Concrete Highways
Cracks Repair in Pavement
Quality Concrete
Anil Tiwari
Manager, UltraTech Cement Ltd
A
s we have experienced a tremendous growth in
Infra-structure of India and National Highways
specifically, the construction of pavement quality
concrete highway has been the preferred option compared
to the bituminous highway due to its low maintenance and
long life.
However there are various types of cracks which PQC
pavements develop post construction and during the
service life. This article has highlighted the repairs of two
types of cracks which are most common and develop either
post construction and during the service life.
The structural defects are highlighted in the form of various
types of cracks in the slab. The settlement at joints may also
occur and if the remedial action is not taken it may also
lead to development of cracks.
The structural cracks are classified according to their severity
which is defined in terms of width of the cracks.
Different types of cracks
1. Narrow Cracks – If the width of crack is 0.5mm it is
considered as narrow crack. It is assumed that there is
full aggregates interlock and full load transfer is taking
place within the slab at the crack.
2. Medium Crack - If the width of crack is 0.5 -1.5mm it is
considered as medium crack. It is assumed that there
is partial aggregates interlock and partial load transfer
is taking place within the slab at the crack. These types
of cracks permit ingress of water.
3. Wide Crack – If the width of the crack is greater than 1.5
mm it is considered as wide crack. It is assumed that
there is no aggregates interlock and no load transfer is
taking place within the slab at the crack. These types of
cracks permit ingress of water and fine detritus.
Transverse and Longitudinal Cracks
Transverse Crack
Narrow transverse cracks are a normal feature of all slabs.
200 The Masterbuilder - November 2012 • www.masterbuilder.co.in
They are considered to be structurally insignificant. They
are not expected to deteriorate further and consequently
are not likely to require any remedial treatment.
Medium Transverse crack may be because of following
reasons
a. Excessive bay length
b. Dowel bar restraint
c. Late sawing of Joint grooves
The remedy for the above is to form a groove and seal with
elastomeric sealant.
Wide transverse cracks which will be greater than 1.5mm
and generally approximately half to full depth of slab and
may attain full depth if not treated in time.
The wide transverse crack will be due to following reasons:
a. Inadequate reinforcement lap
b. Sub base restraint (Lack of separation layer or excessive
irregularity of sub base)
The remedy is stitching.
Longitudinal Cracks
The longitudinal cracks are not expected and may well
deteriorate and develop further unless some remedial action
is taken.
Reasons for longitudinal Cracks
a. Excessively wide bays
b. Compression failure
c. Settlement
Narrow and medium cracks in unreinforced slab are to be
remedied by means of stitched crack repair.
Stitching
There are two methods of stitching the cracks of concrete
i.e. Cross bar stitching and Staple pin stitching. This type of
stitching is limited within a panel only and not between the
 Concrete Highways

two panels as both the panels are made independent by saw have set shall be deemed to be unbounded. They shall
cutting and are to kept independent from adjacent panels be withdrawn and the holes redrilled.
for free horizontal and vertical movements. If the crack
Plug the remainder of the hole with epoxy resin mortar. The
continues beyond the saw cut groove then the stitching of
road may be opened to traffic as soon as the mortar in the
the extended crack is to be done independently.
holes has set.
Cross Bar Stitching (Refer figures of Cross Bar Stitching)
Cross Bar Stitching is used for repairing the Transverse
cracks.
- The Depth of the crack is ascertained before the treatment
and the marking is done with black paint.
- Drilling points are marked at a distance from the crack
equivalent to the depth of slab at 600mm intervals along
the crack with alternate points on opposite side of
cracks.
- Drill holes (min 16mm dia) at approx 26- 30 degrees to
the surface of the slab to a depth which allows 50mm
cover at the bottom of the slab.
- These slots are cleaned out by compressed air/water
jet. The slots should be completely dry before further Minimum 16mm diameter holes drilled at approx 26- 30 degrees to the surface
of the slab at 600 mm c/c
treatment.
- Cartridges of epoxy resin type adhesive are placed in
the holes and are inserted through the cartridges.
- The tie bars are rotated for about one minute to ensure
that adhesive is well mixed.
- The tie bars are pre-cut before insertion so that the end
is approx. 50mm below the surface.
- Alternatively, the length of the tie bars may be predetermined
by measuring down the hole and notching the bars at a
point 50 mm below the surface.
- After the bars have been driven in, and mortar has set
the surplus can be broken off by twisting.
- Any bars which continue to twist after the mortar should Closer view of the drilled hole at the Transverse Joints

Typical Transverse Crack 12mm diameter deformed tie bars placed inside the drilled holes

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Concrete Highways

Staple pin Stitching

Staple Pin Stitching is used for repairing the longitudinal
cracks.
- The longitudinal joint is marked with black paint and
slots are chased out 25-30mm wide by 470mm long at
600mm c/c at right angles to the line of the crack.
- The depth of slots shall be such as to ensure that when
bedded the tie bars lie between 1/3 to ½ the depth of
the slab below the surface.
- Holes are drilled 25-30mm diameter by 50mm deep at
each end of the slots. These slots are cleaned out by
compressed air/water jet.
- The slots should be completely dry before further
treatment. When in dry state the slots are primed and Staple tie bars of 16 mm dia. are placed into the beds of epoxy resin mortar
the staple tie bars of 16 mm dia. are placed into the and cover to a minimum depth of 30 mm with the same material.

beds of epoxy resin mortar and cover to a minimum

resin mortar/micro concrete.
depth of 30 mm with the same material.
- A groove is sawn along the line of the crack and sealed
- The rest of the slot is filled with thoroughly compacted
with elastomeric sealant only after the micro concrete is
cured.
The road may be opened to traffic as soon as the sealant
in the groove has set (After 48 hours).
(Refer figure of Staple Pin Stitching)

Conclusion
These types of repairs are carried out within the panel. If
the crack wider than 1.5 mm is experienced within 1 -1.5
metre at the transverse or longitudinal joint it is always
necessary to carry out full depth repair i.e. to cut the panel
to the full depth and redo the concreting after removing
the old concrete.
Staple pin and cross bar stitching helps in arresting the
Typical Longitudinal cracks cracks and avoid further deterioration of the panel and the
sub-base. The reason for carrying out stitched crack repair
is to convert the crack into a tied warping joint which will
allow the slab to “hinge “at that point whilst preventing the
crack from becoming wide thereby enhancing the life of
slab.

Acknowledgement
Author acknowledges the experiences shared by Mr S.
B. Kulkarni AVP Technical Services, Ultratech Cement
Ltd, Mumbai and Mr. Anil Trivedi, Proprietor, M/s Efftech
Marketing Services, Thane (Mumbai).

References
- “Specifications for Highway Works”- Department of U.K.
- IRC-15
Slots are chased out 25-30mm wide by 470mm long at 600mm c/c at right - Specifications of Ministry of Road Transport and Highways
angles to the line of the crack (MORTH)

202 The Masterbuilder - November 2012 • www.masterbuilder.co.in