

-o

II
II

03
i-

o
-a

o
03

c
o

00

4>

2i

^ o

-o

.S

35

c
c

rn
II

(J
03

x:

ri

c^3

03

03

-a -

i/i

.S

C/j

C w
03
a. '5.

g
3

E
S

a.

(U

II

P
6 5
^ S
A o
>

c:

IRC:SP:83-2008

Q
A
C3

O o

o u
a. ^
O

(L>

5 ^
PS

O
o

C3

2 S

a.

<
o

3
tin

X)
03

>.

a.

O O

on

03

'

o.

=n.

ir

<u

00

a.

o
o.
U

(S3

1)

Cl,

03

2f
03

o
g
E

DC

03

E
(U

c
o

-a X)

aa

B
03

03

o
o

A
.2

A E
^ E

in

E
S
A
^

^
-a

03

4)

.c
-5

O
A -a
c
> o3
?

03

o
o

bO
03

_
13

-a
Ki

00

E
03

x:
QJl)

(U

tS

i/i

j:;

03

T3

il

XI
C/3

Oh

CJ
03

CQ

cu

X)
03

H
U
b
Q
U

E
o
o
?^
<u

c
o

OS

03

d
(72

36

C
C3

i:

o
o
o

O O

ri

4>

C/5

-a

03

T3

B o

V
5 -

1/1

tJ3

B 2

OJ

T3

-G

T3

4^

1/1

CO

^
*;

OJ

Oh

X)

c u

03

IRC:SP:83-2008

Q
A
-a

XI

03

02

03

H
o
o

D.

<
o

<

2
X)

Q.

CSS

-a

G3

T3

Pi

O
as
W5

03

G,
<U

o
HJ
(U

-a

-T3

CO

-a

s s
CO

c3

-a -a

o
o

03

T3 -o
bp ofi

OS

r-

_c O
-3 _

-O

H
H
o

=5

03

T3

t:

03

OS

o X

T3

03

Ph

s
g

o
s

S
E

>/-)

a
s

o
o

</-)

cs
CIS

a
s

o
o
I

o
o

o
o

E V
E c

o
V

II

o
>o

o
o
o o

II

-a

8-

a.

a
3

o
-o
at)
03

s
03

C5

^O

s
X 03
S
C
C 03
II

J3

2 ^

X
g
C

-o
II

03

-3

(Zi

u
o

3:

^
J3-

a.

03

CO

II
a.

o u

D, Pi

on

37

II

T3 x;

01

at

c
E

03

a.

<

IRC:SP:83-2008

Q
A
J3
as

K3

H
o
z
o

'5,

D.
D-

Ci.

5-

2;

t/

c
O

O
lab

5/j

H
H
<A
O
s

Q c
o

CI-

(U

TS

c o
(L)

ID
c

.S

CiJ

api

gre:

C3

W)

(U

o
a>

mseqi

ress

mat

pp

<u

aj

on

c/)

-a

res

ater

com

ompr
otec

Q =

o c o
oc

> c

on
Ol

Q
T3

a
u

cs

CO

03

Ol

C C
<u

Cw

(U

II

,aj
,

.5

(/5

D,

w
w Q
Q "3
H CO
OJ

-5

o
bO
_c

GO

o o

'

'

CO

Ot)

<^
03

Uh

.S

Z.
>,

^C
o

'o

_g

ex

38

C/)

'5

c
-a T3
c75

"S,
bli

u ^ ^

O
2:

5j

CO

C
O
c ^
S
>
g

(^1

oj

mat

ith

05

a.
a.

<

-S

X!

'C

_o

c5

IRC:SP:83-2008

ri

Q
A
X)

C S
O o

OS

M
o
z
o

a.
a.

4=

a,

<

<

X)

C3

CO

-4

C3

T3

CIS

tlXJ

H
H
OS
o
o

3
C

a.

c7i

03

c75

o
:2;

c/0

eri

Xj

s
s

if

g
S

O O

.o

.o

(D

O
S

x:

II

II

01

53

>

OS

P.

<u

p ^

o
a.

D-

iv
4^

I'

T3

H-J

c
o
CQ

D.

Q.
CQ

39

'

IRC:SP:83-2008

CO

O
S

o
o

W
H
O
Z
O

CM

'S

OJ

.J

CO

'3
cr

03

.3

to

C
o
o

oo

T3

CO

<u

3 U
CO

;-

-a

sh

to
OS)

nn

CO

tin

oo

o
o

o O

CO

(J

<

"O

to

Q
T3

C
O

a.

3
O

OJ
cO
1-

OiJ

(33

-a

Pi
CO

qj

CO

C/5

o
4=

o
c3

-a
<U

3
-3

^ s
W
CO

G.
00

>>

CM

PS

CO

-a
T3

i ^

.3.

3
C/0

c/i

a
s

-a

-a

D.

>

"

o A

s
s

dan

,2;^

7/^

a.
Q.

en

CO

S T3
3
o >
o ^
U
CO
CO
c o

lopi

o
o

3
3
X)
c

O
>
3

r;
CQ X)

T3

S
c^--

-3
CJJ

CO

u
o
C
u

a3

a.
(U

-3

3
3

cr

o
o

3
o

-^s
CO

>^

3 o(U 33

-3

o
o

(U
OX)
CO

_s
3

c
o
Oh

C|-c

E
S
o

o
tZ3

-3

6
o

3
O

Oh

Oh

T3

<U

O.

CO

c/5

r-1

40

3
O

U
^3
'o

CO

MS

<! TD

o
o

a.

<

CO

CO
II

J3

^ o
^
r)

^O

CO

C|-H

CO

3 u
O CO

^
JU

^
^ O
s ~

c/5

CU
"2

CO

2 3

_2
"3
a-i

CO

O
3
O

7 ^

C(-^

'3

B
S

3
^ ^
o
CJ
3 ^
!2 ^ 3
s
S i; >
CO

3 ^

0\


lRC:SP:83-2008

PROFORMA 4.1
Cntrati

PAVEMENT INSPECTION DETAILS

RIGID

N...

(Project
Descnplioii)
(Form

Km

to

Kin)

Defects Observed During Joint Inpection Conducted on:

by:

Left /RigtSide

(strike out)

To
Field Notes:

H/Shoulder

Lett

Joint

Lane

Right

Lane

surface shrinkage cracks,

(Imm/SR

2) seal with low

<

in

mm

7^

viscosity epoxy resin

spalling

96*776.5

CO

96*772

wheel path

96*795

Joint

20cm
shallow shrinkage crack

Joint

1mm

-f
40cm

se

96*835

97*158

Joint

sealant lost/missing

Se.

seal shrinkage cracks

surface crazing

(lmm/SR2)

ft;

i
!

shrinkage cracV.

with low viscosity epoxy resin

\

97*285

seal with low viscosity

40cm

epoxy

Joint

resin

1
.

..

20cm
90cm

40cm
97*456
1

Other Comments:
1.

AW kerbs and hard shoulder

,

2.

Centre

line

be cleaned of debris

marking for

Accepted by:

Signed by:

to

For the Contractor

For the Engineer

stones etc
:

Date:

'c?-:Date:

defective, breaking up

^Sample for guidance from an executed project road

SR: Severity Rating

41

IRC:SP:83-2008

-a

Is

VJ3

O
2
o o

o
Sp

T3

-a

-a

od
_^

o
c
>

5
c
o

-2

Cu

^7 CO

.
:

-a

S
S 3

w*

^
Cl.

r-

E
o

OS

"I

Oft

!i

< u

tj

1-:

wel

'5 -J

5e

z s
60

'J-*

C3

H U

-1^

C3

H U

42

15

tRC:SP:83-2008

on

on

12.09,06

on

03.09.06

on

on

10.09.06

on

02.08,06

07,09.06

Rectified

09.09.06

.,,11.05,06

Rectified

Rectified

Rectified

Rectified

Rectified

Rectified

in

(Fault

S/Elevated

Shrinkage

Shrinkage

Shrinkage

Shrinkage

25mm)
Shrinkage

Shrinkage/Slumping

Construction

mm

mm

mm

mm

mm

<40

<40

<20

<10

<80

mm
Scaling

>15%

<5

J5
/09/Oj
!/06/05

;/06/05

i/06/05

i/06/05

*/

E o
U ^ 5 C

/07/05

oo

oo
rl

rj

r^l

ri

/07/05

u*i

-t

oo

3
> -a
ba'^
o
t/)

C C

ft;

J ^

0:1

0666
z z z z

T3

09.04

/09/04
/09/04

/09/04

706/05

.09.04

707/05

CI.

;.

>n

rj

T3

35,600

and

Bar

o c
o E u

Bar

Bar

Retrofit

Retrofit

Retrofit

Staple
Dowel

Dowel

Dowel

>
seal

Retrofit

slab

Im.

Bar

Total

Total

of

if

Dowel

'Reconstruct

Out

Route,

stitch,

a
f~

Near

Near

Middle

&

Near

2'Q

Transverse

Joint

Transverse

Crack

Level

Crack
Crack

30.06.03

15.07.03

31,12.04

JS
Oh

Crack

21.06,03

"o
Fault

Crack
ScaUing

Crack

CO

(New)

Joint

Transverse

Longitudinal

Longitudinal

Joint

Transverse

in

is

12.01.4

13.01.04

3 to
o -a
o c

15.07.04

.S

>s

QJ

:/)

Carriagevv,

CO

Hand

H H
E
B
S ?

C!

211.220

211.585

212.386

Right
223.723

223.982

220.453

rl
rl

Z
CO 2:

5;

OO
2;

43

IRC:SP:83-2008

O
O
a
o
o

Sheet 2

4L632
41
40.831
CO

40.590
40.467

o
U
Cm

40 355

cs

{-

o
40

O
Z

39

z
z
2

CO

38.814
38.294
38

>>CL,

37.690

o
O

37.618
37

o
o
o

36.814
36.489

36.480
36.472

CS

o
o
o
u
u
o
o
o
o

36.382
36.364

36.049
It

36

35.743

"3

35.559
35
34.222

34
33.609

aB

o
o
D
u
o
o
o
o

33.3485

33

32.914

>
u
3

32.770

C
o

32.633

32.689

cs

32.654

CO

32
31.646

o
o
o
o
o
o
o
o

T3

C
O

31.484
31.466

31.4495
31

30.691

cs

30.673

30.372

z
z
z

30.350

30

a.

Cu
>^

a.

29

1
(%)

<u

s
>

(%)

giadieQt.

(Y/N)

(Y/N)

EDGE
(Y/N)

(km)

.
STEPPING

LAYOUT

SECTION

Crossfall

FAULTING

SURFACE
SHATTERING

TRANSVERSE

CRACK

DL^GONAL

MULTIPLE

CRACK

LONGITUDINAL

CRACK

CORNER

BREAK

CRACKS

RAVELLING,

SCALING

POTHOLE

SPALLING

POPOUT,

TEXTURE

/
PUNCHOUT

Good.

PUMPING

Shoulder

Ditch

DRAINAGE

SLAB

JOINT

OF

BLOWUP
CHAINAGE

CONDITIGN

(m),

Side

LONG.

CROSS

Rieid

LOSS

'So

DAMAGE

Shoulder

leht

JOINT

ALIGN

cs

Ph
-a

Poor

BULKING,

ai

o " a

a.-a!>td^wzH

UOZO"H-OZ

44

Soft

IRC:SP:83-2008

PROFORMA4.4
Contract No:

(Name of Contract)
(Limits of Contract)

DRAINAGE CONDITION SURVEY DATA

Section

Part

Left

Joint Inspection

Conducted on

By

- Main Carriageway

Right Side (strike out)

Designation

SITE INFORMATION
Side Drainage (visual)

1.

Depth

to roadside ditch

(mm)

Condition of roadside ditch satisfactory/poor

Type of drainage system present

0

= none;

= open kuchcha

drain; 2

= open pakka drain;

= covered drain

Distance to discharge point (m)

Remarks:

2.

Sealant/Lane/Shoulder Joint Integrity (Severity Rating

None

Sealant Type (Circle)

HP = Hot poured PS =
;

PolysuljDhide

SI

HP - PS

= Silicone

Paved shoulders
Sealant condition (SR)

Shoulder condition (SR)

SR =

SI

UR
UR =

Reference Table 4.5)

Preformed

Other

Urethene

(Circle)

Traffic lanes (Circle)

-2-3-4-5
0-1 -2-3-4-5

0-1-2-3-4-5
0-1-2-3-4-5

0-1

Severity rating (see Table 4.4)

Embankment

Cut

3.

Condition of Vegetation on

4.

SUMMARY -Overall Assessment of the quality of Drainage

Not Cut

Poor drainage
Fair drainage

Good

drainage

Very good drainage

5.

OTHER OBSERVATION REMARKS (with sketches, if required)

Part

II

(Adopted from Protocol TP-16, Repair and Rehabilitation of" Concrete pavements
Guidelines for Condition Assessment and Evaluation, Report No: FWHA-Ol-C-000802004, 2004)

45

IRC:SP:83-2008

METHODS FOR REPAIRING CONCRETE PAVEMENTS

5.

5.1.

Types of Repair Techniques

Repair techniques can be broadly classified into two categories:

(i)

Preventive Techniques

(ii)

Corrective Techniques

Preventive techniques are pro-active techniques/activities. These are aimed to slow

down

or prevent the occurrence of the distress so as to ensure a longer service life of the pavement.

and crack resealing are the most commonly applied preventive repair techniques. Full depth
repairs are examples of corrective repair activities. There are a number of corrective activities/

Joint

which perform both the fiinction of corrective as well as preventive repair activities.
Diamond grinding, grooving, slab stabilisation, cross-stitching, retrofitting of dowel bars/edge drains

repair techniques

and retexturing are some of the

activities

of the repair techniques which act both as corrective and

preventive repair activities.

Concrete Pavement Restoration Techniques

5.2.

5.2.1.

Concrete Pavement in real situations suffers from one distress or many times with a

combination of distresses. There are different techniques

often, a

combination of repair techniques

techniques in

many

situations

is

may help

to tackle individual distresses.

required to be applied as indicated in Fig. 5. 1

the

pavement to perform

for

many years

More

Preventive

but

may not

provide a very long-term solution.

5.2.2.

Budgetary resources will sometime dictate whether one should go for preventive

repair activities to be followed

The

later

by corrective repair activities or directly to corrective repair activities.

option will also be dictated by the degree of the severity of distress and urgency of repair.

For example, in case of full depth/ deep transverse cracks, resealing can be done early, so that
further ingress of water into the pavement is prevented. It can run for some years. Later on to
restore the structural integrity of pavement, appropriate corrective repair activities like
retrofit or full

5.2.3.

depth repair

dowel bar

may be undertaken.

Different activities have to follow a defined sequence. Full depth repairs, dowel

bar retrofit or cross-stitching activities must precede the diamond grinding, grooving and resealing

of joints.

ACPA has suggested a model sequencing pattern which may be considered as a guide in

this respect.

This sequence

is

may not require every repair technique

Individual technique/procedure may suffice in many

given in Fig. 5.1. All locations

procedure or a combination of procedures.

cases.

46

IRC:SP:83-2008

Concrete

Pavement

Slab Stabilisation

Restoration

- Depth
Repair

Partial

Full

Depth

Repair

Retrofit

Edge

Drains

Dowel

Bar

Retrofit

Cross-stitching

Grooving

Diamond

Tied

Grinding

Shoulders

PCC

Joint and
Crack Resealing

Sequence of Concrete Pavement Restoration Techniques (CPR)

(Published by permission of the American Concrete Pavement Association
(ACPA) Copyriglit, 2008)

Fig. 5.1.

The selection and application of a particular repair technique at the proper time is
good performance of the concrete pavement. The actual selection of the particular

5.2.4.
essential for

repair technique shall

depend on the following:

(1)

Type and extent of severity of distress/damage

(2)

Causes of distresses

(3 )

Bearing capacity of subbase and subgrade. Where insufficient bearing capacity

to

develop
is

the

cause of the distress the subgrade and / or subbase should also be strengthened and/
or stabilized
(4)

Volume of traffic and traffic diversion conditions during the work, repair methods that
require short work and curing times shall be preferred

(5)

Possible reuse of salvaged materials

(6)

Responsibility for payment,

i.e.

repair obligation of the construction

agency under

defect liability provisions of the contract or payment by the operating agency after
defect liability period or handing over whichever

47

is later.

IRC:SP:83-2008

5.3.

Timing of Distress Repair

5.3.1.

New construction
The acceptance

5.3.1.1.

criteria for

new construction shall be governed by IRC: 15-2002

"Standard Specifications and Code of Practice for Construction of Concrete Roads'". The
acceptance criteria prescribed for cracked concrete slabs in Clause 9.22.7 (IRC: 1 5)

is

in line with

the

MoRT&H Specification Clause 602.9.9.4 which states that "The Contractor shall be liable at

his

expense to replace any concrete damaged as a result of incomplete curing or cracked on a

other than that of a joint".

As already stated before,

the defect liability period, shall be governed

the repair of new concrete pavement, within

by the relevant Clauses of the

the contract clauses do not provide any specific acceptance criteria for

such cases

it is

(2 or less) vide

recommended that acceptance criteria should be

Tables 4.4 and 4.5

shall

Engineer-in-Charge. In case severity

line

contract. In case

where

new construction then for

that all distresses

of low severity

be accepted with minor repair as per the discretion of the

is

of 4 and

5,

it

should not be accepted. These could be

by reconstruction or by full depth repair, depending upon the extent and severity of damage.
For severity 3, the client may apply its discretion depending upon the nature/type of distress. It
may, however, be kept in mind that some short term repairs like partial depth repairs etc. are likely
to last 6-8 years only and should be avoid in case of new construction.

rectified

5.3.2.

Old construction

5.3.2.1.

For concrete roads

in operation, the cost

of repair and lane closure are two

important considerations in deciding the type of repair to be undertaken. Pavements have their
defined service

Repairs are intended only to ensure that concrete pavements perform

life.

designed service

The

life.

till

pavements could -be thus different than

based on a trade-off between the "cost" of repair and the

strategies for repair of older

those of new pavements. Decision

"remaining'"' life of the pavement.

is

Road Authorities may decide

5.3.2.2. Alternative repair strategies for existing

of Table 4.5. The type of repair to be undertaken,

suitably.

pavements are given in the

priiPxarily

last

two columns

depends upon whether distress

is

of a

structural nature or of non-structural nature. For these guidelines all cracks/distresses are non-

structural in nature,

when "d < D/T\ where "d"

is

the depth of crack or distress and

thickness of the slab (PQC). Preventive repair activity in cases,

When "d > D/2"

i.e.

nature where d > D/2.

followed

As

5.4.

is

the

recommended.

is

already stated before, the repair and maintenance strategies to be

may involve either short term measure or long term measure

with time spacing to

are

"D"

more than half the thickness of the slab, such

The repair methods recommended are corrective in

depth of crack/distress

cracks/distresses are structural in nature.

where d < D/2

suit the specific condition

or a combination of both,

of distress, availability of fund

etc.

Distress to be Repaired

5.4.1. Visible distressed areas

should be repaired according to the standards specified in the

contract (if applicable) or as per the Tables 4.4 and 4.5 whichever sets the

more stringent condition.

Generally distress types of low severity (2 or less) may be left with minor repair.
Structural distress with severity 4 and 5 as per Table 4.5 shall receive priority repair, to minimise
5.4.2.

further

damage to

the

pavement

structure with time, to avoid costly repairs/reconstruction. In

48

IRC:SP:83-2008

such cases, short term repairs

may precede the long term repair as per Table 4.5 to avoid damage

extension due to dlay in long term repair.

5.4.3.

Some

types of distress like depressions, heave, single crack, ravelling, loss of

surface texture will only need repair for degrees of severity of 3 or more.
treated with

dowel

retrofit or

with

full

Working cracks

will

be

depth repair depending on degree of severity. Full depth

repair are to be undertaken in case of extreme severity.

5.4.4.

Single, shallow fme/hair cracks

do not require repair. Fine plastic shrinkage cracks

are believed to be self healing (autogenous). Fine interconnecting cracks (crazing) should be

considered as surface distress and repaired with low viscosity epoxy resins as shown in Figs. 5.2

and 5.3 before propagating further and developing ravelling.

Fig. 5.2 Plastic

Repaired with

Shrinkage Cracks

Low

Viscosity

5.4.5. Full depth cracks

Up

view of Epoxy Sealing

Epoxy

and damaged joints

ingress of water/incompressibles into the

retrofit

Fig. 5.3 Close

shall

be sealed without delay to minimise

pavement structure. This should be followed with dowel

or full depth repair.

5.4.6.

Full depth repair

is

recommended,

if

weak concrete

is

identified or suspected or

pavement had multiple type of distresses such as cracking, ravelling, large pop-outs/potholes
and compression failure as blowups etc. Slab areas surrounding the visible distressed area should
be sound when struck by a hammer and all areas sounding dull/hollow shall be included in the
repair boundries. Weak concrete may extend to neighbouring slabs, and such slabs should also be
the

repaired.
5.4.7.

Repair priority should be given to

full

depth cracks across one or more slabs. The

repair of this type of structural distress developing after trafficking for

some period often requires

sub-grade stabilisation. Repair of full depth transverse cracks always requires

be placed and one

new joint

constructed as

shown

in Fig. 5.4.

The

new dowel bars to

large cracked slab

is

thus

replaced by two smaller slabs with lower curl and warping stresses.
5.4.8

The purpose of joint sealants to prevent ingress of water and incompressible foreign

The condition of joint sealant should be watched at regular interval, particularly, before
the on-set of monsoon. This should be replaced, when it is worn out, lost adhesion from the
groove walls of the joints, hardened badly (oxidised) and has become brittle, has oozed out
materials.

completely.

