Design, Construction and

Maintenance of Cement
Concrete Roads

By

M. Narayan M.E (Civil) F.I.E

Superintending Engineer
 Quality Assurance
Concept
 The term ‘quality’ has been defined as the
totality of feature and characteristics of a
product or services that bear on its ability to
satisfy stated or implied needs.
 Quality Assurance (QA) includes all those
planned actions necessary to provide
adequate confidence that the product (or
Service) will meet the requirements and is
essentially a system of planning , organising
and controlling human skills to assure quality.
 Quality Assurance Plan: - Sets out the planned
actions required for quality assurance.
 Quality Control:- Operational techniques of
controlling quality.
 Quality Control

 Tests Necessary to Control a Product

 Determine Quality of Product being Produced

(Confirming to the Specifications )

+
Materials
Good Construction Practice
satisfying Quality Construction
(as per specifications)
specifications
 Requirements

 Ensure Quality

 Create Durable National Assets

 Grossly Inadequate for Present day Needs

 ADVANTAGES OF CONCRETE ROADS

1. LONG LIFE :
Adequately designed and well constructed concrete
pavements last for 30-40 years. Rural concrete
pavements are generally designed for a design life of 20
years.

2. PRACTICALLY MAINTENANCE FREE PERFORMANCE :

Deterioration like rutting, ravelling, deformation and loss
of strength of binder, so common in bituminous surface
does not take place in concrete pavements. The only
maintenance required is at the joints, where oxidized joint
fillers and sealant have to be periodically replaced by new
materials.

3. GOOD RIDING QUALITY

Concrete pavements does not suffer consolidation under
traffic, hence practically free form rutting and
deformations in profile.

4. GOOD ABRASION RESISTANCE :

Concrete roads can withstand the abrasion stress
very well because of the hardness of the surface.
5. ABILITY TO WITHSTAND EXTREMES OF WEATHER :
 Bituminous surfaces become soft under high
temperature
and are liable to be seriously affected by frost.

 Concrete can withstand comparative high temperature

without softening and are not affected by frost.

6. EXCLUSION OF WATER :
 Water adversely affects the performance of bituminous
surface.

 Cement concrete is practically impervious to water and

does not allow it to reach the subgrade except at joints
if
not properly constructed and sealed.

7. EFFECT OF OIL SPILLAGE :

 Due to oil spillage, on bituminous surface, consequent
loss
of binder loosens the aggregates, the surface, begins to
get
pitted and thereafter starts to disintegrate.

 Spilled oil has no effect on concrete.

 8. SKID RESISTANT :
Artificial texturing on concrete road gives skid resistant
properties to the surface.

9. USEFUL IN AREAS WHERE SOILS HAVE POOR ENGINEERING

PROPERTIES :
Concrete pavement is far superior solution as compared
to flexible
pavements, where the subgrade consist of weak, expansive
or compressible soils.

10. DESIGN PRECISION:

Stresses in concrete slabs are more easily determinable
than in flexible pavements.

11. AVAILIBILITY OF BINDER

 Cement is locally available in India and the availability

assured over the years to come.

 Bitumen is derived from petroleum crude, whose supply

world-wide is shrinking.
 12. REFLECTIVITY CHARACTERISTICS :
Cement concrete having light coloured surface, its
reflectivity
characteristics are very good when compared to the dark
surface of bituminous materials.

13.GOOD FOUNDATION FOR STRENGTHENING :

An old concrete road provides a good foundation for
the overlay.

14.POLLUTION – FREE CONSTRUCTION :

Concrete batching and mixing plants do not cause
pollution hazards as hot mix bituminous plants do.

15.CONSERVATION OF MATERIALS :
Concrete pavements require to be less thick than
flexible pavements to the same loading and soil conditions.

16.ECONOMY IN LIFE CYCLE COST :

When cost of annual maintenance is considered, the
whole life cycle cost of concrete roads is generally lower
than of flexible pavements especially where sub grade is
 Types of Rigid Pavements

a)Jointed Plain Concrete Pavement (JPCP)

b)Jointed Reinforced Concrete Pavement (JRCP)

c)Continuously Reinforced Concrete Pavement (CRCP)

1
2
3
Concrete Pavement types
 FACTORS GOVERNING DESIGN
(As per IRC SP:62 -2014 for Guidelines for design and construction of
cement concrete pavements for low volume roads.
(Refer IRC: 58-2011 for Roads having average CVPD more than 450)

I) Wheel load :

1. Pavement to be designed for dual wheel of load 50kN (The legal

axle load in India is 100 kN)
2. Agricultural tractors and trailers also are being used to carry
construction material and the single wheel load may rarely
approach 50 kN.
II) Tyre Pressure :
1. For wheel load of 50 kN – 0.8 MPa
2. For wheel of tracker trailer – 0.5 MPa

III) Design Period :

Concrete pavements shall be generally designed for a design life
of 20 years.
 IV) Characteristics of the subgrade:

1. Strength of subgrade : Expressed as Modulus of subgrade

reaction, k.

2. “k” –Determined by carrying out a plate bearing test, using 750

mm dia plate as per IS:9214-1974.

3. For homogeneous foundation test values obtained with a plate of

300 mm dia, k 300 may be converted to give k 750 by the following
relation.
k 750 = 0.5 k 300

4.Since subgrade strength is affected by the moisture content it is

desirable to determine it during or soon after the rainy season.
Effective k values of different combinations of
subgrade and subbase
V) Sub base :
1) Advantages of providing sub base.
a) Provides a uniform and reasonably firm support.
b) Prevents mud pumping on subgrade of clays and silts.
c) Acts as leveling course on distorted, non uniform and
undulating subgrade.
d) Acts as a capillary cut-off.
e) Supports the construction traffic even if the subgrade is wet.

2) When subbase is provided, the effective k value may be taken as

20 percent more than k value of the subgrade.
3) Sub base shall be constructed on a subgrade of selected coarse
grained soil of 300 mm thickness.
 Sub-base types (Minimum provisions)
(IRC :SP :62-2014)

Traffic up to 50 CVPD

 Granular subase - 100 mm (Minimum CBR 30 %)

 WBM Grade III or WMM - 75 mm
or
If aggregates are not available within a
reasonable cost, 150 mm of Cement / lime / Lime fly
ash treated marginal aggregate / soil layer with
minimum Unconfined Strength (UCS) of 3 MPa at 7
days with cement or at a 28 days with lime/lime –
flyash.
 Traffic from 50 to 150 CVPD
 Granular subbase -100 mm (minimum CBR 30%)
 WBM Grade III or WMM - 75 mm
or
100 mm thick Cementitious granular layer with a
minimum UCS of 3 MPa at 7 days with cement
or 28 days with lime/lime fly ash over 100
mm thick Cementitious naturally available
materials with a minimum UCS of 1.5 MPa
with Cement at 7 days or with lime or lime fly
ash at 28 days.
 Traffic from 150 to 450 CVPD
 Granular subbase - 100 mm (minimum CBR 30%)
 WBM Grade III or WMM - 150 mm
or
100 mm Cementitious granular layer with minimum UCS
of 3 MPa over 100 mm of Cementitious layer with
naturally occuring material with minimum UCS of
1.5 MPa
 Sub base design consideration
(As per IRC:15-2011)

1. Subgrade shall be of selected earth complying the following

requirements (IRC:15-2011).

