Beruflich Dokumente
Kultur Dokumente
Information to be collected:
Project Information:
Design details
Construction details
Traffic
Environmental
Site Information:
Site condition survey
Type, severity and quality of each distress
Cause of Distress:
Design, load, water, temperature, materials or construction
Distress Classification:
Distresses are either structural or functional
Structural distresses affect the pavements ability to carry traffic
Cracking, spalling and durability
Functional distresses affect the quality and safety of the
pavement
Roughness, noise and surface polishing
Rehabilitation Strategies:
Depends on the existing condition of the pavement Restoration
Resurfacing
reconstruction
SEVERITY NORMS:
Low: Degradation is not very perceptible by the user.
Safety, the comfort of wearing surface or the
structural integrity are not affected. A preventive
intervention could be considered
Moderate:
Degradation is perceptible by the user safety, the comfort of
wearing surface or the structural integrity can be affected.
An intervention is to be considered.
TYPES OF DISTRESSES
Cracking
Longitudinal Cracks, Transverse Cracks, Corner
Breaks, Durability Cracks/ D Cracks
Surface Defects
Plastic Shrinkage Cracking, Map Cracking, Scaling,
Polished Aggregates, Worn out/Washed out texture,
Pop-outs
Joint Defects
Transverse Joint Seal Damage, Longitudinal Seal
Damage, Spalling of Transverse Joint, Spalling of
Longitudinal Joints
Miscellaneous Distresses
Blow-ups, Faulting of Transverse Joints and Cracks,
Lane to shoulder Drop off or separation, Lane to
Median Separation, Water Bleeding and Pumping
Longitudinal Cracks
Cracks are parallel to the center Line of the pavement
Transverse Cracks
Cracks are at right angles to the central line of the pavement
CORNER CRACKING:
A corner crack is a diagonal
crack that meets the both
longitudinal and transverse joint
within 2 to 6 feet of the same
slab corner. A slab can have as
many as four corner Cracks.
Map Cracking
A series of cracks that extend only into the upper surface of the slab. Larger
cracks are oriented in the longitudinal direction of the pavement and are
inter connected by finer transverse or random cracks. These cracks are
shallow, 5 mm to 12 mm in depth.
This may lead to scaling of the surface. These cracks are caused by the
use of higher cement content/ early strength cement ,
that leads to high heat of hydration and creates large temperature
gradient through the slab depth, especially near the surface
Scaling
Deterioration of the upper concrete slab surface is called scaling,
normally 3 mm to 13 mm deep and may occur any where on
the slab.
Effect of bleeding, excess W/c ratio
Poor quality of aggregates
Freeze and thaw, use of deicing salts
Polished Aggregates/
Wornout/Washed out texture
Polished aggregates/ surface
polish is the loss of the original
surface texture. This type of
distress causes the Pavement
to loose its skid resistance
especially when wet.
Wearing off of surface texture
due to traffic action
The use of the soft aggregates
in the construction also
contribute to surface polish
Wearing of texture due to rain
when the mix is still green
Pop-outs
Pop-outs are small pieces of concrete that break loose
form the surface. These range from 25-100 mm in diameter
and from 13-50 mm deep.
Spalling of Joints
Cracking, Breaking, Chipping or fraying of slab edges,
progress with time.
BLOW-UPS
Blowups are localized
upward bulking and
shattering of the slabs at
transverse joints or cracks.
Transverse opening are
filled with incompressible
solid In sufficient joint depth
Areas subjected to large
temperature swing, where
joints become filled with
sand in winter and develop
high compressive stresses
in hot periods
CRACK MAINTENANCE
Type of the Crack
Hair line
Narrow
Medium
Wide
REPAIR PROCEDURES :
Crack Filling
Crack Sealing/ Joint
Resealing Stitching
Dowel Bar Retrofit
Partial Depth repair
Full Depth Repair
Slab Replacement
Width (mm)
<0.2
0.2 to <2.0
2.0 to 5.0
> 5.0
Crack Filling
- Placement of materials in to non-working cracks is
defined as crack filling.
- Hairline, Non-working cracks when starts deteriorating
remedial measures should be taken.
- Such cracks can be filled by injecting liquid epoxy,
before cracks should be cleaned by compressed air.
- It checks the intrusion of incompressible material and
infiltration of water.
STITCHING
Operation done at cracks to maintain aggregate interlock
and to provide added reinforcement to minimize relative
movement of concrete slabs. It is also used at
longitudinal joints to keep the slab from separating.
CROSS-STITCHING Holes are drilled at an angle so that they intersect the
longitudinal cracks or joints at about mid depth of the
slab
After removing the dust by compressed air epoxy is
injected in to the holes
Tie bars are inserted and excess epoxy is removed
SLOT STITCHING
Slots perpendicular to longitudinal cracks/ joints
are cut with slot cutting machine or walk
behind saw
Slots are prepared by removing the concrete
and cleaning the slot
Deformed bars are placed and backfill material
applied, finished and cured
It is important to provide high strength backfill
material and good consolidation around the bars
and concrete surface
Slot Cutter
SLAB REPLACEMENT
Slab replacement is defined as the removal of individual
slab (or panel) of concrete pavement
When slabs have lost their structural capacity as well as
ride quality, have multiple cracks and/or severe crack or
joint spalling or depressions this strategy is used
Concrete slabs should be replaced with similar concrete
materials
It is important that an assessment of the underlying
base be made, failure of underlying base layers during
a slab replacement will result in premature failure of the
slab leading to higher maintenance costs
DIAMOND GRINDING
Diamond grinding (DG) removes a thin layer at the
surface of hardened PCC pavement using closely
spaced diamond blades
To correct functional distresses caused by pavement
surface defects such as, noise, roughness and skid
resistance
A Case Study:
The Rigid pavement on Allahabad Bypass from km
100 to 158 (Fatehpur Kokhraj section) of NH-2
was constructed in 2004. The total length of the
section is 58 km with chainage 0 at km 100.
To investigate the severity, causes and quantum
of damaged concrete panels
To suggest the remedial measures to prevent
further deterioration of the cracked panels.
To suggest repair techniques for the damaged
panels
The inner panels from 585.753 to 628.753 (43 km) have only short
length cracks (<1m) at a few places, where as in the outer lane from km
585.753 to 628.753, short length to full length longitudinal cracks (>1 m)
were observed.
At chainage 586 to 588, 622-623, 623-624 full length longitudinal
cracks were observed extending to several slabs
Cross stitching
chainage -585.800
Corner Breaks
Popout
Remedial Measures
Longitudinal Cracks
< 0.5 mm
> 0.5mm < 2.0 mm
2.0 to 3.0 mm
> 3.0 mm
Transverse Cracks
Total 12 panels were found to have transverse cracks
The width varies from 0.5 to 2.0 mm without any faulting etc
These cracks are partial depth cracks (non functional)
Cross stitching and sealing with epoxy resin
Popout
Transverse
Crack spalling
Scaling or
Abraded surface
Failure of partial
Depth Repair
Lane to Median
Separation
Surface Polish
Retexturing of surface
Joint Resealing