49

IRC:SP:83-2008

Depth Repair with Drilled-in Dowel

Bars (with two new construction joints)

a) Full

Depth Repair with Grouted Tie Bar

Dowel Bars Assembly (with one new

b) Full

&

contraction joint)
Fig. 5.4 Full
5.5.

Depth Repair

Repair Methodology

5.5.1.

Tables 5.1 and 5.2

list

restoring the integrity bf the concrete

Table

5.1.

.v-s

a range of techniques

pavement

slab.

Concrete Pavement Repair Techniques (Preventive Activities)

(Ref: AGFA Concrete Pavement Restoration Guide)

S.No.

Repair Technique

1.

Crack and Joint resealing

Used

with flexible sealant

joint

minimize
system

Crack sealing with

epoxy resin

Used

to seal

breaking out

3.

Crack cross stitching

Used

4.

Partial

depth repairs

Table

5.2.

2_

S.No.
1.

and applications for repairing and

Application
to

infiltration of

shallow fine to

water and incompressible material into

medium width

cracks and prevent concrete

at spalls.

to repair

low and medium severity longitudinal cracks.

Used to repair joint and crack deterioration and surface

ii. Used to repair popouts and potholes.
i.

distress.

Concrete Pavement Repair Techniques (Corrective Activities)*

(Ref: AGFA Concrete Pavement Restoration Guide)

Repair Technique
Full depth Repairs

Application

Used

to repair full

depth cracks and joint deterioration. Used to repair

punchouts (CRCP)
2.

Slab stabilisation

3.

Dowel bar retrofit

4.

Slab lifting or jacking

A specialized technique used to alleviate pumping

A specialized technique used to restore load transfer at joints and cracks
A specialized technique used to raise sunken slabs by lifting or pressure
grouting beneath the panel.

5.

Diamond grinding

6.

Diamond Grooving

A specialized technique used to extend serviceability,

improve ride and

skid resistance

specialized technique used to reduce wet weather accidents and

prevent hydroplaning
*

Published by permission of the American Concrete Pavement Association, Copyright, 2008

50

IRC:SP:83-2008

5.6.

Prerequisite Activities for All Types of Repairs

5.6.1.

General

All repair techniques discussed in the guidelines will start with the following preparatory
activities:

( 1 )

Marking out the areas to be

(2)

Making the temporary working area

repaired.

temporary barricading, signage

(3) Dismantling the affected areas

workmen from the passing traffic by

safe for the

etc.

and disposing of the broken concrete

in

an appropriate

way
(4)

Any other activities as per the direction of the Engineer-in-Charge.

5.6.2.

Marking areas

to

be repaired
i

The following activities

shall

be undertaken for appropriately marking out the area to be

repaired.
|

(a)

The total

distressed and surrounding areas (to be repaired) are

marked on the pavement

j

in rectangular

form with sides parallel and peipendicular to the centre

with a hand hammer, ensuring not

less than

50

line after

sounding

mm cutting beyond unsound concrete.

'

Rectangular areas simplify saw cutting and concrete removal.

(b)

All full depth repairs shall be

made the

and provide adequate room

in the pit for

width of a lane

full

to achieve stable patches

i

dowel hole

drill rigs

and compaction
j

equipment.
(c)

'

The area to be repaired for a full depth transverse crack shall be a transverse strip.
The width will depend on the crack alignment. Odd shaped slabs (L/B > 1.5 and
mismatched slabs shall be reinforced with 1 0 mm dia bars placed at depth of 75 mm
from the top and 200 mm C/C both ways.
)

(d)

If the transverse crack is close to a joint (<

of the area
(e)

The newly

to

mm from the joint) one of the sides

500

be repaired shall be the nearest joint itself

cut joint faces shall be scabbled with a chisel or sand blasted to create

roughness for better bond between old and new concrete.

(f)

Partial depth repairs are usually smaller than

distance between patches

is

smaller than 300

m-. For partial depth repairs if the

mm,

the patches are

combined

in a

single large patch.

(g)

When two different areas to be repaired or patches are close to each other the repair
may be faster and cheaper if the adjacent areas

^1

are

combined

in a large patch.

IRC:SP:83-2008

(h)

combining adjacent full-depth patches depend on slab thickness and

the patch in case of (partial width repair) or lane in case of (full-width repair) width.

The

5.6.3.

criteria for

Layout for a Repair of Wide Full Width Cracks

(FDR):

The following activities

(a)

shall

(d >D/2)/Full

Depth Repair

for repair of full width transverse cracks

depends on the

be undertaken:

The layout recommended

location of the crack with respect to the joints and free edges as
(b)

Transverse cracks extending

full

shown

in Fig. 5.5.

width of the panel or continuous longitudinal cracks

formed or sawn joints are not acceptable in new construction i.e.

before "Taking Over" from the contractor by the client as per IRC: 1 5 and MoRT&H
Specifications for Road and Bridge Works. However, these may be provided with tie
or dowel bars as part of a short temi maintenance strategy after "Taking Over". Dowel
bars shall be used in such conditions where widening of the crack may occur.
intersecting with

(c)

a distance of more than 1.5

m from the next transverse joint, slots for

For cracks

at

retrofitting

of dowel bars shall be cut and the dowel bars placed

mm before the crack

300

is

widened and

sealed. This

is

at

distances of 250

a stop gap arrangement.

The

permanent treatment would be to make a full slab replacement or cutting out the
affected part of slab by full depth cutting. Holes are made for tie bars and additional
contraction joint is made by providing dowel bars (See Fig. 5.5).
(d)

For cracks located

at short

distances from joints

(ie. at

less than

.5

m) the

strip

of

between the crack and the joint shall be cut to a regular rectangular shape and
removed. The condition of the existing dowel bars shall be checked and new holes
for new tie bars shall be drilled in the opposite sawn cut face. These shall be thoroughly
cleaned with compressed jet air and filled with a thick epoxy. The tie bar shall be
slab

inserted by

hammer imparting light thuds at the head of the tie bar so that the epoxy

oozes out insuring complete bond between the circular wall of the hole and ribbed
surface of the

tie bars.

The epoxy

shall

be allowed to cure for a

minimum period of

four hour.
(e)

If the slab displays

two or more than two ftill width cracks complete

shall be considered or repair

may be

slab reconstruction

carried out as per the advice of Engineer-in-

Charge.
(f)

The concrete
the

faces with

tie

new concrete. The pit

and textured

bars shall be scabbled/sandblasted to give a rough key to

shall

be

filled

with the approved concrete mix, compacted

match the surrounding slabs. Before concreting the bottom and sides
of the pit are kept wet for few hours (not less than 4 hours). The condition of surface
should be Saturated Surface Dry (SSD). Some agencies use cement: sand 1 1 slurry
with w/c ratio not more than 0.62 to coat the sides and bottom of pit(the slurry
to

should not be allowed to dry). While pouring fresh concrete,

central portion of the pit first and then
vibrations including in the comers.

52

it

shall be placed in

worked towards edges ensuring complete

IRC:SP:83-2008

Transverse Joint

Longitudinal Joint

1-

'

f
1

Transverse

Transverse

Transverse

Transverse

Multiple

Crack

Crack

Crack

Crack

Crack

Near

Near Middle

Near

Near Middle

Any

Full width

Part width

Joint

Full width

Joint

location

Part width

SHORT TERM/LONG TERM

/
\

_y

5m

min.

>v\i

n.5

/
1

Repair
Full

5m
^

Replace

Depth

Width

Full

Repair

Depth

Full

Whole Panel

.5m

Ref:

RCC Yes

RCC No

Ref:

5.6.4.

Para 5.6.1(c)

Ref:

5m

Para 5 7.1(d)

RCC-No

Recommended Layout

Replace

Depth

Width

RCC Yes

Fig. 5.5.

Full

Width 1.5m

Para 5.6.1(b)

Ref: Figure 9,

Repair

Depth

for Transverse

Full

Depth

Whole Panel
Ref:

Para 5 7.1(e)

RCC-No

Cracks Repairs - Plan View

Layout for Repair of Deep Longitudinal Cracks

The layout recommended for repair of deep longitudinal cracks again depends on the location
of the crack with respect to the joints and free edges as per Fig. 5.6. Stitching or partial depth
patching may be tried depending on the severity of the defect and behaviour of the repair under
traffic. Continuous longitudinal cracks intersecting with formed or sawn joints are again not
acceptable in new construction and all the slabs affected should be replaced prior to "Taking
Over" or repair may be carried out as per advice of Engineer-in-Charge.
5.7.

Cutting and Removing Debris

(a)

Saw cutting and chipping are the operations required to remove the unsound concrete
within the marked area and leaving a rectangular patch pit of uniform depth.

(b)

The sidewalls of the

pit to

be cut are usually specified as vertical and the vertical

sections of the pit are rectangular.

(c)

Special care shall be taken not to

for full-depth patches.

place after making a cut

additional

damage the adjoining panels when chipping concrete

For this purpose chipping of the slab concrete shall only take
at

a distance of 50

saw cuts may be made to

mm into the sound panels.

Within this area

expedite removal of slab pieces as per Fig.

5.7.

After the concrete inside the delineated area has been chipped and removed the

remaining

strip

between cuts and joints can be safely removed.

53

IRC:SP:83-2008

Longitudinal Joint

Transverse Joint

z
/

/
Symptom

Symptom

Single Longitudinal Crack

Two

ALTERNATIVE REPAIR STRATEGIES FOR: d <

or

more

Longitltudinal

Cracks intersecting with

intersecting with multiple joints

joint

D/2

tFor 0.3<w<3.0

mm

A) Stitch and Seal, Ref: Chapter 7

For

r
For 3.0<w<12

LONG TERM

mm

w< 0.5mm A)Seal

1.0m rninimum

B) Partial Depth Repair with/without Stapling. Ref: Chapter 8

B) Not Applicable

Strategy for d>D/2

C)

Fig. 5.6.

Whole Slab Replacement

Recommended Layout

(a)

Ref:

Chapter 9

C)

for Transverse Cracks Repairs - Plan

Saw cutting

(b)

Breaking Out by Jack

after

Fig. 5.7.

Whole Slab Replacement

making two

Saw Cut and Break Procedure

54

parallel

Illustrated

View

Hammer
saw

cuts

IRC:SP:83-2008

(d)

If the repair

extends up to the slab joint insert a piece of oiled shuttering ply in the

adjacent joint(s) to avoid percolation of patching material in the joint.

Saw Cutting and Lifting Procedure for Full Depth Repair and Whole Slab

5.8.

Replacement
It

comprises of the following procedure :-

(a)

The marked area

is

sawn with diamond blade saw

availability of crane or other

machinery

to

lift

in pieces or

whole according

to

and remove slab pieces as shown in

Fig. 5.8.
(b)

The remaining pieces of slab left over tie bars and dowel bars is broken in such
that the concrete in the adjacent good slab is not damaged.

(c)

Lifting the

whole piece of concrete imparts no damage

to the sub-base

and

is

way

readily

done. This method requires less labour than breaking the concrete before removing.
Different types of equipment can be used to

chain connected to

lift

pins: torque

lift

the slab or slab portion by

means of a

claw attachments for front-end loaders,

forklift

devices and vertical bridges.

(a)

Saw and Break Procedure

Fig

5.8.

Saw Cut and

(b)

Lift

Saw and

Lift

Procedure

Procedure Illustrated

5.9.

Work

(a)

Before the repair work is carried out, the proper traffic diversion shall be planned and
implemented in consultation with the Engineer-in-Charge having full regard to the

Safety and Traffic Diversion

statutory
(b)

and contractual provisions for

safety.

All signals required for traffic diversion and

and placed

at

work safety

appropriate sections and distances.

55

shall

be brought

to the site

IRC:SP:83-2008

When

(c)

measures

shall

Chapter

15).

is

finished and curing completed

be removed and normal

all

debris and traffic control

traffic conditions restored

(For details refer

Disposal of Dismantled Materials

5.10.

etc.

work

the

The concrete dismantled during partial depth repair/ full depth repair/ grinding and grooving
shall be suitably disposed oif as provided in the contract. These guidelines, however, recommend

the following steps for the disposal of dismantled materials:

(a)

the concrete should be broken to sizes not greater than 0.02

in the

ROW (Right of Way) for later reuse or

till it is

cum and stacked neatly

finally disposed off as per

contract.
(b)

The chunks should be

sorted into range of sizes, with larger chunks (less than 0.02

cum in size) broken further by hand or put in the crusher to break them into
size particles so they can be reused as an aggregate for

example
(i)

it

(ii)

structural purpose. For

can be:

Used in GSB by mixing 20% - 25% of the broken particles (75

new

non

smaller

mm down) with

material if required after satisfying necessary laboratory tests for the layer

concerned.

Mixed with gravel/moorum mixture

for protecting the earthen shoulder after

satisfying necessary laboratory tests.

(iii)

Used

in the

Dry Lean Concrete (DLC) or foundation

levelling course

(M- 1 0)

after satisfying necessary laboratory tests.

(iv)

Used

for the mechanical stabilisation of weak soils after satisfying necessary

laboratory tests.
(c)

Any unused material maybe auctioned or disposed off according to the environmental
rules

and instructions of the Engineer-in-Charge.

56

IRC:SP:83-2008

6.

CRACK SEALING AND JOINT RESEALING

6.1.

General

6.1.1.

This

is

a frequently applied preventive repair technique normally used as a part of

periodic maintenance. If the edges of the crack are severely broken (spalled) the slab should be
cut 30

mm deep on both sides of the crack at a distance of 10-12 mm each side.

The concrete

is

removed between the cuts and the crack is filled with a fine epoxy resin mortar then clean and
apply prime coat of epoxy resin on the sides as well as on the bottom of the patch after the cuts
have dried as shown in Fig. 6.1 (b). Crack widening and sealing follows the same work procedure
as joint grooving

6.1.2.

and resealing.

Different methods to seal and patch cracks are illustrated in Fig. 6.1 and are briefly

described below:

(a)

Gravity Application of Low Viscosity Epoxy Eesin cracked area is first cleaned
by blasting with air. Alow viscosity, free flowing, fast curing epoxy resin can be
applied from a plastic beaker or from end of a nail by gravity into cracks 0.5 mm - 5
:

mm wide to secure broken concrete pieces together to prevent

it

from breaking

Epoxy resin to be used should be with viscosity in range 300 centipoise

centipoise

(b)

out.

@ 20C-

1 1

@ 30C. See Fig 6.1 (a).

Epoxy Resin

Injection: Resin injection can be used to

make

structural repair of

deep cracks, particularly corner breaks, by following the method described in

MoRT&H Specification. The resin is injected at high pressure in previously bored
holes along the crack. The resin fills the crack and sometimes the interface of the slab
with the sub-base if the pressure is maintained for a long period. The broken slab is
thus secured together and better supported by the sub-base. See Figs 6.1 (b) and
6.1 (c). Care has to be taken not to

(c)

fill

the adjoining construction joints resin.

Retaining as a "Working Crack" with Elastomeric Sealant: Suitable as a short

term measure at cracks which do not display faulting and rocking under the traffic
load. Route along the crack to provide a uniform groove and apply an elastomeric
sealant. The life expectancy will generally depend on the volume of the traffic and the
condition of the sub-base.

of cracks or joints should be avoided as the residue will be struck by the

tyres of the vehicle which often leads to uproot of entire sealant.
6.1.3. Overfilling

Crack sealing between unfied/asphalt shoulder

emulsion rejuvenator and topped off with sand.
6.1.4.

57

shall

be

filled

with a mixture of

IRC:SP:83-2008

6.1.5.

Low viscosity epoxy shall also be poured along the boundaries of the patch thus

repaired with epoxy/epoxy mortar/epoxy concrete.

Different methods to seal/cracks

is

Dry

fine sand shall be spread over these.

given in Fig. 6.1.

Clean affected area

Pouring Low Viscosity Epoxy Resin

a)

b)

Treatment of

Shallow Spalling

at Joints

by Gravity Sealing with low viscosity epoxy

Routing Groove in Plastic Shrinkage Crack and

Sealing with Epoxy Mortar (1:3)

c)

Sealing wide Cracks by Epoxy Injection

Fig 6.1. Treatment of Cracks with Epoxy Resin Formulations

58

IRC:SP:83-2008

6.2. Joint

Resealing

Over time all types of joint sealants suffer distress. They lose flexibility, bond to the
walls of the joint groove and may crack. The sealant may be subject to very harsh conditions.
6.2.1.

Accordingly the material selected for joint sealing, shall be capable

of:

(i)

Withstanding horizontal extension and compression and vertical shear;

(ii)

Withstanding climate effects such as weathering by

UV rays in some sealants, extreme

temperatures and moisture;

(iii)

Resisting penetration by stones and sand at temperatures:

(iv)

Maintaining strong bond to concrete side walls

6.2.2.
in the

Joints shall be resealed as necessary to

pavement

Figs. 6.2

&

structure

at specified

minimise both

and ingress of incompressible material

temperatures.

infiltration

in the joint

of runoff water

groove as shown in

6.3.

The commonly used sealant materials apphcable specifications, the design extension,
shape factor and relative price are listed in Table 12.6 of Chapter 12. For maintenance work the
same type of sealant shall be used and preferably from the same manufacturer if performing well.
The manufacturers specifications shall be consulted to check the required maximum allowable
service extension that the sealant material can sustain without damage and if a primer is required to
improve the bond between sealant and concrete.
6.2.3.

The joint groove dimensions should be selected after determination of the expected
joint movement resulting from temperature changes. The shape factor is defined as the ratio of
depth to width of sealant in the joint groove. Too narrow grooves may originate extension failure of
the sealant or loss of bond with the groove walls. Manufacturers of silicone sealants recommend a
6.2.4.

minimum thickness of 6 mm and a maximum thickness of 13

mm because wider joints are prone to

spalling.

18

Fig. 6.2. Joint Resealing

59

23:83

IRC:SP:83-2008

The groove saw

6.2.5.

cut depth

must provide

for the sealant depth, the

backer rod thickness, the depth that the sealant surface

compressed

be recessed and extra depth to

is to

account for variability of the saw depth as shown in Fig. 6.3.

Groove 6-8 mm
Widen to 7 -10 mm

Groove 8-10 mm
Widen to 9 -12 mm

Initial

3+/-1

SAW CUT

mm

8-10

mml

20

mm

1-2

mm

HEAT RESISTANTING
DEBONDING TAPE

Initial

sawn

joint

>

3+/-1

BACKER ROD^
BACK UP ROD

DEPTH

<

mm

3+/-1

mm

10-13

SEAUVNT

Pre-Formed Joint
20 - 25 mm

Initial

mm
''^

3-5mm
COMPRESSIBLE
SYNTHETIC
FILLER

BOARD

^
Contraction Joint

Longitudinal Joint

Expansion Joint

(Recessed)

(Recessed)

(Recessed)

Shape Factor 2
(Shape Factor

Fig. 6.3.

Shall

be

Shape Factor 2
1:1 or 2:1

Check

Shape Factor

:1

with Manufacturer's Instructions)

Typical Detail of Field Moulded Joint Sealants (Source: Fig. 4 IRC:57-2006)

The service life of joints depends on the care taken to prepare the joint and install
the sealant. The service life of joint seals also varies with the type of sealant. Atypical hot-pour
sealant provides an average of 3 to 5 years of life after proper installation. Some low-modulus or
6.2.6.

PVC and coal tars can perform well past 8 years.

Polysulphide sealants perform well for up to 5

on the National Highway Development Project (NHDP) to

date. Silicone sealants perform well for periods exceeding 8 to 10 years. In Australia and the
USA, where pavements are well maintained in good/clean condition, silicone seals have given
good performance up to 20 years. Compression seals may provide service for periods often
exceeding 1 5 years and sometimes 20 years in access controlled highways in developed countries.
Further study of the issues of adhesion, temperature, UV radiation and presentive themedy against
theft is required in India. But the most important condition is that the joint be clean and dry when
reapplying the sealant (adhesive in case of compression seals). Also, some materials are unsuitable

to 7 years according to experience

for

bonding to fresh concrete and so technical advice should be sought from sealant manufacturers

regarding the

recommended minimum concrete age at the time of installation.

6.2.7.

Joints sealants should be replaced periodically

when they are

defective or reach

and do not prevent ingress of water any more. Simply pouring new
latter. The old joint material shall be removed, the joint
groove cleaned and the new joint material properly placed. This work must be performed under
dry conditions and preferably scheduled in the warmer months of the year.

the end of their service

life

sealant in the old joint will not restore the

60
1

IRC:SP:83-2008

6.2.8.

When the joints are spaUed compression seals should not be used before its proper

repair because they

would tend to twist

joint walls are not vertical

6.^.9.

The

or

move up and down in the joint at locations where the

and unifonnly smooth.

sealant

is

applied after insertion of a backer rod in the groove. Backer rod

keeps off the fluid sealant from sinking in the groove and bonding to the bottom of the groove.
They shall be flexible, compressible, undergo no shrinkage, repel water and not react with the
sealant.

The rod diameter should be at least 25%

6.3.

Method

(1)

Select the material

larger than the joint width.

for Repairing the Flexible Joint Sealant

and method of applying the liquid

sealant, taking necessary

approval from the Engineer-in-Charge.