 No soft spots are present in the subgrade.

 The subgrade shall be of coarse grained material and have a

minimum CBR of 8 percent.

 The camber and super elevation of subgrade shall be same as

that of concrete slabs.

2.Capillary cut off :

As a result of migration of water by capillarity from the

high water table, the soil immediately below the pavement gets
more and more wet, leading to gradual loss in its bearing
capacity besides unequal support.
 Recommended thickness of graded gravel layer
for capillary cut off
Minimum thickness of layer (mm)
Sl.
Situation Graded Fine Coarse Stabilised
No.
gravel sand sand layer

Subgrade 0.6-1.0 m above

1 150 350 150 150
HFL

Subgrade 0.6-1.0 m above

HFL, the subgrade soil
2 being sandy in nature (PI<5, 150 300 150 150
sand content not less than
50 percent)

Note: Cut-off with other materials are as follows:

i) Bituminous impregnation using primer treatment
ii) Heavy duty tar felt
iii) Bituminous/lime/cement/ any other material stabilised soil
iv) Geo-filter layer.
3. Material to be used for GSB shall be natural sand, crushed gravel,
crushed stone, or combination thereof depending upon the grading
required permeability coefficient of GSB shall be at least 30 m / day.

4. Recommendation of GSB types: (IRC:15-2011)

 a) Grading I & II : Well graded granular subbase materials
Used for locations: where drainage requirement are not
predominant

b) Grading III & IV : Gap graded

Used at location experiencing heavy rainfall flooding etc.

5.Physical / other requirements :

 10 percent fines value : Minimum 50 kN (for sample in soaked
condition)
 Water absorption : Max 2 % (If more than 2% soundness tests to
be carried out)
 Minimum CBR : 8 percent
 Density of GSB : 98 % of modified proctor lab MDD.
 Material passing 425 micron shall have liquid limit and plasticity
index not more than 25 and 6 percent respectively.
 SPECIFIC DESIGN STRATEGIES FOR PROBLEMATIC SUBGRADES
(EXPANSIVE / FINE AGRINED SOILS)
(As per Hand Book on C.C.Roads by CMA & IRC 15-2011*)

1. SUBGRADES OF EXPANSIVE SOILS :

1. Expansive soil subgrades (B.C Soil) undergo significant volume changes on variations
in water content, by way of swelling on absorption of water and shrinkage an drying.

2. To avoid the non uniformity caused by volume changes in the subgrade, precautions to
be taken are:
 Careful moisture control in the subgrade keeping it wet of optimum during compaction
Soils compacted at dry of optimum moisture have lower strength, higher water absorption
and higher amount of swell, as compared to soils compacted at optimum moisture or at
wet of the optimum
 Provision of non expansive cover.
The low volume change (non expansive) layer with low to moderate permeability over the
subgrade to some extent provide surcharge effect which would also help reduce the swell.
 Provision of drainage.
 Where embankment consists of expansive soil (LL >50 %) subgrade should be soil
stabilized with lime or any other stabiliser (having minimum CBR 15 percent with a
minimum thickness of 500 mm).

3. Over expansive or plastic clay subgrade soils, close graded subbases perform better
than open graded subbases
 SUBGRADES OF FINE GRAINED SOIL :

4. “Mud pumping” i.e. Ejection of water and subgrade (or subbase)

material through pavement joints and cracks is common type of
distress associated with fine grained soil which are subjected to
repeated heavy axle loads.

5. If the soil under the pavement is well drained, water will

not remain between the pavement base and subgrade and in
that case no pumping will occur.

6. Untreated subbase must be so designed that it prevents

subgrade soil from pumping through subbase, and also does
not pump itself.
 Dry lean Concrete (DLC) Subbase for Highways
(IRC:SP:49-1998,IRC:SP:49-2014 IRC:15-2011, IRC:58-2011)
1. Generally recommended as upper subbase for concrete pavements
particularly with high intensity of traffic.
2. Thickness of DLC subbase
i. Minimum 150 mm for National / State Highways
ii. Minimum 100 mm for other roads.
3. The DLC Sub base shall extend beyond the pavement edges by 50
cm to facilitate the further construction operations and provide an
adequate support for the concrete slab. The offset will be 20 cm
incase of semi mechanized or manual construction.
4. The cement content (OPC or blended) shall be at least 150 kg /
cum.(minimum cementitious 140 kg / cum. Minimum OPC 100
kg/cum as per IRC:SP:49-2014)
5. DLC shall have minimum 7 days compressive strength of 10 MPa. In
addition, the minimum compressive strength of any individual
cube shall not be less than 7.5 Mpa at 7 days.(7 Mpa & 5 Mpa
respectively as per IRC:SP:49-2014)
6. The mix shall be proportioned with a maximum aggregate cement
ratio of 15:1 (Maximum 14:1 if OPC & 12:1 if PPC or PSC is used as
per IRC:SP:49-2014)
7. The optimum water content shall be a determined and
demonstrated by rolling during trial length construction. While
laying, the DLC may have 1 % higher moisture content.
8. The concrete shall have zero slump.

9. DLC shall be laid by hydrostatic paver.

10. To ensure thorough compaction, rolling should be carried out with

double drum smooth wheeled vibratory rollers of minimum 80 to
100 kN static weight.
11. The laying of two lane road subbase shall be done in full width.

12. The number of passes to obtain maximum compaction shall be

determined during trial run.

13. In addition to the number of passes required for compaction,

there shall be a preliminary pass without vibration to bed the lean
concrete down and again a final pass without vibration to remove
roller marks and to smoothen the surface.

14. The minimum dry density obtained shall be 97% of that achieved
during the trial length construction. The density achieved at the
edges i.e. 0.50 Mtr from the edge shall not be less than 95% of that
achieved during the trial construction.
15. The pH value of water for mixing and curing up to 9
shall be permited.
16. Spreading, compacting and finishing of DLC shall be
completed within 90 minutes when the concrete
temperature is between 25 and 30 degree Celsius and
120 minutes if less than 25 degree Celsius.
17. Work shall not be carried out when the temperature of
concrete exceeds 35 degree Celsius.
18. Day’s work shall be stopped by vertical joints.
19.Transverse and longitudinal construction joints shall be
staggered by 500-1000 mm and 200-400mm
respectively from the corresponding joints in the
overlaying joints in the over laying concrete slabs.
20. Curing shall be done by
a) Spraying with liquid curing compound.
b) Covering the surface by gunny bags/hessian in
minimum two layers, continuously moist for 7 days by
sprinkling water.
21. No heavy commercial vehicles shall be permitted DLC,
Light vehicles if unvoidable may, however, be allowed
after 7 days of its construction.
4) CONCRETE STRENGTH :

1. Concrete pavements fail due to bending stresses. Hence the design

shall be based on the flexural strength of concrete.