(2)

Materials from the compression joints can be removed manually without leaving

much

material on the groove walls. Materials from the other types of joints can be also

pulled by hand after cutting by running a knife blade along the faces of the wall or

rumiing a saw cutting machine with worn/used blades or by ploughing. Most sealants

can be very effectively removed by ploughing (raking).

A small joint plough (small

tractor pulling a hard steel cutter/rake slightly narrower than the joint width)

can remove

damage to the joint edges. V-shaped plough/

rakes should not be used. Rectangular plough/rakes cause very little damage to the
joint faces. The plougli/rake should pass at least twice cleaning one joint face during
the first pass and the other joint face during the second pass. Ploughing should remove
the old sealant material without causing

at least

(3)

95% of the old sealant material.

Joint materials are removed and disposed properly.

Some materials may require

hazardous or specialised waste disposal methods.

(4)

Width of groove and shape of the groove is improved for the new material as per
provision of IRC-57. The groove shall be shaped by sawing with a diamond blade.
This is an efficient method for ensuring complete removal of old sealant. Reshaping

may be required for improving or modifying the shape factor and can
be done by cutting with dry or wet diamond blades. In many cases blades are ganged
the old groove

by side on the blade arbour with a metal spacer to allow the saw to reface both
joints to a uniform width in one pass. However, some sticky sealants such as PVC
and coal tar can clog the diamond blade. The refacing of the groove shall be kept to
an absolute minimum in order to keep the joint groove from becoming too wide,
which may lead to risk of extra damage and spalling at the joint.
side

(5)

Edges of the joint groove are chamfered to improve the durability of the sealant
and the profile. Minor spalls along the joint faces do not inhibit performance of most
sealants but some patching may be needed for larger spalls. These shall be patched
before proceeding with groove cleaning.

61

IRC:SP:83-2008

(6)

The groove faces

of the joint are cleaned thoroughly. This

task of joint sealing.

Groove faces require

is

the

most important

a thorough cleaning to ensure sealant

adhesion and long terni good performance. Dirt, dust or traces of the old joint material
shall not

remain on the joint faces

after cleaning. Joints

wider than 1 0

mm width or less

clean. Cleaning of narrow joints of 6

is

mm are easy to

very difficult and shall be

carefully performed.

Note: Using chemical solvents for cleaning is not allowed because they can leave
contaminants in the pores of the joint faces that will inhibit bonding of the new sealant.
Proper cleaning combining mechanical action with water flushing
(7)

The saw sluny and any cleaning chemical residues

after

(8)

shall

is

required.

be washed away immediately

sawing in a single direction.

The groove faces are sandblasted one by one when the joint is dry. The

sandblast

done by holding nozzle close to the surface at an angle with the top of the face.Sandblast removes residues of the old sealant and provides surface texture to improve

is

sealant adhesion. Alternatively when compression seals are to be used the sidewalls

may be prepared by grinding or wire brushing.

(9)

The joint and pavement surface is

dust, ensuring the

compressor

is

air blasted to

remove any remaining sand and

blasting clean air without oil contamination prior to

air blasting. If not,

an oil and moisture fiUer is required or the insertion of oil in the

by the compressor

shall

air

be discontinued.

(10)

The surrounding pavement is kept clean by use of a vacuum sweeper or broom.

(11)

The compressible backer rod

the sealant.

installed to give the correct shape and depth to

is

The backer rod material

shall

be compatible with the liquid sealant and

25% larger than the groove width. Backer rods shall be forced
into the groove joint uniformly to the desired depth. Many methods have been used
including poking in with a screwdriver that may damage the surface of the rod and

have a diameter about

automated equipment. The best tool

is

the steel roller with two lateral wheels supported

by the pavement surface and a central insertion wheel

different depths.

Good

practice

is

that

to roll the insertion

can be changed

to

match

wheel over the backer rod

twice in opposite directions.

(12)

Groove sidewalls are checked that these are free of dust and dirt before pumping
the sealant. The joint should be cleaned again if any traces of contamination are
found;

(13)

The primer

is

applied to the dry side walls of the groove according to the

recommendations of the manufacturer. The durability of priming depends on climatic

conditions.

(14) Installation requirements are different for each type of sealant.

Recommendations

from the concerned/selected manufacturer should be followed. Manufacturers also

62

IRC:SP:83-2008

provide mobile equipment to melt and

pump the hot sealant into pavement joints and

also to apply cold applied sealant material.

(15)

The

liquid joint sealant

the manufacturer.

is

installed at the proper temperature

recommended by

When the sealant is at the right temperature about 250 ml

1/4 litre)

of cold sealant should be discarded from the pumping unit hoses and nozzle before
installation begins.

The nozzle

shall

be introduced in the groove to

bottom and reduce chances of trapping

air.

fill

the sealant from

Instead of pushing the nozzle, the operator

draw it towards himself to achieve a more uniform cross section and less voids.
The groove shall not be filled to the top, The sealant surface shall be recessed 3 +
1 mm from the pavement surface. Tool the sealant with a wooden spatula after 1
minutes and then apply more sealant, if needed.
shall

Note: The nozzle

allowed in the
(16)

shall

be sized to match the groove width and no moisture should be

latter.

Low-modulus

silicone searants are not self-levelling and require tooling within 10

minutes of installation before they begin to "break /cure" and form a skin. A tool or a
backer rod strip is drawn over the fresh sealant to force it in contact with the sidewalls
at the

top of the groove and produce a concave shape.

(17) Moist grooves shall be previously

the liquid sealant which
(1

8)

first

dried to avoid boiling of water in contact with

may inhibit adherence.

When transverse joints are sealed with silicone and longitudinal joints are sealed with
hot-pour sealants, silicone shall be applied

first

because

it

is

viscous and will only

slightly penetrate the longitudinal joints.

(19) Finally check sealant adhesion to the sidewalls by pushing

down a knife blade along

the groove sidewalls.

(20)

Check the curing of silicone

sealant after 2 to 3

long specimen of sealant and stretching about

weeks by removing a small 50

50% for

0 seconds.

mm

A fairly fast and

uniform relaxation of the specimen indicates adequate curing. Slow rebound and
curling indicates differential curing. To take advantage of good adherence of the
silicone material to itself use the same brand of sealant to repair the gap from which
the sealant specimen

6.4.

was cut.

Compression Seals

6.4.1.

Defects in compression seals generally comprises:

of the bond with the groove walls

(a)

failure

(b)

pulling out/theft by vandals

63

IRC:SP:83-2008

6.4.2.

( 1 )

Reinstatement of compression seals comprises of the following:-

The joint

side walls are inspected for ravelling, spalling

could reduce the

that

pressure and originate seal extrusion or popping out

seal's lateral

from the joint. Repair damaged sections before

(2)

and other irregularities

installation of the

compression

seal.

Any burrs along the sawed joint are removed by dragging a blunt, pointed tool along
sawed joints. This removes sharp edges which if left untreated may make the seal
installation difficult.

A mechanised wire brush can also be used for this purpose.

This

type of operation shall be done only where needed and before cleaning the groove.
applied to the seal edges and/or groove sidewalls.

(3)

Lubricant/adhesive

(4)

The compression seal as shown in Fig. 6.4 (a) is installed taking care not to stretch
the seal more than 2-3% during installation. Stretching by more than 5% could be

is

detrimental and later on

shall also

be paid

to

may cause

sealant to break into pieces. Special attention

avoid twisting and nicking in addition to stretching. To monitor

sealant stretching lay a length of sealant parallel to the joint

the

and cut a piece of seal with

same length. The piece of seal is extracted and its length is measured after relaxation,

stretch in percent is calculated.

Improper adhesive may cause

(5)

a)

failure of compression seal as

Typical cross-section of Compression Seal

b)

Fig. 6.4.

shown in Fig.

6.4 (b).

Loosening of Compression seal

Compression Seals

in parts. This

The Fig. 6.5 (a) shows that the liquid sealant has failed in adhesion and is missing
gap gets filled up with refuse, dust, aggregates and all other filthy materials. If

movement

restricted or materials enter the joints, excessive stress develop, resulting in

6.4.3.

is

development of defects and plying of traffic further enhance the problem. Due to these unfilled
open joints, potholes may start developing leading to the spalling of the transverse joints and
cracks

at joints.

Figs 6.5 (b) and 6.5

(c)

show sand blasting the groove walls and subsequent

shows further pictures in sequence of the method for

clearing with compressed air jet. Fig. 6.6

repair of joint sealants.

64

IRC:SP:83-2008

c)

Fig. 6.5. Preparation for Reinstatement of

Compressed Air used

PQC

Joint Sealants

b) Placing the
a)

to clean

backing rod

Air cleaning

Fig. 6.6.

Priming and Reinstallation of

65

PQC

Joint Sealant

IRC:SP:83-2008

66

IRC:SP:83-2008

CRACK STITCHING (CROSS-STITCHING)

7.

General

7.1.

Crack stitching with inclined tie bars (cross-stitching) or U-bars (staphng) may be
used for cracks in reasonably good condition in order to arrest movement of slabs and slab pieces.
7.1.1.

Stitching maintains aggregate interlock, prevents the crack

or

from vertical and horizontal movement

widening and provides added reinforcement and strength. Table 4.5

shall

be referred

to for

selecting suitable cases for this type of repair.

7.1.2.

Cross-stitching serves the

same purpose

requires less surface disruption than do installing

7.1.3.

as tie bars

and bent tie bars (stapling) but

tie bars.

Cross-Stitching shall not be used as an altemative for treating cracks that are severely

deteriorated/spalled or there

movement of broken parts.

is

It is

normally used for the treatment of

narrow longitudinal and diagonal cracks which do not display spalling or other types of distress.
Full depth transverse cracks
stitched. Stitching will not

which have assumed the

role of an adjacent joint should not be

allow joint movement (open and closure), so a

new crack is

likely to

develop near a stitched working crack or the concrete will spall over the reinforcing bars and along

dowel bar retrofit, full depth repair or whole slab replacement should be
used depending on alignment and position of the crack.

the crack. In such cases

7.2.

Methodology for Cross-Stitching

The cross-stitching procedure is

(1 )

illustrated in Fig. 7.1.

Preliminary vertical holes (diameter

pattern at 500

mm

750

The same

is

as follows:

0 = 45 mm), 3 0 mm deep are drilled in an alternating

mm spacing apart, where the inclined hole starts to facilitate

its drilling.

(2)

Alternate inclined holes

to the line

(0=16 mm) about 30 to 40 from the slab surface normal

of the crack are

drilled; the length

of the holes shall be =

.7

times slab

above and alternate from each side

spacing is
of the crack. Whilst a 500 spacing is generally recommended, a 750
adequate for light traffic and lightly loaded inner highway lanes. For heavy traffic and

thickness.

The holes should be spaced as

for (1)

mm

also

depend on the slab

mm C.T.C. is preferred.

The dimensions and spacing

thickness in a similar manner as dowel bars.

outer lanes, a spacing of 500

(3)

The holes are cleaned thoroughly using oil-free compressed air;

(4)

The hole
coated

is filled

with epoxy resin in enough quantity for the bar to be completely

when inserted in the hole;

67

IRC:SP:83-2008

SIDE VIEW

For d <

/2

as confirmed by Core Cutting. See Note

Chase 10mm groove along the

crack and seal with
low viscosity epoxy resin

line of the

(step 1) Preliminary Vertical Hole

45
dia
500 - 750
spacing
in alternating Panels

mm

mm

(Step 2) Drill Inclined holes

(step3)

thickness

Clean out thoroughly

(step 5) 12

mm dia

gh Yield Deformed Reinforcing bar

This method of repair shall only be accepted where discrete

cracks are demonstrated by core cutting to be less than 50% of

PQC and written approval is provided by the Engineer.

thickness

Epoxy Resin as per manufacturer's recommendations

shall

be

used.

Sketch

illustrative

and not

to scale.

DLC
Fig 7.1. Typical Arrangement for Cross-stitching with 12

mm.

dia Straight bar

A high yield deformed reinforcing bar (0=12 mm) is placed conforming with IS:

(5)

1786 in every hole.

A groove shall be made along the line of cracks displaying spalling and filled with a

(6)

low viscosity resin or fme epoxy mortar as appropriate

Methodology for Stapling

7.3.

The

as per Para 6.1.1.

"stapling" procedure illustrated in Fig. 7.2 is as follows:

Step

Mark the position of vertical holes of dia 30 mm at a distance of 228

the crack at a spacing of 600

mm centre to centre

mm dia to a maximum depth of D/2

of 30 mm widths of a depth of 50 mm less than D/2

Step 2

Drill the holes

Step 3

Cut the

Step 4

Remove debris and clean the holes and slit

Step 5

Roughen the sides of holes and slits by sand blasting/sand paper

slit

30

68

mm from

IRC:SP:S3-2008

Insen tor

Step 6

Step

"

steel bars

hole and

Fill the

slit

<

Fe 415 (Fig. 7.3

1.

with epoxy mon.ar

:3-epoxy:sand upto 10
i

mm abQ^"e the

top surface of steel bar

Abo\'e

S tep S

this le\^el,

be filled up
S tep 9

nonshrinkable concrete or any other equivalent material may

to the top level of

Fill the sides

PQC

of the groove with low viscosity epoxy.

Fig. 7.2. Drilling the Inclined Holes with

SIDE

(sLnitablie fc-" re ca

C'f

cingltjdinal arad^

Angle Template

mraid.e

VI EV/

1Sni of slab

30

Drii
flie

only)

mm dia vertical holes at

ends of the planned

D/2max

5C

Tii-n

j
..J-,.
J

^Mgf moitar bed ami sunound

i 6 swv.

oils

hiish Y/&ic

Reirmrcinig Bars:

BoC^om of

DBfonr/ec

mm rxo

PQC

DLO

Fig

7.3.

Typical Arrangement Stapling with 16

69

mm

dia Tie bar

sSote

IRC:SP:83-2008

PARTIAL DEPTH REPAIR

8.

General

8,1.

Partial depth patches are acceptable for

mid

most surface

distress types at joints, cracks,

slab locations that are within the upper third of the slab.

requiring partial-depth repair is

spalling as

shown in Fig.

The most common

and

distress type

8.1, but partial depth repair can also be

used for restoring small areas like popouts and potholes as shown in Fig. 8.2. Table 4.5 shall be
referred to for selecting suitable cases for this type of repair.

For severe, shallow and surface defects, spalling

is

typically a random

and localised distress.

Surface spalls create a rough ride and can accelerate development of further distress. Partial
depth patches replace unsound concrete to restore surface evenness and arrest further deterioration.

They

also provide proper edges for resealing joints and sealing cracks.

edge

Joint

starting the next

joint groove

spalls

mostly result from poor workmanship (compaction and or finishing) whilst

days work

at a

construction joint, penetration of incompressible materials in the

and slab curling and warping.

third of the slab,

when load transfer devices

a)

Partial

Shallow Spalling

ij

depth patching can only repair spalls in the upper

are in

good condition.

liij'i

at the Joint

b) Spalling

2nd Day Concrete

Fig. 8.1. Typical Spalling at Joints

~fi:i,

a)

Popout

b) Potholes

Fig. 8.2.

Popouts and Potholes

70

IRC:SP:83-2008

Each patch usually covers an area less than

1 m^. They are often only 60 mm to 75 mm deep depending on the patch material used. The area
to be repaired shall extend 50 mm beyond the spall limits and be at least 1 00 mm x 250 mm (in
plan) X depth. The depth is normally 65 mm deep minimum (+15 mm) for epoxy mortar/polymer
Partial-depth patches are usually very small.

concrete type repair or 40

mm deep (+/-

mm) for elastomeric concrete (See Fig. 8.3). Shallower

patches have a tendency to break up and breakout under traffic (See Fig. 8.6). Small steel studs
cut

from reinforcing bar may be drilled and epoxied into place

mm X
shown

00

in an approximate grid pattern

( 1

mm) to provide an extra key effect similar as shown for the treatment of popouts as

in Fig. 8.5.

TRANSVERSE JOINT

LONGITUDINAL JOINT

Symptom
a)

Shallow Spalling/Corner crack

b)

Deep

Spalling Along Joint

PLAM VIEW
1) Airblast

Clean

2)

Saw cut boundaries to depth 65mm min.

Remove damaged concrete and Clean

3)

Scabble faces of saw cuts

4)

Prime and place epoxy mortar repair

1)

2) Gravity seal with

low viscosity

epoxy

65

mm

min.

Y
150mm

a)

00

Seal with low viscosity Epoxy (Ref: Para 6.1

CROSS-SECTION

Fig. 8.3.

.2(a))

b) Partial

Depth Repair

(Ref:

Para

CROSS-SECTION

Repair of Shallow Cracking and Spalling Near the Joints

71

8.1

IRC:SP:83-2008

8.2.

Methodology for Partial Depth Repairs

Partial depth repair comprises

of the following tasks:

(i)

The area to be treated is marked following the guidelines

(ii)

The materials and procedure are selected for patcliing in consultation with the Engineer-

set out in

Para

5.6.

in-Charge.
/'

(iii)

The upper 50 mm of the concrete

(or deeper if the spall is

wide but not deeper than

one third of the slab thickness) is saw cut parallel to the joint. The patch shall not
expose any dowel bar or reinforcement. If a dowel bar or reinforcement is exposed
the surrounding concrete shall be completely removed to at least 25
below the

mm

bar or wire as
(iv)

shown in Fig.

8.3 for typical layouts.

The upper/unsound concrete

layer

between the joint and saw cut

is

chipped out; by

manual or mechanical chipping.

removed from the

(v)

Loose material

(vi)

The pit surface is cleaned eliminating all dust and exposing the concrete grain texture:
(a) check the air blown by the compressor for oil and moisture with the help of a
cloth; (b) sandblast the surface to remove dirt, oil, residual unsound concrete and
laitance and to improve texture; (c) airblast the surface to complete cleaning;
(d) check the prepared surface for cleanliness by rubbing across with the hand or a

is

cloth; if the pit is not

pit

of the patch and clean the repair area.

immediately patched, cleaning operations shall be repeated.

(vii)

The patch pit is checked for unsound concrete before starting the patch. If unsound
concrete is detected it should be removed and the pit cleaned again by airblasting.

(viii)

During

spall repair, the existing joint

resin or

cement mortar that could build bridges between the two

patch material

is

groove

shall

be protected against leaking of fresh

slabs. If non- flexible

used an oiled piece of plyboard should be placed

to

form a bond

breaker plate in the adjacent joint(s) to avoid penetration of patching material in the
joint.

The bond breaker plate should be

mm deeper than the patch and

Laterally the plate should extend 75 mm

inserted 25

should have the same upper level as the slab.

on both sides of the patching hole. The bond breaker plate should be slightly thicker
than the joint opening and be slightly compressed after installation. Latex caulking
can be used to seal any gaps between the bond breaker plate and the joint opening.
(ix)

The bonding agent is mixed carefully according to the manufacturer's instructions. A

small (Jiffy) mixer with 20 litres capacity may be used to mix the two components
during the specified time.

(x)

The clean surface of the patch hole

is

coated with the bonding agent (water cement

by the manufacturer) for a certain time before the patching

mix is brought. The bonding agent should not be allowed to collect in pockets and it
should be at the appropriate consistency (sticky) when the patching operation starts.
slurry, resin, etc. as specified

72

IRC:SP:83-2008

(xi)

The patching mix is prepared using a small drum or paddle-type mixers with capacity
of about 0.2

(xii)

ml A small Jiffy mixer may be used for smaller patches.

Aggregates and

binder

may be previously weighed and bagged. Mixing times and proportions

strictly

observe. Too long mixing will reduce the short time that

is

are

available to patch.

The patch materials are placed by slightly overfilling the pit to allow for volume reduction
during compaction/ screeding. Aggregate mixes shall be placed with a shovel, because

dumping from buckets or wheelbarrows causes segregation. Cementitious mixes shall

be vibrated to release entrapped air. The vibrator shall be held at 1 5 - 30 from the
vertical and lifted up and down until the whole patch is covered. It should not be

moved horizontally in the patch. Some patches may be too small for the use of internal
vibrating needles and vibrating screeds.

or other small hand tool

(xiii)

is

Rodding and tamping or cutting with a trowel

acceptable.

Some polymer mixes including epoxy mixes which have high heat of hydration, should
in certain adverse conditions, be placed in several 38

waiting times between

(xiv)

lifts

as

mm to 50 mm thick lifts with

reconmiended by manufacturers.

Proprietary patch materials shall be cured as

recommended by the manufacturers.

Some require some type of moist curing whereas others need application of specific
curing compounds and a few others may be air-cured.
Partial

8.3.

Depth Repair Using Epoxy Mortar Formulation

Partial depth repair using

epoxy mortar formulation should be carried out according to the

following steps:

(i)

Surface Preparation:
Firstly the affected portions are firstly

The

surface

is

kept clean and dry

at

made free of all

loose and unsound materials.

proper temperature. Care

is

taken that moisture

through capillary action at the interface of resin and concrete during

application and curing period. There are following three cases of surface preparation

does not

rise

depending upon the

distress type.

be Cut to a Depth: For removal of unsound concrete

and loose concrete, chisel and hammer manually or pneumatically can be adopted. If
possible, the sides may be given a slight slant to that of the base of the groove, so
formed is somewhat wider than the top to ensure better keying for the repair work. If
- 20
deep peripheral cuts at the top
a joint cutting machine is available, 1 0

Case I - When Concrete is

to

mm

can be made

Case
are

II

mm

initially.

When Cutting in Depth is not Required: Those surfaces or areas which

sound and do not require concrete removal

73

in depth, are thoroughly cleaned to

IRC:SP:83-2008

remove

oil, dirt, aspiialt,

depth of

mm)

is

mortar droppings, weak laitance

beneficial even

Light chiseling (upto a

etc.

where extraneous matter are not present

at the

surface. If neither chiseling nor sand blasting can be adopted, the cleaned surface

may be treated with dilute hydro-chloric acid @ 4 kg/ 10

Sand blasting and chiseling

are,

sq.

m.

in

two applications.

however, to be preferred over acid treatment.

Case lO - When Shallow Fine Cracks are to be Repaired: For repair of shallow
fme cracks or cracks with no edge spalling, no surface preparation beyond cleaning
the strip of concrete on either side of the crack is needed. In case of wider, spalled
cracks, all foreign matter including joint sealing compound used to seal them are fully
removed from in and around the cracks with the help of rakers and chisels. Any
unsound concrete around the crack is also chiseled out or grouted or cut out with the
small diameter concrete saw. The prepared notch should be at least 3 mm to 4 mm
deep.

(ii)

Cleaning Before the Repair: The prepared

with compressed

(iii)

air to

clean

it

surface, recess or

thoroughly and

groove

may be

blasted

made dry before the repair application.

Application of Tack Coat/Cement Slurry: All resin repairs commence with the
application of a tack coat on the prepared concrete surface formulation which
selected for use in the resin mortar/resin concrete for the repairs.

Normally one coat

of tack coat for horizontal surface, and two coat application for vertical faces
applied.

The approximate amount required

is

is

3.2 kg/10 sq.m. for

may be

epoxy resin

formulation.

8.4.

Methodology for Repairing Popouts

This procedure as illustrated in Fig. 8,4 excludes saw cutting the boundaries of the patch

and

is

typically required for treatment of popouts/potholes

The procedure
(i)

Chipping

is

and

spalling.

as follows:

starts in the

middle of the patch and progresses to the borders. The chisel

point shall be directed towards the inside of the patch at about 45.
light electric chiselling

machine of weight 6.8 kg

and epoxy grout

Drill

(iii)

Prime with low viscosity epoxy on bottom and

(iv)

Fill the

in stud.

patch with epoxy mortar

(1 :3).

74

or a

maximum with spade bit may be

used.
(ii)

Hand tools

vertical sides.

IRC:SP:83-2008

sound concrete giving

near vertical rectangular shape.

Chisel to

Pop-Out

Pot hole

in

PQC

Patch with Epoxy Mortar

See Notes Below

Drill

&

fix

Provide

12mm

dia

HYSD

Stud with epoxy grout

No. Stud for each 10

cm

x 10

cm

plan area

Notes:

Depth 5 cm
HYSD Studs to be provided with 15 mm cover
3) High Early Strength Non-Shrink Grout/Mortar
material may only be considered after conducting
trial of product (s) proposed by the Contractor.
1)

2)

0.

330

mm TYP

Bottom

PQC

CROSS-SECTION

DLC

Fig. 8.4.

Methodology for Repairing Popouts

This procedure has the following advantages

(c)

The rough vertical edge promotes bonding.

There are no saw overcuts.
Fewer steps and smaller crew than for the saw and chip procedure.

(d)

Spalling

(e)

May be faster than the saw and chip procedure if mechanical tools are used.

(f)

A saw is only needed for joint sawing.

(a)

(b)

is

controlled by using the 6.8 kg jackhammer.

75

IRC:SP:83-2008

1)

Marking out

3)

the

Popout

lor Chiselling

2) Chiselling to

Popout Ready for Epoxy Repair

Fig. 8.5.

Sound Concrete

in

Rectangular Pattern

4) Repaired Popout

Photographs Illustrating Repair of Popouts

This procedure has the following disadvantages:

(a)

(b)

Sound concrete may be damaged by heavy hammers.

Jackhammers can cause feathered edges.
Potential Problems with Large Partial

8.5.

Depth Repairs (PDR)

Partial depth repairs are generally susceptible to failure

over a period of time. The causes

of failure of partial depth patches can be design, material or construction related failure of a large

epoxy patch and cementitous patch.

( 1 )

Design-related causes of large partial depth patch failures are the following:

(b)

Exclusion of some deteriorated concrete from the repaired area.

Incompatible climate conditions materials or procedures.

(c)

Thermal incompatibility between repair mixes and the slab concrete.

(a)

76

IRC:SP:83-2008

Climatic conditions during the service

(d)

life that are

beyond capability of repair

materials.

(f)

Inadequate cure time after the repair.

Inadequate opening time after the repair.

(g)

Incompatibility between joint

(e)

(2)

Construction-related causes of shallow partial-depth patch failures are the following:

(a)

Failure to square the hole.

(b)

Deteriorated materials not completely removed.

(c)

(d)

Inadequate cleaning, namely laitance (sawing slurry) adhering to surlace.

Lack ofbond (poor surface coating or inappropriate surface condition).

(e)

Failure to re-establish the joint (compression failure).

(f)

Variability of repair material.

(g)

Insufficient

Full depth repair

risk

is

Epoxy mortar

is

compaction of fresh patch mixture.

the

recommended choice during the

of dealing with this type of failure

areas to

bond breaker and sealant material.

construction stage for minimising

after 2-3 years traffic or less.

susceptible to brittleness over a period of time

when exposed

in large

UV or direct sunlight. Epoxy mortar may be modified by adding at-least 5% poly-sulphide

polymer in the epoxy resin. Such formulation will improve the life of the mortar by giving some
flexibility and improving UV resistance. Epoxy mortar supplied packed in correct proportions are
recommended. But still care has to be taken not to mix too much material at a time otherwise there
will be un-necessarily waste.

8.6.

Problem Associated with Longitudinal Tining

Tining

is

the preferred

method

transversely. Longitudinal tining

is

for texturing fresh concrete.

new to

It is

India and has been adopted in

generally provided

few projects under

NHDP on trial basis. Certain adverse observations have come to notice after passing of traffic
over a relatively short period of time (less than 4 months). The edges get abraded in the wheel path

and shallow spalling develops at irregular interval along the pavement. This affects the surface
evenness and riding quality. (Refer Fig. 8.7). In Indian condition, with heavy rainfall and high
proportion of slow moving vehicles transverse tining may be preferred, even though these are little

more noisy and little

less aesthetic.

77

IRC:SP:83-2008

1 )
'

EpoxyJ Repair
^

2)
ol

Epoxy Repair of Spalled

Large
Potiioles in a
>^

Joint

without saw cutting. Failure

.^u
a edges
a
leathered

severely cracked Slab. Further deterioration

and additional Cracks developed

(a)

Photograph Illustrating Failures of Partial Depth Epoxy Repairs

'

a)

Preparation for Cementitious

Partial

Depth Repair (Oct'05)

b)

in the

after

c)

The Condition after 20

months (Aug'07)

Depth Cementitious Repairs

Fig. 8.6. Typical Failures of Partial

Abrasion

The Completed Patch

months (Mar'06)

(b) Failures of Partial

Fig. 8.7.

Depth Repairs (Para:

8.5)

Wheel Paths (Longitudinal Tining)

78

at

IRC:SP:83-2008

9.

FULL DEPTH REPAIR

9.L General
the uhimate repair treatment. Table 4.5 shall be referred to for selecting suitable
cases for this type of repair. If this treatment does not succeed an overlay is to be used either alone

This

is

or along with full depth repair.

The procedures to be followed

for

whole slab replacement

are

depth repair as described in this Chapter. Full depth repair may be considered
as the preferred repair option in the following situations.

broadly similar to

(i)
(ii)
(iii)

full

Partial depth repair has failed

The cross- stitched longitudinal joint has again failed

The crack which was less than D/2 has propagated more than D/2 or

full

depth and

the slabs across the crack are rocking

(iv)

(v)
(vi)
(vii)

The slab has shattered and can no longer support the load of traffic
The spalling along the joint or crack is more than 50% depth of slab thickness
The corner break is down to full depth
Failure of pavement due to dowel bar locking and serious cracks along the joint have
developed

(viii)

Blow-up

at

expansion joint.

Full-depth repair entails removing and replacing

at least

a portion of a slab

down upto the

bottom of the concrete. Full-depth repair improves pavement surface evenness and structural
integrity and extends the pavement service life. The most common problem that requires full-depth
repair is full-width cracking near the joints

and joint deterioration. This includes blow-up and any

cracking, breaking, or spalling of slab edges

on

either side of a transverse or longitudinal joint.

Often, spalling takes place on the bottom of the concrete slab and
surface. Spalls that extend 75
spalling could exist

150

mm from the joint are an indication that additional

below and would require

Full-depth repair

more than one

mm to

may not be visible from the

full-depth patching (Refer Fig. 9.1).

also necessary to repair any deep corner breaks or any slabs with

is

intersecting full depth crack.

The

latter

may result from lack of uniform support or

The minimum dimension of full depth repair in longitudinal or transverse

direction should be 1 .5 m. Some of the details of Figs. 5.5 to 5.8 may also be referred in this
context. For multiple comer breaks or slabs with intersecting cracks, their size may correspond to
the area of an entire slab. Before full-depth patching the sub-base and separation layer shall be
inadequate structural strength.

reinstated as required, (Fig. 9.2).

9.3.2.

(i)

Replacement of a portion of a slab comprises the following tasks:

The area to be
Chapter

treated

is

marked according to

79

the guidelines in para 5.6 and 5.7 in

IRC:SP:83-2008

(ii)

The materials and procedure are selected for patcliing in consultation with the Engineerin-Charge The patch mixes for full-depth repairs often use ordinary or rapid hardening
Portland cement as per the need and also proprietary cement that gain strength early
(Appendix B). A job mix design shall be tested in the laboratory with a target slump
of 20 - 40 mm. To decrease the water-cement ratio a water-reducing admixture may
be required for Grade 43 or Grade 53 cement (IRC:44-2008 may be referred for mix
design).

(iii)

The portion to be replaced

is

cut out and removed.

repaired shall be cut with a concrete

saw to the

The perimeter of the area to be

specified depth. Transverse perimeter

made around the boundary of the repair down to about a quarter ( /4 )

to a third (1/3) of the slab thickness. Separate full depth cuts are then made for
removal of the slab (See Fig. 9.1). The concrete between the two cuts provides a
cuts are first

buffer to prevent undercut spalling and allows chipping for exposing the steel dowel/
tie

bar reinforcement. Always cut toward the shoulder so that any shear force

developed from the compression of the slabs get concentrated and relieved in the

paved shoulder portion.

(iv)

The advantages of sawing patch boundaries include the

(a)

The saw leaves vertical edge faces

(b)

During breaking, the patch area

(c)

(d)

(e)

(v)

folio wing:

sawed boundaries and the

risk of damage of the adjacent slab areas is therefore minimised
Spalling of adjacent slab areas is also minimised
Breaking, chipping and removing debris within the sawed boundary is usually
easier and faster
After sawing the lane may be reopened to traffic for two days before proceeding
with the repair work
is

isolated within the

The disadvantages of sawing patch boundaries include the following:

(a)

More workers are required than for other procedures

(b)

Water used

to cool the

work
Saw overcuts beyond

saw- wheel saturates the repair area and drying time

may

delay the
(c)

the corners of the patch result in

weak

areas that shall

require to be cleaned and sealed

(d)

Saw polished vertical patch boundaries provides poor bonding.

This

is

alleviated

by manual chiselling or by means of light jackhammers

(vi)

Holes are drilled for dowel bars or

tie

bars in the edge walls of the remaining slab

enough space for

using dowel-drilling rigs with wheels to properly control alignment and wandering.
Both standard pneumatic or hydraulic percussion drills are acceptable. They drill a

portion. Rather than single hand-held drills,

80

it

is

better to provide

IRC:SP:83-2008

TOP VIEW

ISOLATION CUTS
50-75

mm
V..,,,,.,,.,,.,

SAW
SAW

LONGITUDINAL SECTION

FULL DEPTH

1.5

<

NORMAL
BREAK

< D/2)

MIN.

>

REDUCED BREAK ENERGY

JACK HAMMER LESS THAN

KG

Si.

bo

BREAK IN CENTRE AND MOVE

OUTWARD TOWARD BUFFER
CUTS
Fig. 9.1. Buffer

Cuts for Protecting Repair Perimeters from Undercut Spalling

(Published by permission of the American Concrete Pavement Association

(ACPA) Copyright, 2008;

hole in about 30 seconds. Electric pneumatic rotary drills take three to four times
longer.

6
(vii)

The hole

shall

be 2

mm bigger than bar diameter for epoxy anchor material or

mm bigger than the bar diameter for cement based anchor material.

The dowel hole

cleaned carefully by means of a nozzle and compressed

is

to this operation ensure that the

contaminated
(viii)

air

by blowing

into a piece

The epoxy anchoring material

tie bars.

compressor

is

of dry

is

air.

Prior

not blowing oil and moisture

cloth.

fed to the back of the hole before inserting the dowel/

This ensures that the anchoring material will flow forward along the entire

dowel/tie

embedment length during insertion and decreases the likelihood of leaving

voids between the dowel and concrete.

(ix)

Reinforcement
exceeds

.5

is

fixed in top of the repair

when the length to width ratio of the patch

so as to control any cracking on account of the shape factor.

81

( 1

mm dia

IRC:SP:83-2008

high yield deformed bar

mm below the top surface.

placed about 75

(x)

@ 200 mm c/c in both directions). The reinforcement shall be

poured in the pit from ready mix or batch trucks, or site mixed for small
jobs in small mixers. Evenly distribute and compact the mix by penetration of a vertical
Concrete

is

vibrator. Special care is important to

compact concrete

in the corners,

along the

patch perimeter and around the dowel bars.

(xi)

Strike off and finish the concrete surface with a vibrating screed or

depending upon the size of work. Hand fmishing should be

manual screed

minimum as it will leave

undulations in the surface.

(xii)

A wire brush/tyned texture is applied to get surface texture to match the existing
pavement.

(xiii)

Suitable curing conditions are provided immediately by

means of a liquid membrane

curing compound.

(xiv)

Laboratory

tests shall

be performed in advance to determine the appropriate mix

proportions and establish the time required to achieve the

The minimum compressive strength of repairs before

should not be less than 32 MPa.

required to open to

opening to
(xv)

traffic

The methods

for

minimum compressive strength

traffic.

placement and curing the concrete shall take into consideration the

weather, seasonal and other enviromnental factors.

(xvi) Fig. 9.2

gives further details about the Full Depth Repair (FDR).

Replacement of a whole slab comprises of essentially the same process except that
after removal of damaged slabs it is important to check the causes of damage that could be poor
9.3.3.

drainage or lack of support. Before reconstruction the sub-drainage system and the sub-base shall

be repaired as appropriate and the interface reinstated. This repair procedure for replacement of
a whole slab

is

otherwise the same as that of full depth repair described in this Chapter.

dowel and tie bars

9.3.4.

holes to suit
material.

New

shall also be retrofitted, if required (Fig. 11.1).

Whole

slab replacement requires fixing tie bars along the longitudinal joint. Drill

6 dia deformed reinforcing bars with

embedment

length appropriate to the anchor

Hand held drills are acceptable because alignment is not critical.

82

IRC:SP:83-2008

300

A)

TOP VIEW

NEW JOINT

^
^^""^

______

FULL DEPTH

f.

PATCH

mm dia HYSD TIE BARS

spacing

RETAIN EXISTING

TRANSVERSE

RETAIN

_
1

300mmc/c

mm c-c

TYP

\[/

20

* /

\*c=:i

SMOOTH DOWEL BARS

300

mm c/c

EZ3^

__i

B)

CROSS-SECTION

Retain existing Dovl Bar

"0.

0.

^5

.Drill,&.EpOX!(vNeW.TIe Bar

...

.20

(Retain existing Tie Bar

Dia.HYSD'750 long

@ 300 c/c, at Transyerse jpints

HysD-750

@ -300 c/C; at Longitudinai jeints)

(16 Dia

<
330 mm TYP Bottom t^Qg

...,,....]

'''

'[

fong

Replace with

PQC

(IVl-40

Min.)

in

Transverse Joint

in

Long

Joint)

7^

DLC

Remove loose

material and

fill

any depressions with concrete

NOTE: 10
required

FULL DEPTH REPAIR FOR TRANSVERSE CRACK

Fig. 9.2. Full

a)

Secondary cracking due

in adjoining slabs initiated

SHOWN (Not To

dia

HYDS

where

L:/

rebar
>

Depth Repair of Cement Concrete Pavement

Saw blade jammed in the saw cut. This problem

can be prevented by placing metallic wedges
progressively along the saw cut to transfer stresses

to release of stresses

b)

by the saw cutting.

to the adjoining slabs.

Fig

9.3.

Problems

.5

Scale)

to

be Avoided During Full Depth

83

Saw Cutting

IRC:SP:83-2008

10.

10.1.

SLAB STABILISATION

General

10.2.1.

Slab stabilisation refers to the method for raising sunken slabs by pressure grouting

under the slab after boring vertical holes for pressure injection of the

sometimes
called undersealing or sub-sealing. It is most often performed at areas where pumping or loss of
support has occurred The most common materials are cement and fly-ash grouts or polyurethane
mixture etc. selected according to the fluidity, durability and cost.
slurry.

It is

also

10.2.2.
traffic loads

Several

common destructive forces cause voids under concrete pavements. Heavy

induce the highest slab deflections near transverse joints and working cracks away

from transverse. Deflections may cause erosion, consolidation, with the resultant loss of the subbase or sub-grade support. Without support underneath the slab, load stresses in the concrete
increase and may cause other problems, such as faulting, corner breaks, and cracking. The voids
usually occur near cracks, joints, or along the pavement edge, and are often not

mm deep. The grout

more than 3

mm to

pavement slab or sub-base layer and

displaces free water. Transverse joint faulting and presence of water at or near joints and cracks
on the traffic lane or shoulder are good indications of pumping and voids. Corner breaks and

fills

these voids beneath the concrete

shoulder drop off are further indicators of voids under the slabs.

10.2.3. Slab stabilisation is intended to

requires an effective

method for locating the

methods, but each has

its

fill

the voids beneath the slab. Slab Stabilisation

voids. This

may be done by the following evaluation

limitations.

Visual inspection: This method has several deficiences especially

(i)

when evaluating

effectiveness of stabiliastion.

FWD (Falling Weight Deflectometer).

(ii)

Deflection measurement by

(iii)

Ground Penetrating Radar (GPR).

The principle requirements in selection of materials are strength and ability to flow
into or expand to fill the very small voids and water channels. The main advantage of polyurethane
10.2.4.

grouts are the tensile strength and fast cure time. But usually pozzolana-cement grouts are preferred

due

to availability

10.2.5.

and cost effectiveness.

A typical pozzolana cement grout uses one part cement to three parts pozzolana.

Quantity of water is typically in the range of 1 .5 to 3 parts by weight of mix. Tests shall be conducted
thoroughly,

i.e. 1

and 7 day compressive strength, flow cone times and initial

set times.

Engineers

use the flow cone during the concrete mix design process to determine the quantity of water
required.

The Contractor

(ASTM C

shall

check the grout consitency twice each day using the flow cone

939).
-

'

84

IRC:SP:83-2008

Pressure Grouting

10.3,

It

comprises the following tasks:

(i)

(ii)

The

repair materials and procedure are selected.

Holes are drilled for grout injection using pneumatic or hydraulic rotary percussion
drill on a 1
square grid over the whole area of voids to be filled under the slab; drill

mm as appropriate
to best use the available equipment, distance to joints and cracks = 0.5 m to .0 m.
depth = slab thickness + 20 mm,

drill vertical

hole

0 = 30 mm

50

(iii)

Compressed air is blown to remove water etc under the slab for the grout injection.
The work sequence should be across and along the slab going downwards crossfalls
and longitudinal

(iv)

Grout

more grout

through an adjacent hole or the slab begins

A short pressure

to rise.

or grout flows up

MPa may be necessary to clear debris from the grout hole for 2-3

For early and

drilled,

(vi)

m sequence

injected in each hole at a pressure of 0.35 N/mm-^ working

across and along the slabs, until the void accept no

2.0
(v)

is

gradients.

fast

flow of grout and

to

minimuse

air

beneath the

surge up to

seconds only.

PQC two holes are

vacuum pump may be used by sucking air from second hole.

removed from the pavement surface. If resin grout
cannot be removed the slab surface may be blinded with fme hard

Excess grout upon completion

was used

that

is

aggregate.
(vii)

Injection holes are cleaned and filled with

(viii)

Traffic is

10.4.

cement or resin mortar.

opened only after the minimum appropriate curing time.

Vacuum Grouting

Vacuum grouting comprises of the following tasks:

(i)

Holes are drilled for grout injection on a

to

be

filled

under the

m square grid over the whole area of voids

slab.

are temporarily plugged and the slab surface

(ii)

The holes

(iii)

Vacuum channels are placed in position.

(iv)

Transparent flexible plastic sheet

is

swept

to clean all debris.

placed over the area to be grouted on top of the

is

vacuum channels.
(v)

The perimeter of the plastic

sheet

is

sealed.

The vacuum injection holes

are sealed to

prevent ingress of air.

(vi)

Vacuum

is

applied and any water from the void beneath the slab

(Fig. 10.1).

85

is

drawn off

IRC:SP:83-2008

(vii)

With the vacuum apphed puncture the plastic sheet at the injection holes and pour
grout in each hole in the working sequence. The hole is plugged as soon as grout
begins to be drawn up.

(viii)

Upon completion excess grout shall be removed from the pavement surface.

(ix)

Vacuum injection holes are cleaned and filled with cement or resin mortar,

(ix)

The traffic

is

opened

after the

minimum appropriate curing time.