2. If there are no facilities for determining the flexural strength, the

mix design may be carried out using the compressive strength value
from the following relationship.
ff = 0.7 √ fc
ff = flexural strength, N/mm2
fc = Characteristic compressive cube strength, N/mm2

3. For low volume roads it is suggested, 90 days flexural strength to

be used for design instead of 28 day strength as the traffic develops
only after the lapse of period of time.

4. 90 days strength = 1.20 x 28 day flexural strength.

5. Heavy traffic shall not be allowed for 90 days.

 6. For rural roads, the tolerance level (accepted proportion of
low results) can be taken as 1 in 20. The normal variate Za,
for this tolerance level being 1.65, the target average flexural
strength is obtained from the following relationship.

S= S1 + Za σ

Where S = Target average flexural strength at 28 days, MPa.

S1 = Characteristic flexural strength at 28 days, MPa.

Za = Normal variate = 1.65 for tolerance factor of 1 in 20.

σ = Expected standard deviation of field test samples MPa.

7. For pavement construction for low volume roads, characteristic 28 day
compressive strength = 30 MPa (Minimum) MPa.For other roads 40 MPa
Characteristic 28 days flexural strength for low volume roads = 3.8 MPa
(Minimum). For other roads 4.5 MPa
8. Other design factors :

a) Modulus of Elasticity E, of Concrete : 3.0 x 104 MPa.

b) Poisson’s ratio : 0.15

c) Coefficient thermal Expansion of concrete α = 10 x 10-6 per0 C.

 DESIGN OF SLAB THICKNESS
(PQC)

CRITICAL STRESS CONDITIONS

1. The severest combination of different factors that induce the

maximum stress in the pavement will give the critical stress
conditions

2. The flexural stress due to combined action of traffic loads and

temperature differentials between the top and bottom fibers of
the concrete slab is considered for design.

3. The tendency of the pavement slabs to warp upwards (Top

convex) during the day and downwards (Top Concave) during
the night and restraint offered to this warping tendency by self
weight of the pavement induces stress in the pavement.
IRC:58-2011
IRC:58-2011
4. For analysis following 3 different regions of pavement are
considered.
a. Pavement slab corner
b. Pavement edge
c. Pavement interior

5. Under the action of load application, maximum stress is

induced in the corner region, as the corner is discontinuous
in two directions especially when load transfer steel
dowels are not provided in low volume roads.

6. The edge being discontinuous in one direction only has

lower stress.

7. Least stress is induced in the interior where the slab is

continuous in all directions.
8. Corner tends to bend, like a cantilever, giving tension at the
top, interior, like a beam giving tension at bottom.

9. At edge main bending is along the edge like a beam giving

maximum tension at bottom.

10. Considering the total combined stress for three regions ie.
Corner, edge and interior, for which the load stress decreases
in that order while the temperature stress increases, the
critical stress is reached in the edge region where neither of
the load and temperature stresses are the minimum.

11. Both the corner and edge regions should be checked for total
stresses and design of slab thickness shall be based on the
more critical conditions of the two.
IRC:SP:62-2014

√
Calculation of Stress (IRC:SP:62-2014)

a) Westergaard’s equeation for edge loading is recommended

for computaion of edge stresses by single or dual wheel at the
edge.

b) Bradbury’s equation is recommended for stress computation

for the linear temperature gradient across the depth of the slab.
 Pavement Design (Low volume concrete roads)
(IRC:SP:62-2014)

A programmed EXCEL SHEET is provided for quick computation of

thickness of pavements.
Case 1. For traffic less than 50 CVPD, calculate only stresses due to
50 kN dual wheel load
Case 2.For traffic greater than 50 and less than 150 CVPD,
calculate combined stresses due to 50 kN dual wheel load and
temperature gradient.
Case 3.For traffic greater than 150 CVPD and less than 450 CVPD
carry out Fatigue analysis for stresses due to 50kN dual wheel
load and temperature.
 MATERIALS AND MIX DESIGN
CEMENT :

Shall be any of the following types :

a) Ordinary Portland cement, 33 grade (IS:269)

b) Ordinary Portland cement, 43 grade (IS:8112)

c) Ordinary Portland cement, 53 grade (IS:12269)

(As per IRC:SP:62-2014, OPC 53 grade is to be used only when a part of
cement is replaced by flyash)

d) Portland Pozzolana cement (IS:1489 part-1) (With Fly Ash content not more
than 20 % by weight of PPC)

e) Portland Slag cement (IS:455) (With granulated blast furnace Slag content
not more than 50 % weight of Portland slag cement)

f) Sulphate Resisting Portland Cement (IS:12330) (If the Soil around soluble
salts, like sulphates in excess of 0.5 percent).
 CEMENT CONTENT (IRC: 15-2011)

Minimum cement content for mix corresponding to Flexural

strength of 4.5 MPa / 3.8 MPa for rigid pavements for highways
/ low volume roads respectively in the field at 28 days shall be
as below.
a)If OPC is used : Minimum Cement 360 kg / cum

: Maximum Cement 425 kg / cum.

: The mass of cementitious content (cement + fly
ash/slag) or cement in the concrete mix used in rural
roads shall not be less than 360 kg/cum.
(IRC:SP:62-2014)
b) If Fly Ash (IS:3812 Part-1) is blended,
Minimum of quantity of OPC in the blend 340 kg/cum.
(Fly Ash max 30 % as per IRC:SP:62-2014)

c) In case of factory produced PPC (IRC:15-2011)

- Restrict Fly Ash content to 20 % of PPC (OPC + Fly Ash)
- Minimum PPC quantity : 425 kg / cum
d) For Portland slag cement – Maximum cement 510 kg/cum.
 ADMIXTURES :

1) Chemical Admixtures :

 Conform to IS:9103

Retarders, plasticisers and super plasticisers may be used upto 0.5%,

1% and 2% by mass of cementitious materials respectively IS:456-2000 /
IRC:44-2008).

If air entraining admixture is used, total quantity as a percentage of the

volume of the concrete shall have 4.5 ± 1.5 percent entrained air for 31.5
mm maximum size of aggregate.

2) Mineral Admixtures :

a) Flay Ash (IS:3812 Part 1)

Maximum 20 % by weight of cementitious material (Max 30 % as per

IRC:SP:62-2014)

Mixing permitted only if uniform blending is assured through a specific

mechanized facility with automated process control like batch mix plants
conforming to IS:4925 / IS:4926.
 Properties of Flyash shall be as below
(IS:3812-2004)
Greater than 3,20,000
1 Specific surface area
mm2/gm
2 Lime reactivity Greater than 4.5 N/mm2
3 Loss on ignition Maximum 5 percent
b) Ground granulated blast furnace slag (GBFS
IS:12089)
• Maximum 50 % by weight of Portland slag
cement (IS:455).

c) Silica Fume (IS:15388, IS:456. IRC:SP:70).

a)Maximum 10 % weight of cementitious
materials.
C)AGGREGATES :

1.Coarse Aggregates :

a) Physical Characteristics :
 Maximum size : 31.5 mm in PQC & 26.5 mm in DLC (25 mm as
per IRC:SP:62-2014).