Slab supported as

Memberane

to

necessary

seal surface

rout

towards

drawn

vacuum

Fig. 10.1.

Holes drilled through

slab at about 1m. centres
hole temporarily plugged

outlet

Joint

Void beneath slab

Vacuum Grouting with Epoxy

86

or other Repair Material

IRC:SP:83-2008

11.

11.1.

SPECIAL TECHNIQUES FOR REHABILITATION

OF RIGID PAVEMENTS

Repair for Load Transfer Failure (Retrofit of Dowel Bars)

11.1.1.

New dowel shall be placed at cracks where displacements occur and at joints if

damaged (misaligned, bent or corroded dowels, dowel socketing or dowel

widening, pavement lock-up). At least three bars in every wheel track at 300-375 mm

the existing bars are

slot

spacing (Fig. 11.1(a) shall be installed as per procedure given below. For existing dowel bars,
there can be
retrofit slots

two ways of retrofitting.

no cracks along the existing dowel bars, the

can be cut out in the land space between the existing bars and new bars be installed.
If there are

However, if the existing bars are corroded or surrounding concrete is cracked, the retrofit slot be
cut out encompassing the damaged bar. This tantamounts to replacement of dowels by retrofit.
The spacing is 300-375 mm. This repair method re-establishes load transfer across the joint or

same time allowing longitudinal movement. Poor load transfer may originate
subbase damage, corner breaks, or spalling. Fig. 11.1 shows this type of repair for load

crack, while at the

faulting,

transfer failure.

Edge

of Slab

32 dia Dowel Bars

X

450 long

3-4 per wheel path

@ 300-375 c/c
TYPICAL
Slot

500 long x 50 wide

Longitudinal Joint

Edge

II

of Slab
All

Layout of Dowel Bars

a)

Plan

Fig. 11.1. Retrofit

87

Dowel Bars

dimensions are

in

mm

IRC:SP:83-2008

Mid-depth
of slab

Joint or

Crack

SIDE VIEW
b) Side

.<**.

c)

Pavement

after Cutting Sli)ts lor

Dowel Bar

Fig. 11.1.

11.1.2.

The work procedure

(i)

The repair materials

(ii)

The

slot to

View

be cut

is

Retrofit

d)

Retrofit

for retro-fitting

PQC

Repair

after

Dowel Bars
dowel bars consists of following

steps:

are selected

marked parallel

to the centre line of the

pavement with a length

mm ensuring half length on either side of crack/joint.

Vertical holes (40 mm diameter) are drilled at the ends of the planned slot to such a
of about 800 - 900

(iii)

depth that the dowel bar centre line will be in the middle of the slab thickness.
(iv)

The

slot sides are cut

and the bottom sides are levelled between the holes

each end. Diamond-saw

slot cutting is the

Diamond-saw

machines can make multiple cuts

slot cutting

most

reliable

three (one wheel path) or six (two wheel paths) slots.

drilled at

and proven method.

to

form the edges of

The saw operator aligns the

head before the joint or crack then plunges into the concrete and advances across
the joint or crack.

The plunging and moving back and

crack creates a

bottom

flat

at the

required depth.

88

forth across the joint or

IRC:SP:83-2008

The jack hammer may be placed either at the end of the fm or downed along the
bottom or along the side of the slot to break the fm. The fm may be removed easily
in two or three big pieces. The fins can also be removed manually with the help of
hammer and chisel. The small projections at the bottom of slot be broadly flattened
with small jack hammer or manually with hand
cut parallel to the centre line of the pavement.

and

hammer and chisel. The

The

slots are

50

slots are

mm to 65 mm wide

slightly deeper than half the slab depth so as to ensure that

dowel is at mid
between 300
to 375 mm from
the pavement edge and the inside wheel path dowels shall be 450
to 600 mm
inside the centre line of the pavement. The spacing between the dowels may be
between 300
to 375
centre to centre.
depth of slaD. The outside wheel path dowel

mm

is

mm

mm

mm

Joints

and transverse cracks with a load transfer of less than 40%

with dowels prior to diamond grinding. The

checked
0.8
is

to ensure that

it is

less than 0.8

total deflection

mm.

is

be

retrofitted

of slabs shall also be

If the deflection is greater

mm the slabs should be stabilised prior to diamond grinding.

not recommended and

shall

than

Local spot grinding

otherwise going to be very expensive for just mobilising

the machine.

The

done by sand
blasting followed by air blasting. The slot is checked by wiping a hand along the
slot walls and bottom. Laitance or dust adhering to the hand would indicate that
slot/pits are

further cleaning

cleaned carefully and dried out

is

The crack or joint

if

moist. This

is

necessary.
is

caulked

at the

bottom and sides of the

slot to

keep patching

material from entering the crack or joint and build bridges across the crack or joint.

The dowel is covered with debonding agent such as form oil or grease to allow
slide movement within the hardened patch. No oil or grease shall fall onto any of
the slot surfaces because it would not allow the patching material to bond to the
slot

and could cause the patch

recommended because

to fail.

Placing a sleeve over the dowel

is

not

inherent looseness could cause the dowel to socket and

fail.

prepared with non-metallic expansion end caps, a plastic foam or

filler board joint reformer in the middle and non-metallic chairs. Retrofitting dowels

The dowel

is

pavement with a few modifications. Dowels

mostly used are round mild steel bars not less than 450 mm long. Depending on the
slab thickness, the dowel diameter is 32 mm to 36 mm. (Ref: IRC:58). Before
applying form oil or grease the dowels should be epoxy coated over the entire
are the

same

as those used in the

surface including the ends to prevent corrosion and joint lock-up.

A resin coat is applied to the slot walls and a resin mortar layer to the slot bottom
before placing the dowel horizontally,

The dowels

if the

patching mix

is

resin mortar.

in the slots are inserted so that the chair legs are in the

89

saw-cut kerfs

at

lRC:SP:83-2008

the bottom of the slot, hi this position, the dowel will be aligned in the

middle

line, parallel to the

pavement

joint or crack with half-length

should be smug against the

The

slot is filled

slot walls to

with resin or

shall

fast track concrete

compressive strength of 1 0 MPa within

around the dowel without hitting it.

It

The joint reformer should be over the

side. The legs and sides of the chairs
keep the dowel from moving during

surface.

dowel on each

placement ofthe patch material.

(xii)

pavement

3 hours.

mortar which attains

Compact with

minimum

a spud vibrator

The patch mix shall have themial properties similar to concrete and have little or no shiinkage.
set and develop strength quickly to allow traffic as soon as possible (32 MPa minimum).

Compressive Strength

Bond

(xiii)

MPa (minimum) after 28 days (IS:5

7 MPa (minimum) after 28 days

40

(Shear) Strength

6)
i

A curing compound is applied.

(xiv)

The road can be opened to traffic when the patch material has gained strength of
atleast 32 MPa. The pavement is then finished with diamond grinding.

11.1,3.

The method of placing retrofit

above, except spacing shall be 450-600

11.2.

bars across longitudinal cracks

is

similar to the

mm depending on thickness of slab.

Slab Lifting or Jacking

11.2.1. This repair

lifting or

tie

method consists of raising sunken

slabs to the level of adjacent slabs

by

pressure grouting beneath the panel.

1L2.2. The
(i)

first

method comprises the following tasks:

A full depth saw cut is made along longitudinal joint(s) to separate the slabs to be
raised from the adjacent panels

frame

(ii)

Holes suitably sized are drilled lifting into the slab

(iii)

The hydraulically operated lifting irames are positioned transversely with lifting bolts

at positions to fit the lifting

centred over the lifting holes

(iv)

Threaded female sleeves are fixed

(v)

The

(vi)

A level r-eference datum across the slab to be raised, is established.

lifting bolts are

The slab is raised to the required

comer of the lifting frame

(viii)

The void

(ix)

Traffic

is

with resin grout or mortar

screwed into the threaded sleeves

(vii)

is filled

into the lifting holes

level slowly

beneath the slab with

fast

by operating hydraulic jacks

hardening cement grout

opened only after the minimum required curing period

90

at

each

IRC:SP:83-2008

Reinstate the Evenness and Skid Resistance (Diamond Grinding)

11.3.

Removing bumps and reprofiling the

surface of concrete pavements by means of

diamond grinding improves the surface evenness and decreases the severity of dynamic or impact
loads from heavy vehicles. Impact loads occur as trucks bounce vertically on their suspension
11.3. 1

system while travelling across bumps or dips in the road surface. Greater vehicle bounce increases
tensile stresses in the slabs

of the pavement.

and removes patching unevemiess.

11.3.3.
It is

life

Diamond grinding also smoothes out rougliness from warped or curled slabs and

11.3.2.

faulted slabs

and consequently decreases the

performed

Diamond grinding removes a thin layer of concrete trom the surface of the pavement.
in the longitudinal direction with specially designed self propelled

uses gang-mounted diamond

saw blades on a shaft or arbor to

cut through

equipment that

bumps and irregularities

The width of the shaft (cutting head) is typically in the range of 900 - 1200 mm.
Spacing of the blades is based on the hardness of the aggregate in the existing concrete. Fig. 11.2
shows different steps of diamond grinding.

in the concrete.

per meter

d)

Fig. 11.2.

Range of Groove Sizes

Diamond Grinding

(Published by permission of the American Concrete Pavement Association

Copyright, 2008)

91

(ACPA)

IRC:SP:83-2008

11.3.4. In essence, the function of diamond grinding

common wood plane.

The saw blades shave off the

fault or

equipment

is

similar to that of a

bump and the rear wheels

follow

behind in the smoothened path.

Diamond grinding equipment is used for spot connection of bumps and irregularities
exceeding the acceptance limits in new construction and is also used to remove bumps from old
pavements with roughness problems. The equipment may be smaller for new pavement bump
grinding. This is a less costly procedure than laying a bituminous overlay and can be executed more
rapidly when the machine is available locally. It should extend the service life of concrete pavements
in fair to good condition by 8 to 10 years.
11.3.5.

11.3.6. Cutting

bumps by diamond grinding comprises the following tasks:

(ii)

The bump is contoured on the slab surface by means of a straight edge

The area is marked with coloured chalk

(iii)

Bump cutting is proceeded in the most appropriate longitudinal direction checking

(i)

the depth cut with the straight edge until the

Saw slurry and debris

(iv)

are

bump is removed

removed from the

slab surface,

by washing with water

jet
(v)

Slab surface

11.3.7.

Diamond grinding may remove

is

retextured

a thin layer of slab

and

slightly decrease the slab

However, the benefit of getting an even surface and decreasing dynamic loads more
than offsets the slight thickness reduction and positively affects structural perfomiance and service
life. Table 11.1 may be reffered for limiting values after diamond grinding.

thickness.

Table 11.1. Limiting Values after Diamond Grinding

(^Published by permission of the American Concrete Pavement Association

(ACPA) Copyright, 2008)

Sr.

Index

IRI

1.

ADT>

(m/km)*

General

J.

Application

11.4.

mm)

ADT < 3000

3.0

3.5

1800

2200

2560

Expressways,

National and State

Other Important

Highways

Roads

Airport

Runways

Grooving generally provides the best treatment against aqua-planing on high speed

It is

like grinding cut

Fig. 11.2 except the grooves

-

ADT > 3,000

Diamond Grooving

11.4.1.

expressways.

10,000 >

10,000

(ADT)

2.5

BI (miTi/km)

2.

(3

AVERAGE DAILY TRAFFIC

Roughness

No.

and

with diamond impregnated blades or cylinder rings as shown in

which

are usually cut in a transverse direction, are a

set further apart. Typically 3

mm deep x
'

92

'

little

deeper

mm wide with a distance of

IRC:SP:83-2008

20

mm to 25 mm between centre lines.

Grooving

is

intended to help water expulsion under tyres.

This treatment shall be considered on pavements that have exhibited a significant number of wet

weather accidents (usually on curves or

at junctions).

The arbor/head width can be

11.4.2.

(Refer Fig. 11.2).

substantially larger considering the larger spacing

between the blades. Longitudinal grooves produce

less noise than transverse grooves,

however,

they help raising water spray trails of splash. In Indian conditions with high rainfall and slow moving
vehicles transverse grooves should be preferred.

Surface grooving comprises the following tasks:

11.4.3.

(i)

All joints shall be effectively sealed against ingress of sawing slurry

(ii)

Sawing slurry is prevented from entering surface water drains

(iii)

The
4

surface

is

textured by sawing randomly spaced grooves 3

mm wide by at least

mm deep

Deposits of slurry are flushed and removed from the pavement surface

(iv)

11.4.4.

Grooves

shall not

be cut within 150

mm of the outside edge of the slab and

longitudinal j oint(s)

Milling Procedure

11.5.

only recommended as a procedure for the preparation/treatment of a

or 450
concrete surface for receiving a bonded overlay. Standard milling machines with 300
Milling

11.5.1.

is

mm

mm wide cutting heads have proven efficient and economical particularly when used for large
areas,

such as

full

lane-width repairs.

The milling operation results

by sawing or jack hammering or chiselling.
11.5.2.

11.5.3.

(i)

(ii)

rounded

pit.

The borders

shall

be made vertical

The advantages of the mill procedure include the following:

It is

It

in a

efficient

and economic for large areas

leaves a rough surface that promotes bonding of the patch

11.5.4. This procedure has the following disadvantages:

(i)

(ii)

For repair areas shorter than 0.09

larger than needed
Milling

m^ the smallest milling head results in a patch

may cause spalling of border edges

93

IRC:SP:83-2008

edges perpendicular to the milling operation (and traffic direction) are

rounded. These edges shall be made vertical by chiselling or cutting

(iii)

The

11.5.5.

When cold-miUing is used, a secondary cleaning should follow to ensure the removal

pit

of dust and particulate material from the milling operation. Secondary cleaning can be done with

sand blasting, water blasting, sweeping or air blowing equipment. This should be accomplished
immediately prior to applying the bonding grout.
Milling procedure and finish are

(a)

shown in Fig.

Milling Machine.

11.3.

(b) Finish

Fig. 11.3. Milling

produced

Procedure

(Published by permission of the American Concrete Pavement Association

11.5.6.

Shot blasting

dust or particulate problems.

is

performed by a

after milling

self contained

(ACPA) Copyright, 2008)

mechanical unit that will cause no

The machine is capable of removing

all

surface contaminants, except

some difficulty is encountered in removal of asphalt concrete or asphalt cement. The machine will
throw abrasive metal shot at the surface in a contained cleaning head. The particulate matter and
dust created by the operation is also picked up and discharged. The average depth of removal for
this

equipment

is

about 3

mm. Care

shot does not penetrate the joint.

shall

It is

be taken when using shot blasting equipment, that the

recommended

that a

backer rod be installed in

all

open

transverse joint grooves prior to the shot blasting operation to avoid penetration of shot that could

eventually cause compression failures. Depending on the efficiency of the

on the equipment, secondary cleaning may not be necessary

highly recommended.
available

11.6.

vacuum attachment

after this procedure, but

it is

Concrete Overlays

11.6.1.

General:

If the existing rigid

pavement

is

structurally

weak based on the prevailing

traffic or the

wearing surface needs improvements in riding quahty an overlay over rigid pavements is generally
laid as per IRC:SP: 17 "Recommendations About Overlays on Cement Concrete Pavements". There

94

IRC:SP:83-2008

are the following main types of overlay:

..;

...

^ri-?n:r/nq

(iii)

bonded rigid overlay over cement concrete slab

Un-bonded rigid overlay over cement concrete slab
"
Fully bonded rigid overlay over cement concrete slab

(iv)

Cement concrete overlay over bituminous pavements,

as per

(v)

Bituminous overlay over cement concrete

IRC SP

Partially

(i)
(ii)

Family of concrete overlays are given

slab, as per

'

'

IRC:SP:76

in Fig. 11.4.

Concrete
Overlays

Existing

Pavement

Existing

Concrete

Pavement

Asphalt

Bonded
'

Un bonded

Concrete
Overlay

Concrete
Oyerjay

Conventional

Ultra -Thin

Wh itetopping

W hitetopping

Overlay

Overlay^

y*
I

The Scope of This Guideline

Fig. 11.4.

IRC:SP:76

Shows the Family of Overlay Concrete

bonded overlay: For partially bonded overlay, the concrete pavement

1 kg/10 sq.m.
should be cleaned of any loose or extraneous matter, given a detergent wash
11. 6. .2. Partially

along with scrubbing with wire brush to remove oily and greasy materials. Subsequently the whole
surface

is

flushed with water to remove

bonded overlay over rigid pavement

joints in top

is

all

traces of the solution

and other dust

particles. Partially

designed as per the formula given below, with matching the

PQC with those in existing PQC layer:

(
V

1.4

4)
C h'1.4M/1.4

(Eq. 11.1*)

Where,

\
h^

=
=

thickness of concrete overlay,

cm

thickness required for thb monolithic slab needed for the

projected traffic as per IRC: 58, cni

h^

=
=

thickness of existing concrete pavement,

pavement condition

factor, as per

95

Table

cm
11.2.

'

r.j^

IRC:SP:83-2008

Typical Application of Partially

Bonded Overlays are:

for the treatment

of "slightly cracked"

concrete pavement.

Table

SNo.

11.2.

Pavement Condition Factor

Length of Crackin
per

Category

Condition

0 sq.m.

Factor,

Sound

1.00

Exceeding 1-2.5

Slightly cracked

1.00

J.

Exceeding 2.5- 5.5

Fairly cracked

0.75

4,

Exceeding

5.5 -8.5

Moderately cracked

0.55

Exceeding

8.5

Badly cracked

0.35

6,

Exceeding 12.0

Very badly cracked

0.25

1.

2_
->

as per Different Categories of Distress

Further guidance

11.6.3.

may be

2.0

taken from IRC:SP;

Un-bonded overlay: Generally

consists of a thick concrete layer (125

mm or

on top of an existing concrete pavement. Uses a separation interlayer to separate the new
bituminous separation layer of
and existing concrete surface as per Fig. 11.5. At least 100
greater)

mm

bituminous

macadam

or (leveling course grading)

thick concrete overlay (125

may

be adopted.

mm or greater)
separation interlayer
separating new overlay
and existing concrete

existing concrete

Fig. 11.5.

Unbonded Concrete Overlay

The optimum thickness separation interlayer prevents distress

shown in Fig.

reflecting into the overlay as

11.6.

Typical applications of Unbonded Concrete Overlays are:

pavements having

or no structural

(a)

for treatment of the

(b)

pavements displaying extensive and severe durability distress

(c)

medium to heavily trafficked roads

(d)

treatment for pavements over very

little

life

remaining

weak or wet subgrade

For an unbonded overlay, rocking slabs shall be rectified, exposed sub base properly
compacted and gap may be filled with coated bituminous macadam having 2.5% - 3% binder
content or grouted with bitumen at the rate of 30 kg per
sealed properly with bituminous materials.

96

0 sq m. Cracks are properly cleaned and

IRC:SP:83~2008

-Fault

"

Keys" into Overlay

Overla;^

Thin Interlayer
Old Pavanent

-Smooth
overlay can move
without interacting
with the underlying

Slip Plane

Overlav
\

pavement

Old Pavemejit
Thick Interlayer (not less
than 100 mm)

Fig. 11.6. Effects of Separation Inter

Layer Thickness

An un-bonded overlay over rigid pavement is designed as per the formula given below:
1\
*

Further guidance

(h;

may be taken from IRC SP

:

(Eqll.2*)

lv)'/2
:

Where,
Overlay thickness,

hm
h

=
=
=

Condition factor

cm

Thickn ess of monolithic

Thickness of existing

slab,

cm

PQC

mm

11.6.4. Fully bonded overlay: Generally consists of a concrete layer ( 1 50

or more)
on top of an existing concrete surface. Specific steps are taken to bond the new concrete overlay

to existing concrete as

shown in Fig.

thin concrete overlay (15(1

mm

11.7.

or greater) east directly on treated surface

existing (old) concrete

Specific steps are taken to bond the new concrete overlay
to the existing concrete.

Fig. 11.7.

Bonded overlays

Bonded Concrete Overlay

are suitable over

sound uncracked concrete pavement.

Typical applications for a bonded overlay are:

(a)

to correct surface

(b)

to repair

(c)

to

problems relating

to

damage caused by chemical

improve load carrying capacity

97

wear or

spills

loss of skid resistance

IRC:SP:83-2008

Bonded overlays need to be used with great caution, as they are not suitable over moderately
or badly distressed pavements or over concrete with reactive aggregate problems or over poor
subgrade.

-u^

,K^:-,,-Mv.r.

All treatments for the preparation of the existing slabs as specified for partially bonded

overlay are also applicable to fully bonded overlays. Besides

this, all

bond-preventing materials

such as joint sealing compound, bituminous materials used for repair, paint marking, greasy and
oily

marks

etc.

should be meticulously removed. Where ever necessary, light chiseling to scarify

the surface for effective

bond and to remove loose materials

treatment should be followed by acid etching

finally flushed

with water to remove

rigid overlay should

all

at the

surface

may be done.

This

@ 4 kg/1 0 sq.m in two applications. The surface

traces of acids.

is

On the saturated surface dry slabs, bonded

be laid immediately after applying a thin layer (about

mm) of

cement

sand paste/slurry as bonding medium. Shot blasting the existing surface without using grouts
reportedly gives the best results (Ref: Research University of Texas,
separate guidelines be referred.

It

USA). For more

details

has been the experience that fully bonded overlays with passage

of time end up with partial bond. Fully bonded over lay may be designed as per the formula given
below:

h
*

Further guidance

11.6.5.

(1

(h^

h)

:/;^.P.M..Mlo..^^r,j'M.n:

may be taken from IRC: SP: 17

^r^/

-...nilM

(Eq.11.3*)

Additional precautions for concrete overlays:

where the drainage is not satisfactory and/or on

pavement carrying very heavy traffic of more than 1 500 commercial vehicles per day,
mild steel reinforcement at the rate of 3 kg/sq.m should be provided in fully bonded
3-6 kg/sq.m may
and partially bonded overlays. Mild steel reinforcement mesh
In high rainfall areas, particularly

also be provided in overlay across cracks in existing pavement.

(2)

may be provided. A mild steel bar mesh, extending

500 mm on either side of the crack distressed portion may also be embedded at middepth in the concrete overlay. Joints in the overlay may be matched with those in the
existing pavement both in type and Ibcation. Extra care may be taken to ensure that
Mild

all

steel shear pegs, if required,

edges and corners of the concrete slabs are fully coated with the cement

This

is

particularly important as these regions are

as initial differential drying shrinkage stresses

(3)

Efforts shall be

more

and

slurry.

susceptible to warping as well

failure

of bond in bonded concrete.

made to minimize evaporation of water from the top surface either by

sprinkling water after 10-12 hours of laying concrete slabs and also by providing
tentage at lower height with one end closed for avoiding
plastic slirinkage.

wind tunnel effect to minimize

Addition of 0.2% fibres reduces the width of cracks

of concrete overlays. Casting of slabs from

98

if any, in

case

am to 4 am in the early morning, may

lRC:SP:83-2008

develop shrinkage cracks due to high warping

the covering of the

PQC

stresses, if proper precaution regarding

slabs with proper arrangements are not taken.

These cracks

which are noticed after 24 hours of laying slabs, shall be immediately filled with dry
silica fume powder, fly ash and cement using small quantity of water by application
These pavements

may be used

mm.
after repair shall be covered with wet jute sheet (with minimum

with brush. This type of treatment

11.7. Rehabilitation of Soft

for cracks of width less than 6

Earthen Shoulders

jithvi

^irnabqj

11.7.1. Shoulders should provide lateral support to the edges of the

sufficient

>

'
;

pavement, be of

width and strength to support the parking of heavy vehicles under all weather conditions,

shed off water, be durable and protect the

lateral

sub-drainage to the pavement below. Soft soil

shoulders cannot comply with such requirements, d u

^

11.7.2.

However on many of the National and

are constructed using fine soils

jj?

State

j.;

^jqrjA .vU^U^o-on

/lu

c: t'^;:?:/^

highway projects the earthen shoulders

which comply with the specifications

for sub-grade but are easily

eroded and worn away by heavy vehicles parking. The protection of lower side shoulder of super
elevated portion requires special treatment or stabilisation to withstand the cumulative run-off from

both carriageways.

A report recommending the turfmg or upgrading of the soft earthen shoulders is

provided in Appendix D for the information of designers and maintenance engineers. Tlii-ee options
11.7.3.

are given, 1) turfing, 2) using a trafficable soil gravel mixture

99

and

brick on edge.

IRC:SP:83-2008

12.

REPAIR MATERIALS

General

12.1.

have short setting time and develop strength

12.1.1. Repair materials should

to allow reopening of the lanes to

only be closed to

USA,

traffic for a

traffic. In

high

traffic corridors the sections to

few hours. Lane closure of 6

to

24 hours

Early Opening to Traffic (EOT) rehabilitation strategy

is

is

fast

enough

be repaired can

considered optimum. In

being used these days by

many

DOTs. Portland Cement Concrete used in these applications is expected to become strong
enough to cany traffic within 6 to 24 hours after placement. Rigorous requirements for mix design
and strength are stipulated for EOT concrete apphcations. The uses of such concretes are bound
State

to increase in future

because with increasing

traffic levels,

only limited duration lane closure for

Appendix-B gives some of the locations with relevant details from USA where
EOT concretes have been used. This type of concrete is just emerging and durabihty related issues
of such concretes are not fully settled. A more cautious approach is recommended to be followed

repair

is

possible.

in India.

Para

2.3 of the guidelines briefly gives

literature like

12.1.2. Repair materials

(b)

Specialist

NCHRP report 540 ''Guidelines for Early-Opening-to Traffic Portland Cement

Concrete for Pavement Rehabilitation"

(a)

some details for such fast track concretes.

may be referred to,

if interested.

may be classified under three general

types:-

Cementitous - Generally comprising of a Portland cement, gypsum or magnesium

phosphate specially formulated to provide opening times of 2 - 8 hours or 20 - 24
hours (Ref NCHRP Report 540).

Polymer based - Generally comprising of an epoxy, methyl methacrylate, polyesterstyrene or polyurethane based resin mixed with aggregates and a catalyst (hardener)
formulated to provide opening times 6-8 hours.

(c)

Bituminous - Comprising of a bituminous binder and aggregate mix, these materials

are generally considered for

12.1.3.
repair.

The polymer based

An exception

is

making a temporary patch only.

volumes of
preferred to match the

resins are preferably used for small areas and

patching of dowel slots where cement mortar

is

thermal properties of the surrounding concrete. The rapid setting cement based materials are used
for larger areas

12.1.4.

and volumes

to

minimise

differential thermal

The minimum strength to allow traffic

strength).

100

is

behaviour and minimise costs.

32
.

MPa (1 50 mm cube compressive

IRC:SP:83-2008

Note:

It is

mentioned

necessary to remind that the several publications by

in Appendix-

cylinders (150

A report compressive strengths according

= cylinder compressive strengtli/0.80.

12.1.5.

the road so to

to the size

The

ASTM C 39 which tests

( 1

50mm). The

target

cube compressive

(Cylinder having length: diameter ratio

repair materials shall be designed and tested in the laboratory

conform

= 2).

and tested on

to the manufacturers specifications.

The Table

12.1.6.

to

(USA)

mm dia x 300 mm) whereas in India the standard method for determining and

reporting the compressive strength (IS:5 1 6) uses cubes

strength

FWHA and ACPA

12.1 gives a guide to the selection of suitable patcliing material according

and depth of patch contemplated.

Table 12.1.

Guideline for Selection of Type of Product for Repair of

Common

Defects in

Concrete Pavements
S.No.

1.

Type of Defect

Full

Extent of

Damage

Type of Product

Maximum Surface

Minimum

Recommended

Area

Depth

for Trial

Depth Repair

All

Full

Depth

Conventional Cement

Concrete with additives

2.

<0.12m2

Small Popouts

30

mm

Epoxy Mortar
(1:3)

3.

<0.12m%

Spalled Joints,

65

mm

Epoxy Mortar

Longest Dimension

Scaling

not Exceeding 600

(1:3)

mm
75

mm

Epoxy Concrete
(1:8)

4.

>

Large Spalled
Areas, Scaling

30 mm

0.1 2 m-, or

Elastomeric

Longest Dimension
Exceeding 600

Concrete

mm

>0.5m^

100

mm

Polymer Moditled
Cementitious Concrete

5.

Corner Breaks

<0.12m^

30

mm

>0.12m^

65

mm

Epoxy Mortar
Elastomeric Concrete

Epoxy Mortar
Note: Approval should be based on the Engineer's assessment of the

trial

performed on the

first

defect treated

of each kind.

12.2.

Cement Mortars

for Patching

The cement patch mixes often use 1S:269, IS: 1489, IS:8112 or IS: 12269 type
Portland cement and also proprietary cement that gain strength very quickly. To decrease the
12.2.1.

101

IRC:SP:83-2008

may be required for 43/53 Grade Cement.

water reducing admixture

water-cement

ratio a

track concrete

mixes usually contain type cement IS 8 1 1 2 or IS

:

Fast-

2269, with accelerators to shorten

the concrete setting time.

shows information on rapid-setting hydraulic binders or cementitious

materials that are currently used for patching concrete pavements. Such binders often contain
chloride accelerators that may cause corrosion of dowel bars. Some polymer modified cement
concrete mixes may reach a compressive strength of about 28 MPa within time as given in the

The Table

12.2.2.

12.2

Table 12.2.
Table 12.2. Typical Time to Achieve Compressive Strength 28
S.

MPa
Hours

Material Category

No.

Certain

1,

gypsum and magnesium based cements

2.

Sulfo-aluminate cements

J.

Polymer modified methacrylate

4.

Polymer urethane

5.

43 Grade(IS:81 12)or53 Grade

2-4
2-4

>

v;i

2-4

:
,

1-2

(IS:

12269) -cement with non

4-6

chloride accelerating admixture

43 Grade (1S:81 12) or 53 Grade

6.

(IS:

12269) = cement with water

reducing admixture

12.2.3.

Some of the

rapid-setting hydraulic binders are proprietary materials

case careful attention should be paid to manufacturers specifications.

to

match the climatic conditions

12.3.

12-24

'

and

They should also be

in this

selected

that are expected during the repair work.

Fast-Track Concrete for Large Patching

\

"'

12.3.1. Fast-track concrete or high early strength concrete is essential for full-depth patching

when early opening to traffic

12.3.2.

High

is

required.

early compressive strength concrete (20

25

MPa in 24 hours) is usually

obtained using Grade 43 or 53 high-early strength cement, high cement content (350

600 kg/m^),
lower water-cement ratios (0.3 to 0.45 by weight), well graded aggregates, extra cement and
chemical accelerators. Super-plasticisers are also used to make the concrete mixture more workable
-

during placement. Fly ash, silica fume and ground granulated blast furnace slag are sometimes

used in the mix to partially replace some of the Grade 43 or 53 cement.

12.3.3. Aggregate gradation uniformity will

long-term durability. Intennediate size aggregates

improve concrete strength, workability, and

fill voids typically occupied by less dense cement

paste and thereby optimise concrete density.

'I

102

IRC:SP:83-2008

Calcium chloride (CaCl,) should not be added

12.3.4.

as an accelerator

under any

circumstances.
12.3.5. Insulating blankets (or other insulation measures) can also be used in the first

24

hours to help strength gain by retaining the heat of hydration. Caution shall be taken, though, to
avoid thermal shock when the blankets are taken off. Thermal shock may cause premature cracking

of the concrete.
12.4.

Elastomeric Concrete for Patching

Elastomeric concrete

12.4.1.

is

a polyurethane based material designed to develop early

high strength and easy bonding to a variety of materials.

aggregate and glass fibre.

It

hardens very quickly.

epoxy mortar formulations but offers saving

It is

It

comprises of a modified binder, fine

relatively

more expensive than normal

in the depth of the patch.

Refer Table 12.3.

Physical and Performance Properties of Elastomeric Concrete

Table 12.3.

Minimum Requirement

Property

ASTM Test Method

BINDER ONLY
Gel time, minutes

(MPa)

Tensile Strength,

Elongation

at

break,

Hardness Type

minimum

ininimum

10

D638

200 min
90 +/-

diirometer, points

D638

D2240

COMPLETE BINDER -AGGREGATE MIXTURE

Elongation

at

break (Ultimate),

Hardness Type

4.1

D4I2 (mod)

25 min

D 4 12 (mod)

(MPa)

Tensile strength,

durometer, points

50 Shore

D max

D2240

Compression defection properties

stress

(MPa),

resilience,

Impact ball drop

5%

deflection

5.5 min/8.7

5% deflection

max

70 min

@ 29, no cracking

>

D695

D 695

(mod)

13.5

(Joule)

Adhesion

to concrete

Dry Bond
Wet Bond
12.5.

12.5.1.

D 3029 (mod)

(MPa)
2.4

minimum

.4

minimum

Resin Mortars for Patching

Commonly used resin binders

are epoxy, urethane

and methacrylate polymers.

Resin binders should be selected for the climatic conditions that are expected during application
work.

103

IRC:SP:83-2008

The various components of resin system must be kept in tightly closed containers..

12.5.2.

Smoking may not be allowed in the vicinity of the resins. After expiry of shelf-life, material
be used without rechecking
resin materials

and mixes

its

is

quality through laboratory tests.

The following handling practice for

required:

(a)

Working

(b)

Storing the resin materials below eye level

(c)

Using disposable containers, equipment and gloves, wherever feasible

Using safety goggles when handling resin compounds

d)

in a well-ventilated area (in case

Temperature of mix

(e)

12.53. There

is

shall not

shall not

of laboratory tests)

be more than 60"C.

no solvent material for removing

set resin-formulations.

However unset/

from containers may be cleaned by:

partial set resin

(b)

Mixture ofequal proportions ofethyl alcohol and benzene

Mixture ofequal proportions ofethyl alcohol and toluene

(c)

Toluene

(d)

Benzene

(e )

Ethyl alcohol

(f)

Local soap/detergent

(a)

12.5.4. hi addition to these guidelines, manufacturers

and curing should be

strictly

recommendations for mixing, patching

followed.

Fine or coarse aggregates depending on the application may be used in the

epoxy resin formulation. The grading of fine aggregate, which is mainly used for repair is given in
12.5.5.

Table 12.4. Size of coarse aggregate

FM

is

maximum 25 mm.

Fine sand passing 1.18

mm sieve of

1.0 is used.

Table 12.4.

Recommended Grading

Sieve Size

or Sand for Resin-Sand Mortars

Fine Sand

Passing

Medium Sand

Passing

4.76

mm

100

100

2.36

mm

100

100

1.18mm

100

100

95-100

50-60

90-100

20-30

5-20

20-30

600 micron
^

300 micron
1

50 micron

For better skid resistance hard

silica,

crushed stone, alumina, silicon carbide, slag etc

micron size may be used.

104

mm

to

600

IRC:SP:83-2008

epoxy formulations with tertiary amine as liardener, the quantity of the tertiary
limited between 4 gm - 10 gm per 00 gm epoxy resin for temperature range 40C to

12.5.6. In

amine
1

is

0C. In resin mortars, generally one part by weight of resin formulation

is

mixed with 3-5

parts

by

weight of medium to fme sand. In case of epoxy resin concrete using larger maximum size of
aggregate, the proportion of aggregate may be as high as eight (8) parts to one (1 j part of resin
fomiulation by weight.

The quantity to be mixed at a time should normally not exceed 2 kg because of the
short pot life of the resins. The cement concrete temperature may be at least 1 5"C and preferably
about 25"C, prior to application of the synthetic resin. Under cool weather conditions, electric
heaters, for lighting 1000 Watt electric bulbs may be used in such a manner that the surface
temperature stays below 40C during the hardening period.
12.5.7.

12.5.8. In general the

applying the

first

compound

is

not heated beyond 60C or cooled below

5C. After

tack coat on the bottom as well as sides of the prepared pit groove, the sides of

the pit groove are given a second coat of resin formulation. Special care

corners which are more prone to be

edges and

at

hair brush

may be used.

left

Before the tack coat loses

depending on the depth of the patch,

is

its

is

required along the

uncoated. For small sized work, a 20

mm

tackiness, resin-sand mortar or concrete,

placed in the grooved recess with the help of a trowel. For

mm, the sand is combined with a coarse aggregate having maximum size
not greater than one -third the thickness of the patch. If the patch is deeper than 50 mm, it is built
patches thicker than 20

more layers to reduce heat build up and subsequent thermal contraction. Full compaction
is ensured by rodding. A light layer of the dry sand should be spread over the finished patch. After
application, the resin patch is kept at a temperature of 30"C - 40"C to accelerate curing by infrared
up

in two or

lamps.

The use of polyester resins as bonding media between old and new concrete is
generally ruled out on account of their high susceptibility to moisture. Table 12.5 gives the typical
12.5.9.

formulations and properties.

12.6.

Bituminous Materials for Patching

12.6.1.

The use of bituminous mixes

is

very exceptional. Experience with bituminous

not satisfactory and they are generally not recommended

emergency
conditions when other more suitable materials
except for use as a temporary patch in
binders for patching concrete slabs

is

are not available at site.

12.7. Joint Sealants

12.7.1.

and Backer Rods

The following section

shall also

be read in conjunction with Chapter

105

6.

IRC:SP:83-2008

Table 12.5. Typical Values of Different Properties of Resin Formulations and Mortar
Property

S.No.

RESIN FORMULATION

(a)

Coefficient of thermal expansion

1.

0.1

J.

Linear shrinkage, max.

4.

Specific gravity,

life,

23-25

cm /"C

4,000-

Viscosity, c' poise at

Pot

10*'

27C

2.

5.

Epoxy

Min.

1.05

Max.

1.20

minutes

Varies with accelerator used,

at

25"C
30C
35C

90 minutes
60 minutes
45 minutes

Storage

6.

At

life

(b)

Compressive strength 1:3

medium sand, kg / cm-

2.

Slightly susceptible
to 1:6 with fine

350-1000

and

(at 2

Tensile strength with fine sand

J.

:3

to

Flexural strength with fine sand

(1 :3 to

:4),

Bond

strength both with fine and

medium sand

(1 :3 to

:6),

two broad

days age)

25-45

kg/cm(at

12.7.2. Joint sealants can be divided into

days age)

400-500

kg/cm-

(at 7
5.

days age)

80-100

kg/cm-

:4),

(at 2
4.

months

RESIN MORTAR MIXTURE

Moisture susceptibility

1.

least 12

2 days age)

categories:

(1)

Liquid (Field moulded) sealants which are poured or gunned into the joint

(2)

Preformed factory moulded seals which are compressed

into the fresh concrete or

hardened joint
12.7.3.

The

field

moulded

sealants

may be

cold or hot poured and further categorised

under the following three types:

(1 )

Thermoplastics, Hot Applied: Usually black in colour and include materials such as
asphalts, rubber asphalts, coal tars

and rubber tars

(2)

Thermoplastics, Cold Applied Include acrylics and vinyls as basic material

(3)

Thermosetting, Chemically-Curing

Compounds

Usually one or two component

systems and include polysulphide, silicone and polyurethane and epoxy based
materials

106

IRC:SP:83-2008

12.7.4.

There are many liquid joint sealant materials available in India, but each has

distinct characteristics,

such

(h)

vv

(c)

curing time

(d)

adhesiveness

(e)

cohesiveness

(f)

resistance to softening and flow

(g)

flexibility

(h)

elasticity

(i)

resistance to aging and weathering, and resistance to weathering

jvciu'iii

y/

its

as:

^ciow

yJi.

iJlcl^dllCllL

The Table 12.6 summarises the specification and relative costs of commonly used
types of cold - and hot poured liquid (field moulded) sealants. This table also shows the design
extension, or the extension that the installed sealant can withstand without being damaged and the
12.7.5.

shape

factor.

Further description and guidance

Table 12.6.

is

provided in Appendix-C and IRC:57.

Various Specifications for Sealant Materials

(Ref 1.12, Table and 1RC:57)
1

Applicable Specification

Sealant
Material

BS/BIS

Rubberised

IS:

1834

Shape Factor
(Depth/Width)

Relative Cost
(Ref:

CRRI)

US

10% -20%

ASTMD3406

PVC/Coal Tar

Design
Extension

ASTMD

1190

1.25:1

3.0
3.5

Bitumen

AASHTOM 173
ASTMD 3405
AASHTOM 301
ASTMD 6690

Polymeric

Asphalt Based

1:1

Overbanding

15% -20%

Recommended

3.5

FedSS-S-1401C
Polysulphide

BS:5212

Fed SS-S-200E

10% -25%

1.25:1

AASHTOM 282
ASTMD 5893

30% - 50%

1:1

Fed SS-S-200 E

10% -20%

IS:11433
(Part-1) 1985

Silicone

Polyurethane

BS:5212

Other
Specifications/

Methods
Found in IRC/
NHAI Documents
Test

ASTM D 13
ASTM D 3583
1

Aprimer shall be used according to the sealant manufacturer's recommendations

for improving the adhesion between the sealing compound and old concrete.
12.7.6.

107

IRC:SP:83-2008

A variety of backing rods and tapes are available in the market conforming to
different specifications. Backer rods manufactured from material conforming to ASTM D 5249
12.7.7.

Standard Specification for backer material for use with Cold and Hot Applied Joint Sealants in

PCC pavements is recommended.

Backer rods

shall

be oversized (by 25%) relative

width so to provide firm resistance when applyin<^ the sealant, and also

to the joint

to present percolation

of

sealant in the crack underneath.

For all materials, the manufacturers recommendations should be carefully considered

12.7.8.

and followed. Field adhesion tests to the joint substrate performed in accordance with the
manufacturers recommendations with their technical representative present is recommended.
WaiTanties against adhesion and cohesive failure should be considered whilst preparing the contract

documentation.
1

web

Preformed compression

2.7.9.

seals are

made from neoprene rubber and have an internal

compressed

structure so that the material remains

ASTM D 2628 with the properties as given in Table

in the joint.

The joint

seal shall

conform to

12.7 (IRC:57).

Tabic 12.7. Requirements tor Preformed Compression Seals

S.No.

Requirements

Description

ASTM

Test

Methods
1.

Tensile Strength, niin.

break

Elongation

3.

Hardness, Type

4.

Oven

5.

Elongation loss

6.

Hardness Change Type

7.

Oil Swell,

8.

Ozone
at

9.

at

11.

12.
13.

durometer

aging, 70 h at IOOC Tensile strength loss

ASTM

resistance

durometer

Oil 3, 70 h at 100C weight

20% strain,

300 pphm

Change

in air,

70

Mpa

D412

min.

250%

D412

55 +/- 5 points

D2240

20

% max
20 % max

D573

0 to +1 0 points

D471

45

No

max

D1149

cracks

D2240

40C

Low

temperature stiffening, 7 days

Change type
10.