 Combined Flakiness and Elongation index ≤ 35 %

 Water absorption Max 3 % (However if water absorption is more

than 3 %, aggregates shall be tested for Soundness)

 Soundness : After 5 cycles of testing, the loss shall not be more

than 12 % of Sodium Sulphate solution is used or 18 % if
Magnesium Sulphate solution is used.

 Abrasion Value (Los Angeles) – Max 35 %

 Aggregate Impact Value < 30 % (IRC:SP:62-2014).

b) Gradation:
Combined Aggregate Gradation for Concrete (IRC:SP:62-2014)
Percentage by weight passing the
Sl.No Sieve Designation
sieve
1 26.50 mm 100
2 19.0 mm 80-100
3 9.50 mm 55-75
4 4.75 mm 35-60
5 600 micron 10-35
6 75 micron 0-8

Grading of aggregate for DLC(IRC:SP:49-2014)

Sl. No. Sieve Designation Percentage passing (by Weight)

1 26.50 mm 100
2 19.00mm 75-95
3 9.50mm 50-70
4 4.75 mm 30-55
5 2.36mm 17-42
6 600 micron 8-22
7 300 micron 7-17
8 150 micron 2-12
9 75 micron 0-10
Combined Aggregate gradation for Pavement Quality Concrete.
(As per IRC:15-2011)

Percentage by weight passing

Sl. No. Sieve Designation
the sieve

1 31.50 mm 100

2 26.50 mm 85-95

3 19.00 mm 68-88

4 9.50 mm 45-65

5 4.75 mm 30-55

6 600 micron 8-30

7 150 micron 5-15

8 75 micron 0-5
 C) Fine Aggregate
PHYSICAL CHARACTERISTICS :
 Clay lumps ≤ 1%
 Coal and Lignite ≤ 1%
 Material passing : Natural sand - ≤ 3 %
IS Sieve 75 Micron : Crushed stone sand - ≤ 15 %
: Blend of natural sand and crushed stone and ≤ 8 %
 Soundness / Water absorption : Same as for Coarse Aggregates
 Grading : Shall conform to table 4of IS:383:1970
FINE AGGREAGTES REQUIREMENTS (IS:383) (TABLE: 4)
Percentage Passing for
IS Sieve
Designation Grading Zone I Grading Zone II Grading Zone III Grading Zone IV
10 mm 100 100 100 100
4.75 mm 90-100 90-100 90-100 95-100
2.36 mm 60-95 75-100 85-100 95-100
1.18 mm 30-70 55-90 75-100 90-100
600 micron 15-34 35-59 60-79 80-100
300 micron 5-20 8-30 12-40 15-50
150 micron 0-10 0-10 0-10 0-5
Note:-
1) Where the grading falls outside the limits of any particular grading zone of sieves other
than 600- micron IS: sieve by a total amount not exceeding 5 percent, it shall be regarded
as falling within that grading zone. This tolerance shall not be applied to percentage
passing the 600 micron IS: sieve or to percentage passing any other sieve size on the
coarse limit of grading zone I or the finer limit of grading zone IV.
2) For crushed stone sands, the permissible limit on 150 micron IS sieve is increased to 20
percent.
D) WATER

 Water for mixing and curing shall be clean and

free from injurious amount of soil, salt acid,
vegetable matter.

 Permissible limit for of solids in water as per

IS:456-2000 Table-1.

Sl.No Solids type Permissible limits, max

1 Organic 200 mg / l
2 Inorganic 3000 mg / l
3 Sulphates (as SO3) 400 mg / l
4 Chlorides (as Cl)
 For Plain concrete 2000 mg / l
 For Reinforced
500 mg / l
concrete
5 Suspended matter 2000 mg / l
E) STEEL

a) DOWEL BARS in Contraction / Construction joints shall be

- Mild steel plain bars conforming to IS:432 of Grade S 240

 Design of Dowel bars shall be done as per IRC:58:2011.

 Dowel bars shall be supported an cradles / dowel chairs and positioned

prior to construction of slabs or mechanically inserted by a Dowel Bar
Inserted (DBI)
 Dowel bars shall be covered by a thin plastic sheath (not more than 0.5 mm
thick with one closed end for at least 60 % of length from one end in
contraction /construction joints or half the length plus 50 mm for expansion
joints.
 For accurate placing of dowels at the end of the day strong bulkheads
made of steel with holes drilled along the centre line shall be used. If
considered convenient, two piece bulkheads may be used.

 Since low volume roads have low traffic (upto 450 cvpd) with small wheel
loads, the slab thickness normally being 150-200 mm, the aggregate
interlock at the sawn joints is itself adequate for load transfer and no dowel
bars are necessary (IRC:58-2011).
 Dowel Chairs Fixed into
Sub-base before Concrete
Pouring

60% Dowel Length Covered

With Plastic Sheathing and
Dowel Chairs Designed
Properly
Proper Placing of Dowel Bars Placed on
Cradle
Proper Placing of Dowel Bars Placed
on Cradle
 Wrong Practice: Steel Bar of Cradle
Assembly is Continuous Across the Joint
 Recommended Dimensions of Dowel Bars for Rigid
Pavement for an Axle Load of 10.2 T
(IRC: 15-2011)
Dowel Bar Details
Slab Thickness,
mm Diameter, mm Length, mm Spacing, mm

200 25 450 300

250 32 450 300
300 38 500 300
350 38 500 300

Placement of Dowel Bars

Dowel bars shall be positioned at mid depth of slab within a

tolerance of ± 20 mm, and centered equally about intended line of the
joint within a tolerance of ± 25 mm.
 Tolerance for Placement of Dowel Bars
(IRC:15-2011)

Dowel bars shall be aligned parallel to the finished surface of the slab
and to the centre line of the carriageway and to each other within
tolerances as below.

1) For bars supported on Cradles prior to the laying of the slab.

a) All bars in a joint shall be within ± 3 mm per 300 mm length of bar

b) 2/3rd of the bars shall be within ± 2 mm per 300 mm length of bar.

c) No bar shall differ in alignment from an adjoining bar by more than 3

mm per 300 mm length of bar in either the horizontal or the vertical
plane.

d) Cradles supporting dowel bar shall not extend across the line of
joint, i.e no steel bar of the cradle assembly shall be continuous
across the joint.

2) For all bars inserted after laying of the slab.Twice the tolerance for
alignment as indicated in (1) above.
 TIE BARS
(IRC:15-2011)
Tie bars in longitudinal joints shall be plain mild steel bars
conforming to IS:432 part-1 or deformed steel bars complying with
IS:1786-2008.

Tie bars are designed to withstand tensile stresses only. They do not
act as load transfer devices.

Tie bars shall be positioned to remain within the upper middle third
of the slab depth approximately parallel to the surface and
perpendicular to the line of the joint, with the centre of each bar on
the intended line of the joints within a tolerance of + 50 mm and with
a minimum cover of 30 mm below the joint groove.

During side insertion in fixed form paving tie bars may be bent so
that half length remains along the form. After removal of from, bars
shall be straightened using hollow GI pipes.

Tie bars projection across the longitudinal joint shall be protected

from corrosion for 75 mm on each side of the joint by a protective
coating of bituminous paint.
 Details of Tie Bars for Longitudinal joints of Two-Lane
Rigid Pavements (Same as IRC:58)
Tie Bar Details
Slab
Max. Spacing (mm) Minimum Length (mm)
Thickness, Diameter (d)
(mm) mm Deformed Deformed
Plain Bars Plain Bars
Bars Bars
8 330 530 440 480
150
10 520 830 510 560
10 390 620 510 560
200
12 560 900 580 640
250 12 450 720 580 640
12 370 600 580 640
300
16 660 1060 720 800
12 320 510 580 640
350
16 570 910 720 800

Note:
1) The recommended details are based on the following values of different design parameters
for lane width of 3.50 m.

2) S = 125 MPa for plain bars, 200 MPa for deformed bars, bond stress for plain bars = 1.75
MPa, for deformed bars = 2.46 MPa, (S=minimum tensile strength of steel).
Good Practice: Holes on Side
Forms for Insertion of Tie bars
 Good Practice

Tie Bars Painted in

Middle 150 mm

Properly Aligned Tie Bars

laced in Side Form Holes
Bad Practice: Tie Bars not in Proper Alignment
Dowel Bars

Tie Bars
 Bad Practice: No Provision in the
Side Forms for Insertion of Tie Bars
refer next slide
Bad Practice: Concrete Damaged
Due to Straightening up of the Bent
up Tie Bars(Due to Non Provision of
Holes in the Side Forms) refer
previous slide
FORMWORK
1. Side forms shall be of mild steel sections of depth equal to the thickness of
the pavement with provision for insertion of tie bars wherever essential.

2. Side forms shall have a length of at least 3.0 mtr.

3. At least three stake pickets for each 3m of form shall be provided with
ample bracing and support to prevent springing of the forms under the
pressure of concrete.

4. Wooden forms shall be held by stakes set at intervals not exceeding 2m.

5. Wooden forms shall be capped along the inside upper edge with 30-50mm
angle iron, well recessed and kept flush with the face of the wooden forms.

6. All forms shall be cleaned and oiled each time they are used.

7. Bulkheads of suitable dimensions shall be used at constructions joints with

facility to provide dowel bars.

8. Forms shall be removed only after the concrete has set for at least 12 hours.

9. After removal of forms, the ends shall be cleaned and any honey combed
areas pointed with 1:2 cement sand mortar.
Bulkhead for Construction Joint
Bad Practice: Oversized hole for Insertion
of Dowel Bar
 VI) Separation Membrane

1) A polythene membrane of 125 microns thickness shall be provided

over the sub-base to act as a separation layer between the subbase
and concrete slab.

2) Separation member shall be transparent or white in colour and laid flat

with minimum creases (IRC:15-2011 clause 6.6).

3) Wherever overlap of Polythene membrane is necessary, the same shall

be atleast 300 mm.

4) In summer (When ambient temperature is more than 250 C) before

placing polythene membrane, the existing subbase shall be wetted with
water.
 Good Practice: Cleaning Base layer,
Checking Level before laying separation
Separation Membrane shall be
White or Transparent
as per IRC:15-2011
Good Practice: White
Separation Membrane
Good Practice: Transparent
Separation Membrane
Water Content and workability

 Maximum free water cement ratio shall be:

0.45 when OPC is used

0.50 when OPC is blended with Flyash at site /
Portland pozzolana cement / Portland slag
cement used.

 Workability :

25 ± 10 mm : For pavements compacted by

vibration using paving trains.
40 ± 10 mm : For pavements in manual construction
using screed / needle vibration for
compaction.
 BATCHING AND MIXING
1. The batching plant / concrete mixer shall be capable of
proportioning the materials by weight, each type of material
being weighed separately.

2. Capacity of the batching and mixing shall be at least 25 percent

higher than the proposed capacity for the laying arrangements.

3. Rated capacity of the mixer shall not be less than 0.3 cum.

4. Weighing mechanism shall be checked periodically and

calibrated, to yield an accuracy of ± 2 percent in the case of
aggregates and ± 1 percent in the case of cement, fly ash and
water.
5. When fly ash is added, the mixing time shall be increased by a
minute to ensure proper mixing.
Ready Mix Concrete Plant
 Ready Mix Concrete
Plant Smaller Capacity
Self Loading Mobile
Concrete Mixer
Weigh Batch
Mixer
PLACING / COMPACTION OF CONCRETE
1. The mix shall be discharged immediately from the mixer, transported
directly using wheel barrows, iron pans or tippers to the point where it
is to be laid.

2. Concrete shall be deposited on the subbase to the required depth and

width in successive batches and in continuous operation.

3. No concreting shall be done when the concrete temperature is above

30oC. Concreting to be stopped when ambient temperature is above 35oC.

4. In manual placing, spreading shall be as uniform as possible and shall

be accomplished by shovels.

5. Compaction shall be achieved by screed vibrator, screed resting on the

side forms and being drawn ahead with a sawing motion, assisted by
needle vibrators to ensure compaction near the forms.
6.Inadequate compaction induces presence of excess voids. Presence of 5%
voids reduce the strength from that of fully completed concrete by about 30%
and presence of 10% voids will reduce the strength by 60 percent.

7. As soon as practicable after the concrete has been compacted its surface
shall be smoothened by means of a longitudinal float operated from a
footbridge or using mechanical floater.

8. The surface can also be finished by belting using two ply canvas belt not less
than 200 mm wide and at least 1.0 m longer than the width of the slab.

9. Final finishing shall not exceed 90 minutes when the temperature is above
25oC and below 30oC and 120 minutes if less than 25oC.

10. Work on gradients: The progress on gradient of placing, compacting and

finishing of concrete should proceed from the lower to the higher reaches. The
concrete mix shall be stiffer than that used on level reaches. In case of very
steep gradient, or where fill up areas/ very weak subgrade is there,
reinforcement in single layer or in two layers in the PQC may be provided.
Slump of concrete mix in such situations should be adjusted from field trials.
 Pouring of Concrete from
Transit Mixer (Slump to be
maintained as per norms)
Compaction by Screed
Vibrator
Slip Form Paver
Semi Mechanised Fixed Form
Paving Train
Compaction by Needle Vibrator
SURFACE TEXTURING

1. After final floating and finishing and before application of the liquid curing
membrane, the surface shall be textured by TINING or BRUSH TEXTURING

2. The pavement shall be given a broom finish with an approved clean steel or
fibre broom not less than 450mm wide.

3. The brush shall be made of 32 gauge tape wires grouped together in tufts
placed at 10mm centres .The tufts shall contain an average of 14 wires and
initially be 100mm long. The brush shall have two rows of tufts.The rows
shall be 20mm apart and the tufts in an one row shall be opposite the centre of
the gap between tuft in the other row. The brush shall be replaced when the
shortest tuft wears down to the 90mm length.

4. Texturing (Brooming) shall be perpendicular to the centre line of the

pavement, and the texture shall be uniform in character and width, and not
more than 1.5 mm deep (This value is 1 ± 0.25mm as per IRCL15-2011).