13.8

at

-lO^C Hardness

% deflection
Low temperature recovery, 22h at -29C, 50 % deflection
High temperature recovery, 70h at 100C, 50 % deflection
Compression, deflection, at 80 % of normal width (min)
New

points

durometer

Low temperature

12.8.

0 to +

recovery, 22h at

O^'C,

50

88% min

D2628

% min

D2628

85% min

D2628

83

613

N/m

D2628

Materials

New concret'^ repair materials based on chemical formulations have surfaced in the local
market in India. These are proprietary items. Proprietary firms are advocating an effective and
fast result, particularly in the area

of minor crack repairs. The present guidelines do not make any

recommendations about the same. Highway Agencies may consider using them on selective basis
after being satisfied about them and reporting about their performance to IRC for evaluation and
wider publication after acceptance.

108

IRC:SP:83-2008

13.

13.1.

General

13.1.1.

A list of equipment that will be generally needed for various types of repair work

on cement concrete pavements

units located at

For

TOOLS AND PLANT

key places so

this purpose, a truck

is

given below. In addition,

it

may be necessary to have mobile

work may be centralised and handled expeditiously.

small hand operated drum/jiffy mixer, vibratory tamping

that the repair

wherein a

equipment, and some small essential tools are provided, can be very useful.
13.2. List of Tools

13.2.1.

and Equipment for Different Types of Repair

For joint resealing*

(i)

Plough for removing old sealant

(ii)

Wire Brushes

(iii)

Sand blasting equipment,

hoses, 6

air

compressor with in-line

filters to trap oil

and water,

mm venturi- type tube

(iv)

Broom and/or power vacuum

(v)

Backer rod installation tool/roller wheel

(vi)

Sealant applicator equipment (and mixing head for two component systems)

(vii)

Pail

(viii)

Plastic

(ix)

Masking Tape

(x)

Trowels

(xi)

Personal safety equipment

13.2.2.

mixer

measuring beakers

(ie:

gloves, masks, safety vest first air

box

etc.)

For crack repair and cross-stitching

(i)

Random crack saw ( 1 30mm dia diamond blades)

(ii)

Vertical spindle router (belt drive)

(iii)

Single headed scabbling tool or router (crack cutter)

(iv)

Template

(v)

Small portable generator

(vi)

Portable air compressor Min. 71 litres/sec at 0.55

(vii)

Rotary impact hammer drill

(viii)

Trowels and

(ix)

Personal safety equipment (gloves, masks, safety vest

N/mm^

floats

109

first air

box

etc.)

IRC:SP:83-2008

For spall repair

13.2.3.

Concrete saw (170

mm to 250 mm dia diamond blades for large patches, 130 dia

for small patches)

compressor Min. 7 1

(ii)

170 to 250 Portable

(iii)

Electric chisel

(iv)

Club

(v)

Cold Chisels

(vi)

Pail mixer,

(vii)

Mixing pails, small

(viii)

Plastic

(ix)

Masking Tape

(X)

Hand tools,

(xi)

Personal safety equipment

13.2.4.

air

litres/sec at 0.55

N/mm^

Hammer (4 kg)
hand held or paddle wheel

measuring beakers

shovel, trowels, tampers and screeds

(i.e.

gloves, masks, safety vest etc.)

For partial/full depth and whole slab replacement repairs

50-60 H.P. diesel or petrol mobile concrete saws (smaller machine

(i)

may be suitable

for limestone aggregate concrete)

(ii)

750 - 1000
dia

(iii)

Diamond saw blades

Portable air compressor

tools /jack

(iv)

(a)

450

mm

mm dia. Diamond saw blades for full depth repair and 300

450

suitable for partial depth cutting, (Fig. 13.1).

min

1 1

8 litres/sec at 0.55

N/mm and concrete breaking

hammer (14 kg)

Heavy duty wire cutters or boh croppers

Dia Saw suitable for

Partial

Fig. 13.1.

mm

Depth Repair

Different Size

Equipment and

(b)

Saws

1000

Dia Saw suitable for Full Depth Repai

for Cutting Concrete

tools as per

110

mm

1RC:43

IRC:SP:83-2008

(V)

Small portable generator

(vi)

Rotary drill

(vii)

Club hammer

(viii)

Cold chisels

(ix)

DriUing jig or frame

(X)

Welding equipment (for continoulsy reinforced

(xi)

Frame for holding dowel bars in position until resin mortar hardens

(Xllj

(xiii)

Vibrating finishing beam (for leveling surface uniformly)

(xiv)

Wire Tyne

(xv)

Trowels, floats and arising tool

13.3.

13.3.1

OKer

slabs)

(jointed slabs)

viDraiort^s )

Saw Blade
.

(4 to 6 kg)

(for surface texturing)

Selection

The saw blade

for cutting concrete

saw, concrete strength and application.

Ill

must be compatible with the output and speed

IRC:SP:83-2008

PLANNING THE MAINTENANCE OPERATIONS

14.

General Objectives

14.1.

The general

14.1.1.

principles and objectives of highway maintenance as

concerns the preservation of concrete pavements

is

particularly

it

dealt with in this section.

pavements generally deteriorate gradually in life (5 - 25 years) and

deteriorate quicker as they approach the effective service life (30 - 40 years). Refer Fig. 1.5 in
Chapter 1 Spot repairs and restoration of isolated parts are performed to prevent or slow the
14.1.2. Concrete

overall deterioration of the concrete pavement.

whole pavement structure beyond the effective

service life and therefore also affect the safety and comfort of the user and the maintenance costs.
Earlier intervention to restore its condition before there is significant drop in pavement quality
should be the objective of the maintenance strategy. The maintenance and repair of concrete
roads is therefore as essential as that of any other concrete structure.
14.1.3.

The

deterioration can affect the

Organisation and Management

14.2.

14.2.1

The maintenance of Highway Pavements generally embraces

all

the activities

illustrated in Fig. 14.1.

ANNUAL CONSTRAINTS
Personnel

Equipment

Money

PREPARE AND APPROVE

ANNUAL BUDGETS AND

PROGRAMS

PREPARE ANNUAL WORK

PLAN AND SCHEDULE

WORK
V

Material

::

POLICY STUDIES

PERFORM WORK

Review Levels
Review Activities

Deficiency Surveys

MANAGEMENT AND COST REPORTING

Expenditure Reports

Fig. 14.1.

"Adhoc Reports

Equipment Reports

Inventory Reports

Schematic Diagram or Maintenance Management System

112

IRC:SP:83-2008

Maintenance of a road requires proper supervision of skilled workmen who are

adequately trained in various aspects of maintenance. The supervisory staff, generally known as
14.2.2.

junior engineers in this country,

is

therefore to be given training in various aspects of cement concrete

pavemeni work. They should be conversant with the specifications

for various types of repair

works, the choice of repair, the quality control measures needed to achieve good workmanship,
use and upkeep of equipment and tools and- safety measures to be adopted during the maintenance
operations.

and scheduling of the maintenance operations should be given due

importance. The annual renewal programme should be drawn up well in advance keeping in view
the condition of the surface, prescribed renewal cycle and any improvement work carried out
recently or scheduled to be taken up in the near future. It is useful for easy comprehension to
depict the renewal programme on bar chart indicating the renewals carried out in the last eight
years. The budgeting for maintenance expenditure should also be done well in advance and the
14.2.3. Planning

allocation of resources to the different operations of maintenance should be finalised simultaneously.

This would

facilitate the field

14.3. Periodical

14.3.1.

The Table

engineer to plan and implement his programme effectively.

Monitoring
14.1

lists

the types of formal inspections

and surveys with recommended

frequencies.

Table 14.1. Types and Frequency of Inspections

S.No.

Type of Maintenance Inspection

1.

Project Preparation Survey

2.

Initial

Condition Survey (Contract)

Recommended Frequency
Performed by (or on behalf of) the Client for drawing up
the scope of work for the maintenance Contract.
Within 28 days of taking over or signing the maintenance
Contract (whichever

'^

is

applicable)

less than once a week on National and State

Highways, and fortnightly on all other roads

J.

Safety Inspections

Not

4.

Intervention Inspection

Once a week, and on at least one occasion accompanied

by Deputy Collector and DSP for controlling
encroachments

5.

Bridges, Culverts and Drains Inspection

On

etc.

a regular basis, according to availability of qualified

inspectors but not exceeding six (6) months.

Note:

NHAI

guidelines specify three (3)_months

6.

7.

Night Inspections

Annual inspections

Periods not exceeding six months.

Highway pavement condition report including

settlements,
facilities

8.

Completion Condition Survey (Contract)

Not

deflections and roughnesscondition of

such as bus shelters, buildings

later than 21

the Contract

113

at Toll

Plaza

etc.

days prior to the Completion Date of

IRC:SP:83-2008

14.3.2.

The pavement

shall

be periodically monitored since

new distress may appear and

existing distress propagate further.

14.4. Distress Identification

and Classification

By early detection, classification and repair of defects

14.4.1.

rapid deterioration of the pavement and

The

14.4.2.

first

its

in their initial stages the

joints can be prevented.

step to planning a maintenance operation

pavement in terms of its physical condition and both

its

is

the evaluation of the existing

functional and structural capacity. For this

purpose, condition surveys should be undertaken for the visual assessment of the pavement, which

would cover not only the type but also the magnitude of the distress and its location. Apart from
visual surveys, pavement surface evaluation based on riding quality (i.e. road roughness) and skid
resistance should also
14.4.3.

form the basis

for taking

maintenance decisions.

Necessary infonnation about the routine maintenance needs will be readily available

as the maintenance staff are expected to be continuously in touch with the physical condition of the

road.

However,

for deciding periodic treatments

and long term maintenance

surveys carried out at a fixed frequency are a must. Keeping this in view,

two condition surveys

after the

monsoon i.e.

are conducted

the

on each

stretch

same frequency as with

it is

strategies, condition

desirable that at least

of road every year, one before and the other

flexible pavements. Generally the condition

surveys are carried out on foot because cracking and joint problems

may not be discernible from

The data collected should be recorded methodically

kilometer wise. It is desirable that these visual surveys are carried out by an experienced engineer
at a responsible level. See Chapter 4 Proforma 4.3
a vehicle even if travelling at a slow speed.

Based on the condition evaluation, the causes for the various defects observed
should be examined in detail as discussed in Chapter 4 and a decision taken whether to initiate a
particular maintenance activity, defer the same or to go in for more detailed investigations to
determine the treatment/rehabilitation needs precisely. Where distress on the pavement has reached
the stage of pot holing, spalling and/or the slabs are rocking under traffic which affects the smooth
14.4.4.

operation of traffic,
etc.,

it

should be rectified straightway. For other defects like cracking, ravelling

the optimal strategy should be determined having regard to the various factors involved including

the finances available and a decision taken whether to go in for temporary measures like sealing/

resurfacing or to strengthen/reconstruct the pavement. If the latter appears necessary, further

investigations about structural deficiencies shall be taken up as mentioned in Para 4.4. In other

words the planning of the various maintenance operations should be correlated and looked upon
as a total system rather than each activity being considered in isolation. There can be sometimes

more than one

14.4.5.

strategy to address a distress problem.

Once the

overall maintenance plan has been

resources,
the

drawn up, attention should be given

whole programme including deployment of various

management of the
men, materials and equipment, in an efficient manner. For each maintenance activity
site should be carefully controlled so that the optimum output and quality are achieved.

to the proper organisation

i.e.

work at

114

IRC:SP:83-2008

14.5.

Performance Standards for Maintenance

The general objective of road maintenance is to provide a clear and smooth ride
may pass safely and comfortably. The performance standards define the level at which

14.5.1.

so traffic

the facility

is to

be maintained.

14.5.2.

Maintenance standards should consider the following:

(a)

Traffic data

(b)

Surface texture

(c)

Drainage condition

id)

Cracking

(e)

Shoulder drop-off

(f)

Slab warp

(g)

Spallmg

(h)

Slab settlement, faulting

(i)

Heave or distortion

(j)

Settlements at bridge approaches

(k)

Sub-base failure

(1)

Joint separation

(m)

Joint sealing

(n)

The need to minimise traffic disruptions

14.5.3.

The

(volumes and axle loadings)

basis of maintenance standards set out in this Guideline are based on the

following fundamentals:

(a)

Pavement surface - The pavement

of the routine maintenance program

surface shall be kept thoroughly clean as part

at

a minimum frequency of twice a year in rural

and four times a year in the habited/built up stretches so to protect the

concrete surface from accelerated abrasion and to prevent stones lodging in and
stretches

damaging joints.
Stones and other debris on the carriageway are a safety hazard (causing broken

windshields and swerving of vehicles to avoid larger debris) and damage the

pavement surface. Soil and other debris accumulated beside kerbs and chute drains
in median and beside barrier kerbs etc. prevents free drainage of water increasing
the risk of damage under traffic.

115

IRC:SP:83-2008

Job Description

Criteria Extent

(%
Pavement

(a)

cleaning

or

Treatment/

Side

Action

All

Sweep, wash
and dispose

All

Remove and

Minimum twice a year,

b) When exceeding 25%

in

any 20

(b)

When

(sweeping)

Location/

sub-section length)

Type of
Maintenance
Routine

long stretch.

including

removal of
litter

accumulation prevents the

free drainage of water

rubbish

dispose

from the

pavements, kerbs and channels.

and other

off

site.

Urgent

i.e.

Within 2

days of
detection

debris

Cracks - Individual cracks

(b)

mm wide and any other areas with extensive finer

cracking shall be repaired before the rainy season to prevent infiltration of water
into the foundation layers.

Settlement, Heave, Distortion, Faulting - Correction of surface irregularities

(c)

shall

or

be scheduled when the surface deviation reaches 38

mm in a length of 2.5 m

when the riding quality is objectionable ( > 4000 mm/Km). This type of defect

otherwise results in poor riding quality and extra loading on the slabs which_,

pavement deterioration. Diamond grinding shall be applied when the

difference between two slabs across a joint or cut becomes more than 4 mm.

accelerates
level

Regular inspection below approach slabs

at

bridges

is

also very necessary to detect

signs of voids under the slabs and/or springyness/pumping. Settlement of approach

slab

is

otherwise likely to occur. Early detection and

filling

of voids can often prevent

slab settlement.

Spalling - Transverse spalling exceeding

(d)

00

mm in the direction of travel and

more than 6 mm deep or other similar type defects which induce

on the slabs and adversely affect comfort shall be repaired.

extra loading

Joint Separation - Separation between the concrete slabs exceeding 3

(e)

be

filled to

mm shall

prevent infiltration of water into the foundation layers. Similarly

separation/erosion

occumng between the interface of concrete pavement and paved/

unpaved shoulder should also be

filled

up/repaired promptly to prevent runoff further

eroding and eventually undermining the edge of the concrete pavement.

14.6.

Training

14.6.1.

The

MoRT&H Specifications for Road and Bridges specifies the importance of

building in quality assurance into the planning and execution of all the works including the pavement

works.

116

'

IRC:SP:83-2008

QUOTE "The Contractor shall ensure that all the actions are taken to build in quality
assurance in the planning and execution of the works. The quality assurance shall cover

all

stages of work such as setting-out selection of materials, selection of equipment and plant,

deployment of personnel and supervisory

END OF QUOTE (Ref:

14.6.2. Training

is

quality control testing, etc.

Clause 105.3).

an integral part of Quality Assurance. The Contractor should get his

staff trained for the following tlirough

(i)

staff,

Seminars and Training workshops:

Durable concrete pavement mix design

(for partial/full

depth replacement and

full

panel replacement)
(ii)

For pavement evaluation and identification of distress/ severity rating

(iii)

For cleaning ofjoints

(iv)

For priming of joint groove and installation of sealants

(v)

Marking of repair boundaries, hacking out distressed concrete and

refilling

of

concrete and epoxy concrete/quick setting cementations materials

The training of staff should therefore form an essential part of the execution of any
maintenance strategy. The owner of the pavement should make it mandatory to make provision in
14.6.3.

the contract/document for training of Contractors' staff so that the diagnosis of the cause and
quality of the repair job

is

assured.

117

IRC:SP:83-2008

ARRANGEMENTS FOR TRAFFIC AND SAFETY

15.

15.1. Traffic

Control

15.1.1. Since

maintenance operations involve considerable hardship, inconvenience and

hazard to
taken to

and also hazards

traffic

make

to

maintenance workmen,

safe arrangements for traffic.

roads

may have to

be constructed or the

Where this is not possible, diversion

diverted to some other alternative routes. The

traffic

IVaffic diversion shall be planned

to a small length at a time, say

and implemented

in

600

be legible from a speeding vehicle

at

30 m.

accordance with the

recommendations ofIRC:SP:55 "Guidelines on Safety in Road Construction Zones". The

shall

and

traffic.

maintenance operation itself can be conveniently confined

15.1.2.

signs, red flags

should be made to confine work in half the pavement

leaving the other half for use by the

at a time,

possible precautions should be

These include erection of barriers,

lights including flickering caution lights. Efforts

width

all

lettering

100 m. Traffic signs should be of no less than 900

mm x

mm in case of rectangular signs and 900 mm in case of circular and triangular signs.
15.1.3.

sign to be used

The traffic
is

shall

the ''Man at

be clearly warned sufficiently

work"

sign, as per

in

advance. The appropriate warning

IRC:67 ''Code of Practice

for

Road

Signs". If half

"Nan-ow Road Ahead" sign should also be displayed.

If closure extends into the night or several days, the signs shall be retro-reflective by an approved
manufacturer. During night in urban stretches, (and where practical in rural stretches) there should
be adequate lighting with a red lantern/red reflectors. Adequate ward and watch shall be provided

the road width alone

to prevent stealing

15.2. Safe

15.2,1.

is

available for traific, the

of all the traffic control devices

Working Environment

The

safety of the

shall include safety items that

worker

shall also

be addressed

in the

program. Job instructions

should be addressed while undertaking repairs. These should include:

(a)

Use of high visibility clothing

(b)

Correct lifting techniques

(c)

Understanding hazardous materials used and correct mixing and application

(d)

Moving vehicles outside the

(e)

Correct use and handling of plant

(f)

Awareness of underground and or overhead cables and

Availabi lity and general awareness of First Aid Kits

(g)

site

118

utility services

IRC:SP:83-2008

APPENDIX-A

LIST OF REFERENCES

A.l.

List of IRC Publications

(1.1)

IRC:61-1976, " Tentative Guidelines for Construction of Cement Concrete Pavements

and Indian Standards

in

Hot Weather"
(1.2)

IRC :77- 1979,

'Tentative Guidelines for Repair of Concrete Pavement Using Synthetic

Resins"
(1.3)

IRC: 84- 1983,

(1.4)

IRC SP

(1 .5)

IRC

"

Code of Practice

for

Curing Cement Concrete pavements"

7- 1 997, "Guidelines for the Overlay

Design (Composite Pavement Construction)"

Special Publication, 2001, "Report of the Committee on Norms for maintenance of

Roads

in India

"
"

Code of Practice

Road Signs"

(1.6)

IRC:67-2001,

(1.7)

IRC:SP:55- 2001

(1.8)

IRC: 1 5-2002, "Standard Specifications and Code of Practice for Construction of Concrete

" Guidelines

for

on Safety in Road Construction Zones"

Roads (Third Revision)

(1.9)

IRC: 5 8-2002, "Guidelines for the Design of Plain Jointed Rigid Pavements for Highways"

(Second Revision)
(1.10)

IRC:SP: 16-2004, "Guidelinesfor Surface Evenness of Highway Pavements"

(1.11)

IRC:57-2006, "Recommended Practice for Sealing of Joints

(First

in

Concrete Pavements"

Revision)

(1.12) IRC:43-1 972,

"Recommended Practice for Tools, Equipment and Appliances for Concrete

Pavement Construction"
(1.13) IS: 11433 (Part 1) 1985: Specification for

One Part Gun-Grade Polysulphide Based Joint

Sealants

(1.14)

Methods of Test for Strength of Concrete

Where, IRC = Indian Roads Congress
IS = Bureau of Indian Standards

A.2.

List of AASHTO, British

(2.1)

(2.2)

IS :5 16

and ASTM Standards

AASHTO M 173, Concrete Joint Sealer, Hot Poured Elastic Type

AASHTO M 282, Joint Sealant, Hot poured, Elastomeric Type
119

IRC:SP:83-2008

(2.3)
(2.4)
(2.5)
(2.6)
(2.7)
(2.8)
(2.9)

(2.10)
(2.11)

AASHTO M 301 Joint Sealant, Hot poured for Concrete and Asphalt pavements
ASTM C 39, Compressive strength of cylindrical concrete specimens
ASTM C 150, Portland Cement
ASTM D 1190 Concretejoint sealer, Hot Applied Elastic Type
ASTM E 274, Skid Resistance ofPaved Surface Using Full Scale Tire
ASTM E 950, Measuring Longitudinal Profile with an Accelerometer
ASTM E 364, Measuring Road Roughness by Static Level Method
ASTM D 3405, Joint Sealants, Hot Applied for Concrete
ASTM D 3406, Joint Sealants, Hot Applied Electrometric Type for Portland Cement
,

Concrete
(2.12)

ASTM D-3575, Flexible Cellular Materials (For Sealant Backing Rods) made from Olefin
Polymers

(2.

3)

(2.