5. Measurement of texture depth shall be done by sand patch method (IRC:15-

2011 Clause10.1.16).

6. After texturing, the edges of the slab shall be carefully finished with an edge
tool of 6mm radius.
Edge Tool of 6mm radius.
Texturing Brush
Texturing by Brush (Trial)
Finishing by Mechanical Float
Finished Textured
Surface Surface
Brooms for Texturing
Brooming the Patch
 JOINTS

 Types of Joints

a) Contraction Joint

b) Construction Joint

c) Expansion Joint

d) Longitudinal Joint
IRC:57-
2006
IRC:15-
IRC:57-
2006
IRC:15-
IRC:57-
2006
IRC:15-
2011
IRC:57-
2006
IRC:15-
2011
1. CONTRACTION JOINTS:

 Such a joint relieves tensile stresses in the concrete.

 Prevents formation of irregular cracks due to restraint in free contraction of

concrete.

 Also relive stresses due to warping.

 Maximum joint spacing shall be 5 m. In general, slab configuration is

considered as 3.5 m x 5.0 m (IRC:15-2011).

 Joints spacing at curve portion may be reduced by 20 to 30 percent.

 Joints shall be formed by mechanically sawing a joints groove, 3-5 mm wide

and  to rd depth of slab, as soon as the concrete has undergone initial
hardening and is hard enough to take the load of the joint sawing machine
without causing damage to the slab.

 Temporary seal (jute rope) shall be provided for blocking ingress or dirt,
stone pieces etc.

 After the concrete slabs have been cured, before allowing for traffic, joints
shall be widened to 10 mm width and depth of 20 mm for sealing.

 Joints can also be formed by pressing a mild steel T section into the fresh
concrete.
2. CONSTRUCTION JOINTS

 Shall be placed whenever day’s construction operations

starts and stops.

 Whenever work is suspended for more than 30 minutes.

 For accurate placing of dowels at the end of the day,

strong bulkheads made of steel with holes drilled along
the centre line shall be used. If considered convenient,
two piece bulkheads may be used.
Groove Cutting Machine
Initial Groove Cutting
Insertion of Jute Rope after Initial Groove Cutting
Initial Groove Cutting at the Edge
Defective Construction Joint
3. Expansion Joints

 Provided where concrete slabs abut with bridges

and slab culverts.

 The joints width may be 20mm, dowel bars 25mm

diameter, 500mm long and spaced at 250mm centre
to centre

 Joint shall consist of bitumen impregnated joint/

premoulded synthetic joint filler board about 20 mm
thick complying IS: 1838 and dowel bars passing
through the holes in the board.
4. Longitudinal (Warping) joints

 Longitudinal joints relieve stresses due to warping.

 Provided in multilane pavements and when pavement is

more than 5 m wide.

 Initially joint is cut to a depth 1/3 to 1/2 of the slab.

 Top 15-20 mm of the joint is sawn to a width of 6-8 mm for

sealing.

 Longitudinal joints are not provided for rural roads as they

generally of single lane, and the full lane width (3.0m-
3.75m) is concreted in one operation.

 In rural roads where width of concrete slab exceeds 4.5m

in the case of causeways, etc. Longitudinal joints shall be
provided.
Sealing of joints :

 Widen the first saw cut joint to required width / depth.

 Rough arises develop when grooves are made they shall be ground to
provide a chamfer approximately 5 mm wide.
 Clean the groove of any dirt or loose material by air blasting /
pressurized water jets / sand blasting.
 Dry the groove at the time of priming and sealing.
 Remove the temporary seal inserted.
 A highly compressible heat resistant paper backed depending strip shall
be inserted in the groove to serve purpose of breaking the bond
between sealant and the bottom of the groove. The sealant shall be
applied within the minimum and maximum drying times of the primer
recommended by the manufacture.
 Hot sealants or cold sealants with chemical formulation like
polysulphide / silicone / polyurethane or other similar formulation may
be used for sealing.
 Sealant shall be applied slightly to a lower level than slab with a
tolerance of 3 ± 1 mm
Sealing Materials
Mixing of Sealant
 Baker Rod and
Baker Rod Debonding Strip
Applying Pouring
Primer Sealant
Joints after Sealing
CURING

1. Initial curing shall be done by the applications of

curing compound followed by covering the
pavement surface entirely with wetted burlap
or jute mat.

2. The covering shall be maintained fully wetted

and in position for 24 hours after the concrete has
been place.

3. Final curing shall be done by ponding or

continuing with wetted burlap for at least 14 days.
Spraying of Curing
Compound
Spraying of Curing Compound
Before Spraying of Curing After Spraying of Curing
Compound Compound
 Curing by
Wetting Rice
Husk
Curing by Water Ponding
 Curing by
Moist Hessian or Burlap
WHITE TOPPING
(IRC:SP:76-2015)
 White topping is defined as a Portland Cement
Concrete (PCC) overlay Constructed on the top of an
existing bituminous pavement.

White topping is thus PCC resurfacing (overlay) as a rehabilitation

or structural Strengthening alternative on bituminous pavement.

For WHITE TOPPING minimum thickness of hot mix

bituminous pavement is 75 mm net excluding the milled
thickness. However it is preferable to have this minimum
thickness of 100mm or more to ensure a reliable strong
bituminous base.
 Type of White topping
 Conventional White topping
 Consists of PCC overlay of thickness 200 mm or more.
 Designed and Constructed like a new rigid pavement without
assuming any composite action.
 Bituminous Surface should not suffer from any isolated damages
like subsidence or material related problems.

 Thin White topping (TWT)

 Consists of PCC overlay of thickness greater than 100 mm and less than
200mm
 Bonding consideration may be ignored in the design.
 High strength concrete with fibers are commonly used.
 Joints are at shorter spacing of 0.6 to 1.25 m

 Ultra – Thin White topping (UTWT)

 Consists of PCC overlay of thickness equal or less than 100mm
 Bonding between under laying bituminous layer and overlaid PCC layer
is mandatory.
 Bonding Shall be done by milling existing bituminous surface to an
average depth of 25 mm.
 Fibers and high strength concrete are normally provided.
 Joints are spaced closely at interval of 0.6 to 1.25 m.
 REQUIREMENT FOR ADOPTION OF WHITE TOPPING
1. Continuity of the subgrade / sub base support is to be ensured.
2. In Conventional White Topping, polythene sheet or de-bonding layer
is not provided, A white wash/white curing compound may be used
to minimize the temperature of existing bituminous pavement
3. Conventional White topping overlays do not require extensive
properly repairs except for certain type of distresses like subgrade
failure to avoid localized failures.
4. Surface preparation.
 Direct Placement.
Any ruts in the existing pavement are filled with concrete
 Milling
Removal of existing bituminous surface from 25mm to 50 mm to remove
surface distortion like cracks in the top portion and adjust cross slopes.
 Placement of Leveling Course.
A leveling course typically consists of minimum 50 mm of Bituminous
Macadam (BM) / Dense Bituminous Macadam (DBM)/DLC/PQC to
rectify undulations / destortion / rutting for UTWT / TWT
 5. Minimum thickness of hot mix bituminous pavement is
75 mm net excluding the milled thickness. However it is
preferable to have this minimum thickness of 100mm
or more to ensure a reliable strong bituminous base.
6. UTWT / TWT design is based on Composite action of
the bituminous layer and PCC overlay.
MIX PROPORTIONING AND STRENGTH OF CONCRETE

• Minimum Compressive strength M-40 or more than M-40 at 28 days.

• High performance concrete of compressive Strength M-50 is normally
preferred.
• The minimum flexural strength or Modulus of Rupture of the concrete
shall be 45 kg/cm2 . Preferred to have a flexural strength of 50-60
kg/cm2
• Concrete mix shall have lower water / Cement ratio, less than 0.40.
Preferable to have a water / Cement ratio around 0.28 to 0.30.
• Slump requirement shall be 25-50mm. Super plasticizers shall be used
to achieve workability.
• For UTWT / TWT fibres like plypropylene, polythylene, nylon, polyester
can be used.
Conventional White Topping Conventional White Topping
(Subhash Road Dharwad) (NICE road Bengaluru)
Quality Control Tests for Paving Quality
Concrete
(Acceptance Criteria/Frequency)

IRC:15-2011
Slump Test
Measurement of
Slump
Cubes Cast
Beams Cast
Flexural Strength
Test
Concrete Core Cutting in Progress
Concrete Core Taken out
Sand Patch Test (For Measurement
of Texture Depth)
 Sand Patch Test
(For Measurement of
Texture Depth)
 CONCRETE ROAD MAINTENANCE
STANDARDS
(IRC:SP:83-2008)
Fundamentals of maintenance are as below :

a) PAVEMENT SURFACE :
Object :
1. Stones / other debris are safety hazard (Causing broken
windshields etc.) and damage the pavement surface.

2. Soil and other debris accumulated beside kerbs / chute drains

prevents free drainage.
Action :
Criteria Extent (& sub- Type of
Job Description Location / side Treatment Action
section length maintenance
a) Minimum twice a year.
Pavement Or b) When exceeding 25 Sweep, wash and
cleaning All Routine
% in any 20 m long dispose
(sweeping stretch.
including removal
of litter rubbish b) When accumulation Urgent ie.
Remove and
and other debris prevents the pavements, All Within 2 days
dispose off site.
kerbs and channels. of detection.
Note : Cleaning shall be minimum frequency of four times a year in the
habited / built up stretches.
b) CRACKS :

Individual cracks 3 mm wide and any other areas with extensive finer
cracks to be repaired before the rainy season to prevent infiltration of
water.

ACCEPTANCE CRITERIA FOR CRACKED SLABS (IRC: SP:62-2004)

1. Slabs with full depth cracks are totally unacceptable. It is a structural

failure.

2. Cracks which are deep and likely to progress in depth with time are to
be considered as serious in nature. Cracks penetrating to more than
half of the slab depth shall not be accepted.

3. The length of the single crack in any panel shall not be more than
750mm, even though its depth is less than half of the slab depth.

4. The cumulative length of cracks with depth of crack less than half the
depth of slab in a panel shall not be more than 1250mm.
c) SETTLEMENT, HEAVE, DISTORTION,
FAULTING :

1. Surface irregularities to be corrected when

the surface deviation reaches 38 mm in a
length 2.5 m or when the riding quality is
obiectionable (> 4000 mm/km). This results
in poor riding quality and extra loading on
the slabs which accelerates pavements
deterioration.

2. Diamond grinding to be applied when the

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

3. Early detection and filling of voids below

approach slabs at bridges to prevent
settlement.
d) SPALLING :

Transverse spalling exceeding 100 mm in the

direction of travel and more than 6 mm deep or other
similar type of defects which induce extra loading on
the slabs and adversely affect comfort shall repaired.

e) JOINT SEPARATION :

1. Separation between concrete slabs exceeding 3

mm to be filled to prevent infiltration of water into
foundation layers.

2. Separation / erosion occurring between the

interface of concrete pavement and paved /
unpaved shoulder to be filled / repaired to
prevent runoff further eroding and undermining
the edge of concrete pavement.
TYPES AND CAUSES OF DEFECTS

 Distress Identification :
A site condition survey once a year, preferably in the beginning
monsoon season to assess the existing pavement condition with following
objectives.

1. To determine the root cause of pavements distress.

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

 Distress Types :
1. Structural distresses (CRACKS)
 Any uncontrolled / random crack like longitudinal, transverse, diagonal,
intersecting cracks that extends through the depth of the slab (> D/2,
D= Depth of PQC slab).

 Structural cracks unless repaired effectively reduce the load carrying

capacity of the pavement and adversely impact the designed service life of
the pavement.

2. Functional distress (FAULTING, SCALING, RAVELLING, POPOUTS)

 Do not necessarily reduce the load carrying capacity of the pavements.
 Affect the riding quality and safety.
  Common Defects and Distresses

CRACKING SURFACE DEFECTS

1 Plastic shrinkage cracks 1 Pop-outs / Small holes
Crow foot “y” shaped Animal / wheel
2 2
cracks impressions
3 Edge cracks 3 Scaling
4 Corner cracks / breaks 4 Ravelling
Deep abrasion / Scooping
5 Transverse cracks 5 of surface (Following
accident)
Polished aggregates /
6 Diagonal cracks 6
glazing / smooth surface.
7 Longitudinal cracks
8 Durability “D” cracking
9 Punchouts
Sl.N Sl. OTHER MISCELLANEOUS
JOINT DEFECTS
o. No. DEFECTS

1 Spalling 1 Blowups

2 Sealant failure / or loss 2 Pumping

3 Faulting at joints 3 Patch Deterioration

4 Separation at joints 4 Drop off

Longitudinal Cracks
 Full Depth Corner Cracks
Causes :
- Thin slabs
- Overloading & fatigue
- Loss of support due to pumping
- Acute angled corner

Recommended Repair -
full depth repair
 Multiple
Interconnected
Settlement Cracks
(Slab Replacement)
 CRACKS OVER CULVERTS
Transverse joints not
matching the edges of
underlying culvert –
cracks

Transverse Joints
Matching the Edges of
Underlying Culvert – No
Crack
 Failed Longitudinal
Joint Repaired with
Staple Pinning

30 mm Wide Opening at
Longitudinal joint
 Blowup at joint

Severe blowup at
joint
Plastic Shrinkage Cracks
 Drilling of Holes for
Inserting Dowels

Pressure Air Cleaning

of Holes
 Epoxy Injected
into Holes before
Inserting Dowels

Cover Dowels with

Plastic Sheathing
 Concrete Pouring
into the Patch

Compaction of Concrete
into the Patch
 Extend repair boundary
0.3 m beyond existing joint Dowel bars drilled and fixed
at new transverse joint

New tie bars drilled and fixed

Full depth saw cuts into remaining slab at
around perimeter longitudinal joint

Fig. 4 Slab Replacement Repair

Slab Replacement
 Grooving/Sawing & Sealing of
Working Cracks

• Grooving with Power Chisel

• Sawing with Diamond Blade
• Insert Baker rod
• Seal the Groove
 Groove Formed along
the Crack

Crack Sealed with

Joint Sealant
Cross-Stitching of Longitudinal Cracks

•Knits the
cracked
18-20 mm dia full depth
holes drilled at 30-45
16 mm dia deformed bars
to be inserted into holes
portion
degree angle and sealed with epoxy
resin
•Stops crack to
grow further
30 cm
•Maintain
aggregate
interlock

•Provide added
reinforcement
Drilled Holes
Fig. 5 Typical forHolesCross-Stitching
View of Drilled for Cross Stitching & strength
 Cross-Stitched
Longitudinal Crack

Cross-Stitched
Diagonal Crack
 Cleaned Crack
with Wire Brush

Pouring Low Viscosity

Epoxy Resin into Crack
 Sand Sprinkled Over
Sealed Crack for Skid
Resistance

Sealed Shrinkage
Cracks
 CONCRETE ROAD MAINTENANCE
STANDARDS
(IRC:SP:83-2008)
Fundamentals of maintenance are as below :

a) PAVEMENT SURFACE :
Object :
1. Stones / other debris are safety hazard (Causing broken
windshields etc.) and damage the pavement surface.