4)

ASTM D 5893, Cold Applied Single Component Chemically Curing Silicone

Joint and crack sealant, Hot Applied, for Concrete and Asphalt
ASTM D 6690 (part
I

),

Pavements
(2.15)

BS:52 12

(2.16)

BS:7542 Method of Test

(2.17)

AASTHO-AGC-ARTBATask Force-36 'The Use and State -of-The-Practice of Fiber

(part 2),

Cold Cured Joint Sealants

for

Curing

for Concrete

Pavements

Compound for Concrete

Reinforced Concrete"

Where, AASHTO = American Association of State Highways and Transportation Officials

ASTM = American Society for Testing and Materials

Other References

A.3.

List of

(3.1)

Aerodrome Design Manual (DoC

9 1 5 7- AN/90 1 ) Part 3

- Pavements Second Edition

1983
(3.2)

H.

S.

Mildenhall, G. D.

Association, 1 986,

S.

Northcott, Department of Transport,

Cement and Concrete

A Manual for the Maintenance and Repair of Concrete Roads, London,

HMSO
(3.3)

Committee of State Road Authorities, Pretoria, SouthAfrica, 1990, Standard Nomenclature

and Methods for Describing the Condition of Jointed Concrete Pavements, Technical

Recommendations

for

Highways, Draft

TRHl 9: 989
1

(3 .4)

Mohamed Y. Shahin, 994, Pavement Management for Airports, Roads and Parking Lots,
Chapman & Hall, New York, London

(3.5)

Gerald

F.

Voigt, 2000, Specification Synthesis

120

and Recommendation for Repairing

IRC:SP:83-2008

Uncontrolled Cracks that Occur during Concrete Pavement Construction, American

Pavement Concrete Association (ACPA)

(3.6)

US

Federal

Highway Administration, Report No.FHWA-01-00080 "Repair and

Rehabilitation of Concrete Pavements", Sept 2004

(3.7)

US Federal Highway Administration, Technical Brief No. FHWA-IF-06-005 " Concrete

Pavement Rehabilitation and Preservation Treatments", November 2005

(3.8)

US Federal Highway Administration, Concrete pavement Rehabilitation Guide for Diamond

Grinding, May 2006

ACPA Standa;-ds

A.4.

List of

(4.1)

TB018P "Slab Stabilization Guidelitips for Concrete Pavements"

(4.2)

TBO02.02P "

(4.3)

TB008.01P

(4.4)

TB020.02P "The Concrete Pavement Restoration Guide"

(4.5)

TB016.01P "Early Cracking of Concrete Pavement

Guidelines for Full Depth Repair"

"Diamond Grinding and Concrete Pavement Restoration"

Causes and Repairs"

Where ACPA = American Concrete Pavement Association

121

IRC:SP:83-2008

APPENDIX-B

MIX CHARACTERISTICS FOR EOT* PROJECTS

Year

Mixture Proportions

Place

Compressive

Flexural

Strength

Strength

(ASTM)

(MPa)

Notes

converted to

Cube strength
(MPa)at
different age

1990

Northampton Cement (type

ASTM): 445 kg/cu.m

I,

County,

W/C

Virginia,

Coarse aggregate: 1113 kg/cu.m

Fine aggregate: 620 kg/cu.m

USA

0.42

18 hour: 32
24 hour:36
7 days: 50

28 days:

Opened

5.6

traffic after

to

58 hour;

28 days: 60

traffic

Max. aggregate size: 25 mm

Water reducer: AASHTO

amount of

M194

equivalent

Air entrained: 5.5

240

single axle

load per day

'

1991

Dallas

Cement: 298 kg/cu.m

County,

Fly ash: 56 kg/cu.m

Iowa,

USA

28 days: 34

28 days:
4.7

Coarse aggregates: 914 kg/cu.m

Fine aggregate: 933 kg/cu.m
Water reducer: 2.6 ml/kg
Air entrained: 0.56 ml/kg

1991

ASTM): 475kg/cu.m

Louisville

Cement (type

Kentucky,

W/C

USA

Coarse aggregate: 1067 kg/cu.m

I,

Natural sand

disposal

Water reducer:
l.lkg/lOOkg
Polypropylene

(ASTM

90

trucks per

day; opened

C-494):

to traffic after

6%

fibres:

Gerogetown

Cement(type

Kentucky,

W/C 0.32
60% - 40% ratio

USA

facility:

948 kg/cu.m

Air entrained: 4 to

1994

Waste

18 hour: 34

0.33

I):

37 hour
.78 kg/cu.m

475 kg/cu.m

24 hour: 31

Stretch

Intersection

of coarse aggregate

and natural sand

water reducer:0.98 ml/1 00 kg

Air entrained: 5.5

1994

State Route

Cement: 340 kg/cu.m

Opening

21, Iowa,

W/C

traffic after

USA

Coarse aggregate: 986 kg/cu.m

Fine aggregate: 809 kg/cu.m

0.43

Air entrained: 6

Synthetic fibers: 1.36 kg/cu.m

*

EOT -

Early Opening to Traffic Concrete.

122

5-7 days

to

IRC:SP:83-2008

Year

Place

Mixture Proportions

Compressive

Flexural

Strength

Strength

(ASTM)

(MPa)

Notes

converted to

Cube

strength

(MPa)at
different age

1995

Leawood

Cement

Kansa,

W/C

USA

Coarse aggregate: 1026kg/cu.m

(type

I):

363 kg/cu.in

Opened

24 hour: 26

0.37

24 hour;
mixed traffic

Fine aggregate: 798 kg/cu.m

Max. aggregate

1995

size:

25

mm

of 25,000

Air entrained: 6.5%

vehicles

Synthetic fibers: 1.36 kg/cu.m

per day

Tennessee &
Dekalb Co.,

Cement: 474 kg/cmW/C

GA, USA

Fine aggregate: 730 kg/cu.m

24 hour: 43

0.35

Coarse aggregate: 1008 kg/cu.m

(achieved)

Synthetic fibers: 1.36 kg/cu.m

1995

Lexington,

Cement

24 hour: 30

24 hour:

Kentucky,

Coarse aggregate: 1067 kg/cu.m

36 hour: 42

5.236

USA

Natural sand: 948 kg/cu.m

48 hour: 44

hour:

(type

I):

Max. aggregate
Water reducer:

475 kg/cu.m

size:

25

mm

(ASTM C-494,

type F): 0.98 ml/ 100 kg

Air entrained:

to

traffic after

Synthetic fibers:

%
1

.36 kg/cu.m

123

7 days: 56

5.828

28 days:64

days:7.

IRC:SP:83-2008

APPENDIX-C

PHOTOGRAPHS ILLUSTRATING COMMON TYPES OF DEFECTS

AND SUGGESTED TYPICAL REPAIR TECHNIQUES AS PER THE
DISTRESS SEVERITY

FULL DEPTH REPAIR

(Width of Repair

.5m minimum)

Note: example illustrated caused by

Blowup

Severity Rating 5

Photo

1)

Recommended Treatment As Above

Blowup and Transverse Cracking

One Corner Break

EPOXY CONCRETE REPAIR (LOCAL)

Two Corner Breaks FULL DEPTH REPAIR

(1.5m minimum)
Note: Severity Rating 4
is illustrated in

Photo

2)

Deep Corner Break

example

Recommended Treatment

Above

as

SEAL WITH LOW VISCOSITY EPOXY

See Para

& Figure 5.1

Note: Severity Rating 2

is illustrated in

Photo 3)

example

Recommended Treatment

Shallow Corner Break

124

as

Above

IRC:SP:83-2008

Severity Rating 3 or more

WHOLE SLAB REPLACEMENT

Note: The condition of the slabs illustrated
here treated with Cross-Stitching deteriorated
further under traffic after monitoring for 6

months

All cracked slabs were finally replaced in total

(whole

full

depth) during the DLP.

Severity Rating <

3CROSS-STICHING
See Figure

'

Photo 4)

5.1 (Para

Recommended Treatment As Above.

Longitudinal Crack

WHOLE SLAB REPLACEMENT

Note: Severity Rating 3

is illustrated in

Photo 5)

example.

Recommended Treatment As Above

Multiple Connecting Cracks

WIND
'DIRECTION

SEAL WITH LOW VISCOSITY EPOXY

Note: Severity Rating 2
is illustrated in

Photo 6)

example

Recommended Treatment As Above

Discrete Plastic Shrinkage Cracks

125

IRC:SP:83-2008

FULL DEPTH REPAIR

(Width =

.5m,

Minimum)

Note: Severity Rating 4

is illustrated in

Photo 7

a)

Transverse Crack Near Joint

example

Recommended Treatment As Above

A) WHOLE SLAB REPLACEMENT

For New Construction (DLP)
or

CHIP AND SEAL

MONITOR AS WORKING CRACK
B)

SHORT TERM MEASURE

For Old Concrete Panels
Note: Severity Rating 4
is illustrated in

Photo 7 b)

Transverse Crack Near Middle

l/3rd)

example

Recommended Treatment As Above

ROUTE GROOVE AND APPLY FLEXIBLE

SEALANT

MONITOR PEFORMANCE
Note: Example illustrated

is

treatment on 50 year

old concrete slabs constructed (Oct/1952) in

medium trafficked urban environment.

Photo 8) Working Crack

Recommended

126

Short

Term Measure

IRC:SP:83-2008

SCARIFY AND FILL UP WITH A WEAR

RESISTANT TRAFFIC ABLE GRAVEL
(CBR > 30, PI in range 3-12)

When

Dropoff in any 100m stretch

> 40 mm ForNH/SH
> 70 mm For Other Roads
See Table 4.4

Photo 9

Drop Off

Recommended Treatment

Seventy ratmg < 2

DO NOTHING
Severity Rating > 3

LOCAL EPOX Y MORTAR REPAIR

To
DEPTH
Holes
X
XXX 65 mm with 20 mm Drill
XXI X
Xv^XW
\J J '

jt

li.Xill VV XLXl

for

Photo 10)

Impressions Early Traffic

1111 IX

J-j'l

i3

"Key"

Recommended Treatment

Damage

Crackmg and/or taultmg caused by

movements around or

restrained thermic

settlement below a manhole or inlet.

Severity Rating

>4

FULL DEPTH REPAIR IN REGULAR SHAPE

WITH REINFORCEMENT

yu.

Mori MumMa^ ^

Photo 11) Manhole

Inlet

Cracking Failure

Recommended Treatment

127

IRC:SP:83-2008

EPOXY MORTAR REPAIR

See Figure

5.1

Note: Severity Rating 3

is illustrated

in

example

Photo 12) -Pop Out

Recommended Treatment As Above

SHAPE MERGEFORMAT
Water trapped under edge of CRCP at
Matching point with Paved Shoulder causing
cracking and punching out under heavy traffic
loading

IMPROVE DRAINAGE BELOW BASE AND

RECONSTRUCT FULL DEPTH PATCH

Recommended Treatment As Above

Severity Rating

<4

DO NOTHING
Severity Rating 5 or

more

WHOLE SLAB REPLACEMENT

For

New Construction (DLP)

MILL & PLACE BONDED OVERLAY

Trial For

Old Construction

Note: Severity Rating 5

is illustrated in

Photo 14)

example

Ravelling

Recommended Treatment

(lose of laitance/fine aggregates in surface)

128

IRC:SP:83-2008

IfglllllJigitBJWMM
'

Severity Rating < 2

PARTIAL DEPTH REPAIR

Severity Rating 3 or more

WHOLE SLAB REPLACEMENT

Note: Severity Rating 3
is illustrated in

Photo 15)

Scaling

example

Recommended Treatment

Cause of adhesion

failure

loss of sealant

bond/adhesion to sides caused by separation

of slabs.

Severity rating

<2

DO NOTHING
Severity Rating

>

RESEAL WHERE FAILURE / DAMAGE

EXCEEDS 25% OF JOINT LENGTH
Note: Example illustrated

is

Severity Rating 4 at a

Longitudinal Joint

Photo 16) Joint Sealant Failure

Recommended Treatment

PARTIAL DEPTH REPAIR

Note: Severity Rating 4
is

illustrated in

example (> 60 x 10 cm)

Maximum

Minimum

Patch

Surface

Depth

Material

Area

<0.5m-

30

mm

Elastomeric

Concrete

>0.5m2

100

mm

Epoxy
Concrete

Photo 17)

Shallow Spalling

Recommended Treatment

at Joint

129

IRC:SP:83-2008

Cause: Misalignment of dowel bars.

Inadequate compaction and/or

Compression Failure

FULL DEPTH REPAIR 1.5m)

EACH SIDE OF JOINT
(

Photo 18) Deep Spalling

at Joints

Recommended Treatment

Cause Inadequate compaction and Finishing

2nd Days concrete versus 1st Days concrete.
:

Deficiencies vide:
-

Levelling
Finishing

Compaction

FULL DEPTH REPAIR ( 1 .5m minimum)

ONE SIDE ONLY

Photo 20)

Cracking and Scaling

at

Construction Joint

Recommended Treatment

PARTIAL DEPTH REPAIR (MINIMUM

WIDTH 100mm x 65mm DEEP)

Photo 21)

Expansion Joint Damage

Recommended Treatment

130

IRC:SP:83-2008

Severity Rating 5

WHOLE SLAB REPLACEMENT

Photo 22) Shattered Slabs

Recommended Treatment

WHOLE SLAB REPLACEMENT

With Reinforcement added

in

Top

(as precaution against reflective cracking)

DLC only requires replacement if in a

shattered state.

Photo 23) Cracking of DLC Below

PQC

Recommended Treatment

Cause: Adhesion Failure and/or Vandalism

SEAL TO SECURE ENDS

WITH COMB ATABLE LIQUID
SEALANT.

Photo 23) Compressive Seal

Recommended Treatment

Loosening

131

IRC:SP:83-2008

The unsound area

will be

marked with

colored marker after sounding with hand held

hammer.
to cut

It

Saw

Concrete

&

will

Saw Cut with

cutter.

The

light

weight

chisel will also be used

take out the debris.

The

depending upon depth of

Recommended

Photo 24) Spalling along the Joint

Full

Depth repair

after

be

pit will

cleaned and filled with epoxy concrete/

air

FCC

spall.

treatment

removing unsound and

cracked concrete.

Recommended

treatment

Photo 25) Shallow Corner Break

Fill the Pit

with Epoxy Concrete/ Quick

Setting Cementitious Material depending

upon

the depth of the cut

Recommended
Photo 26)

Pit

Cut out for

Partial

treatment

Depth Repair

Deepen

& Widen the Pit and repair with quick

setting Cementitious Material

Recommended

Photo 27) Partial Depth Repair Failure

132

treatment

IRC:SP:83-2008

APPENDIX-D

TREATMENT AND UPGRADING OF ERODED SOFT EARTHEN

SHOULDERS
The narrow soft earthen shoulders typically observed on State and National Highway projects
are an important design shortcoming.

The MoRT&H Clause

moorum, and gravel but the

designers generally keep the specification for the earthen shoulder the same as for sub-grade
material as in the case illustrated below which specifies a material satisfying the design CBR of 6%.

Photograph

305.2. 1 provides for a mixture of

Erosion,

Wear and Tear

Trucks Preferring

Shoulders should however provide

sufficient

width and strength

to support the

shed off water, be durable and protect the

to

soil,

of Soft Earthen Shoulder.

Park on Outer Lane

lateral

support to the edges of the pavement, be of

parking of heavy vehicles under

lateral

all

weather conditions,

sub-drainage to the pavement below. Soft soil

shoulders cannot comply with such requirements.

Soft shoulders are easily eroded. After erosion they do not provide comfortable walk for
pedestrians, cannot provide a margin for error to avoid accidents nor be used

by vehicles for

The erosion of shoulders is both superficial and internal and such erosion
undermines the embankments if left untreated which is often the case in rural areas.

parking.

133

seriously

IRC:SP:83-2008

Erosion

is

often

more severe

at the interface

of paved to unpaved shoulder. Transverse

erosion/gullying of shoulders can develop by piping and often be concealed by poor control of

overgrowth.

The
will

severity of soft shoulder's erosion will increase after every rainy season

and a situation

be created where the edges of the flexible (and the rigid) pavement will be seriously undermined

by lack of lateral support. (Photograph

Photograph 2

2).

Complete Erosion and Undermining of Rigid Pavement has Commenced

Proper treatment can be provided by turfing, brick on edge or from

Turfing the shoulder and whole side slope
conditions as illustrated in the Photograph

Photograph 3

may prove

soil

satisfactory under certain climatic

3,

Turfing on Shoulder and Side Slope

134

aggregate mixture.

IRC:SP:83-2008

Alternatively, soil aggregate mixtures

(1)

may be procured from

borrow areas and mixed together so to comply with the specification recommended
in the Table below,

or
(2)

salvaged pavement sub-base and base materials recovered from the old (2-lane)

pavement during the upgrading/widening to 4/6-lanes screened to discard oversized

material (75%) and mixed together with a local moorum (25%) so to generally comply
with a close graded

GSB (Grading 1) material.

PI in the range 3

12%. (Photograph 4).

Photograph 4 - Construction of Hard Shoulder with Recycled Sub-Base/Base Material

Recovered from Existing Highway Mixed with Local Red Moorum (CBR>30)

It is

further

recommended that where the condition of existing

soft shoulders is

poor and

20 cm be replaced by hard granular shoulders with CBR > 30 as above as

part of the engineering improvements proposed for the short term operations and maintenance
unsatisfactory, the top

contracts.

Recommended
unpaved shoulder

specification for special surface course gravel suitable for a trafficable

are based

on the materials described

S-CSharma'"^^^

135

in the Technical

Paper by NB. Lai and

IRC:SP:83-2008

Table D.l. Typical SpeciHcation for a Trafficable Surface Course Gravel*

Grading

Grading

(%

passing)

Grading 2

- (

% passing)

Suitable for mixture of

cfilvfiopH hficp/ciihwhficp

(75

and moorum (25 %

100
I yjyj

80-100

53

55-90

100

97

19

100

'^

35

41-71

4.75

65

25 -55

20-40

2.36

0.425

12-28

10-25

0.075

9-16

3-10

>30

>30

Soaked

CBR
PI in the range

3-12

according to the climatic conditions

Alternatively, brick-on-edge paving

complying with

local State

PWD specifications will

provide a more durable but slightly more expensive solution. (Photograph

Photograph 5

5).

Construction of Brick on Edge (Paved Shoulder)

Reference:
1.

Technical Paper by N.B. Lai and S.C.Sharma as published by Indian Roads Congress "International Seminar
on Innovations in Construction and Maintenance of Flexible Pavements, Agra 2-4 September 2006", Pages
4-21 to 4-36.

136

IRC:SP:83-2008

APPENDIX-E

DETAILS OF MU-METER AND BRITISH PENDULUM TESTER

Mu-Meter:

It is

a battery-powered equipment used as a continuous friction measuring

and reporting system, mainly designed for testing road surfaces airport runways and taxiways.
Features like fully shock absorbed suspension, aerodynamic fairings; and low centre of gravity
ensure that the laterally loaded wheels remain in firm contact with the road surface at all times,
even

at

high speeds.

This equipment consists of a small three-wheeled

trailer

(weight 254 kg) incorporating

which operate in conjuctions with a computer carried in the chosen

towing vehicle. The trailer unit comprises of a triangular frame on which two friction measuring
wheels are mounted as shown in Fig. 1. The built-in recorder of Mu-meter is shown in Fig. 2. The

electronic measuring systems

rear

wheel which drives the recorder also measures the distance.

of friction generated between the

test surface

It

measures the sideway coefficient

and the smooth tread tyres operating

at 7.5

degrees

angle to the directions of travel under the wet condition. The speed of measurement for normal

recording

is

64 km/hr. In Mu-meter, the force required

Fig.

Fig. 2.

1.

to slide the tyre is divided

Mu-Meter Equipment

Recorder of Mu-Meter Data

137

by the wheel

IRC:SP:83-2008

load and multiplied by 100 to calculate the skid number.

traffic

speeds are indicated in Table

Table

skid resistance

numbers for various

1.

Skid Resistance No. at different Speeds of Vehicles

Minimum SN

Traffic

Speed (km/h)

36

50

33

65

32

80

31

95

31

110

Ref: ICPI (Inter-locking Concrete

British

The

Pavement

Institute) Spec.

No. 13 1998 (Revised 2004),

USA

Pendulum Tester: The British pendulum test is a common procedure for laboratory

measurement of the low-speed friction of a road surface material. It is widely

suggested that the measured low-speed friction is largely governed by the surface microtexture of

as well as field

the road material,

and many researchers and practitioners have considered the friction measurements

made by the British pendulum test to be an indirect form of measurement of available microtexture
of the road material. The test results demonstrated that the low-speed friction measurements by
the British pendulum tester (as shown in Fig. 3) were significantly affected by test surface
macrotexture. British pendulum test may not produce a correct assessment of the skid resistance
of the true road surface. The value measured by the tester is expressed in terms of British Pendulum
Number (BPN). British Pendulum Tester gives higher skid resistance rating than dynamic tyre and
trailer test. British Pendulum Number rating between 45 and 55 indicates a satisfactory surface in
only favourable weather and vehicle conditions. Rating of 55 or greater indicates generally
acceptable skid resistance (SN) in
excellent skid resistance in

all

all

BPN 65 and above rating indicates a good to

The BPN measurements are taken on wet surface.

conditions.

conditions.

These days, Digital British Pendulum Tester (as shown in Fig. 4) for measuring skid resistance of
the surface

Fig. 3,

is

also available.

Analog British Pendulum Tester

138

^ig. 4. Digital British Penduluna Tester

(The Official amendments

the

IRC

document would be published by

'Indian Highways' which shall be

to this

in its periodical,

considered as effective and as part of the code/guidelines/manual,

etc. from the date specified therein)