2. Soil and other debris accumulated beside kerbs / chute drains

prevents free drainage.
Action :
Criteria Extent (& sub- Type of
Job Description Location / side Treatment Action
section length maintenance
a) Minimum twice a year.
Pavement Or b) When exceeding 25 Sweep, wash and
cleaning All Routine
% in any 20 m long dispose
(sweeping stretch.
including removal
of litter rubbish b) When accumulation Urgent ie.
Remove and
and other debris prevents the pavements, All Within 2 days
dispose off site.
kerbs and channels. of detection.
Note : Cleaning shall be minimum frequency of four times a year in the
habited / built up stretches.
b) CRACKS :

Individual cracks 3 mm wide and any other areas with extensive finer
cracks to be repaired before the rainy season to prevent infiltration of
water.

ACCEPTANCE CRITERIA FOR CRACKED SLABS (IRC: SP:62-2004)

1. Slabs with full depth cracks are totally unacceptable. It is a structural

failure.

2. Cracks which are deep and likely to progress in depth with time are to
be considered as serious in nature. Cracks penetrating to more than
half of the slab depth shall not be accepted.

3. The length of the single crack in any panel shall not be more than
750mm, even though its depth is less than half of the slab depth.

4. The cumulative length of cracks with depth of crack less than half the
depth of slab in a panel shall not be more than 1250mm.
c) SETTLEMENT, HEAVE, DISTORTION,
FAULTING :

1. Surface irregularities to be corrected when

the surface deviation reaches 38 mm in a
length 2.5 m or when the riding quality is
obiectionable (> 4000 mm/km). This results
in poor riding quality and extra loading on
the slabs which accelerates pavements
deterioration.

2. Diamond grinding to be applied when the

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

3. Early detection and filling of voids below

approach slabs at bridges to prevent
settlement.
d) SPALLING :

Transverse spalling exceeding 100 mm in the

direction of travel and more than 6 mm deep or other
similar type of defects which induce extra loading on
the slabs and adversely affect comfort shall repaired.

e) JOINT SEPARATION :

1. Separation between concrete slabs exceeding 3

mm to be filled to prevent infiltration of water into
foundation layers.

2. Separation / erosion occurring between the

interface of concrete pavement and paved /
unpaved shoulder to be filled / repaired to
prevent runoff further eroding and undermining
the edge of concrete pavement.
TYPES AND CAUSES OF DEFECTS

 Distress Identification :
A site condition survey once a year, preferably in the beginning
monsoon season to assess the existing pavement condition with following
objectives.

1. To determine the root cause of pavements distress.

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

 Distress Types :
1. Structural distresses (CRACKS)
 Any uncontrolled / random crack like longitudinal, transverse, diagonal,
intersecting cracks that extends through the depth of the slab (> D/2,
D= Depth of PQC slab).

 Structural cracks unless repaired effectively reduce the load carrying

capacity of the pavement and adversely impact the designed service life of
the pavement.

2. Functional distress (FAULTING, SCALING, RAVELLING, POPOUTS)

 Do not necessarily reduce the load carrying capacity of the pavements.
 Affect the riding quality and safety.
  Common Defects and Distresses

CRACKING SURFACE DEFECTS

1 Plastic shrinkage cracks 1 Pop-outs / Small holes
Crow foot “y” shaped Animal / wheel
2 2
cracks impressions
3 Edge cracks 3 Scaling
4 Corner cracks / breaks 4 Ravelling
Deep abrasion / Scooping
5 Transverse cracks 5 of surface (Following
accident)
Polished aggregates /
6 Diagonal cracks 6
glazing / smooth surface.
7 Longitudinal cracks
8 Durability “D” cracking
9 Punchouts
Sl.N Sl. OTHER MISCELLANEOUS
JOINT DEFECTS
o. No. DEFECTS

1 Spalling 1 Blowups

2 Sealant failure / or loss 2 Pumping

3 Faulting at joints 3 Patch Deterioration

4 Separation at joints 4 Drop off

 CAUSES OF COMMON DISTRESSES
1. Timing of sawing joints:
 Too early sawing leads to unacceptable raveling

 Too late sawing leads to uncontrolled / random full depth

cracking.

 Shallow depth sawing leads to random cracking

(Appropriate sawing depth - th to rd of PQC thickness)

 Sawing to be initiated when the compressive strength of

concrete is less than 2 MPa and to be completed before it
attains the compressive strength of 7 MPa.

2. Plastic shrinkage cracking:

 Result of rapid drying at the pavement surface.

 Extend down to a depth of about 20-30 mm.

 Rarely influence the overall performance of pavement and

requires a nominal repair.
3.Drying shrinkage cracking:

 Wider / deeper cracking due to drying shrinkage

and restraint
developed due to inadequate joint spacing,
improper saw cutting or misalignment of dowel
bars.

 Pavement with long transverse joint may otherwise

develop full panel width deep cracks due to tensile
stresses developed due to temperature curling .

4.Misaligned dowel bars:

 Misalignment of dowels can induce a crack away

from a transverse joint if the dowels physically lock
two slabs together and restrain their contraction.
5.Traffic loading and environmental influences :

 Axle loads are responsible for fatigue and impact failure

of materials of pavement layers including the pavement
slab.

 Axle loads originate structural cracking, faulting (Vertical

differential movement) and lateral slab movement.

 Loss of texture due to wear by traffic tyres leading to

functional distress of pavement surface.

 Thermal expansion or contraction is resisted by friction of

the underlying layer and by the adjoining slabs and
compressive / tensile stress builds up during expansion /
contraction that may originate cracking.

 If timely sealing of joints is not done, surface water

ingress foundation decreasing bearing capacity of
underlying layers.
TYPES OF DEFECTS AND CAUSES (IRC:SP:83-2008)
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REPAIR ACTIONS FOR DIFFERENT DEGREES OF SEVERITY
OF DISTRESS IN CONCRETE PAVEMENTS

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Hand Book on Cement Concrete Roads by CMA
Hand Book on Cement Concrete Roads by CMA
REFERENCES
 PPT CONCEPT AND
TECHNICAL DATA / PHOTO COMPILATION

 ER. M. NARAYAN M.E, F.I.E

Superintending Engineer
Thank You

Any Question ?