ACHARYA INSTITUTE OF TECHNOLOGY

DEPARTMENT OF CIVIL ENGINEERING

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“Innovative methods of pavement repairs” 1

PRESENTED BY
Prathibha M G (1AY17CV061)

Under the guidance of

Maruthi B
Assistant professor
Department of Civil Engineering
 INTRODUCTION

Preventive maintenance programs started early in the life of a pavement provide the
protection needed to greatly improve service life. For aged pavements, surface
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treatments can greatly delay the cost of major reconstruction.

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Maintenance is a routine work performed to up keep the pavement as nearly as possible
in its constructed condition. Maintenance helps in preserving the pavement in condition
and in avoiding untimely rehabilitation. Maintenance requirements are dependent on
traffic, terrain, soil type etc.

Road maintenance is the one of the most important component of the road system. It
involves the assessment of road condition, diagnosis of the problems and adopting the
most appropriate maintenance steps. Even if the highway are well designed, they may
require maintenance due to its less design life. Various types of failures occurs in the
pavement which ranges from minor to major distresses.
OBJECTIVE
 To provide safe and convenient travel facilities to the road users.
 Avoid detour, speed changes, etc. due to failures in roadway facilities and to minimise
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the increase in road transportation cost.
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 Preserve the asset and investments made on the road infrastructure leading to huge
maintenance cost by carrying out timely ‘preventive maintenance’ works.
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 Improve the pavement surface by providing resurfacing layer or strengthening layer at

the right time so as to extend the life of the existing pavement surface.
CAUSES OF FAILURE IN PAVEMENT
 Use of weak soil with inadequate stability
 Excessive undulations and corrugation on surface.
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 Depression followed by heaving at surface.
 Inadequate compaction 4
 Excessive stress on the sub grade because of inadequate pavement thickness
 Excess water content in the sub grade
 Inadequate drainage conditions.
 Improper size and gradation of aggregate
 Use of wrong viscosity grade of bitumen binder
 Improper compaction
 Overloading of vehicles
 CRACKS AND THEIR TYPES
Cracks develop in pavements as a result of several factors, including: environmental
conditions, poor construction practice; poor material selection; loading; and aging.
1. Short crack (width <3mm)
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Causes of short cracking may be due to less binder, more filler, and compaction of too hot
surface supporting layer unstable. Excessive wheel loading and low shearing resistance of5
pavement mixture are the primary causes for short crack.

Figure 1- Short crack

 CRACKS AND THEIR TYPES

2. Reflection cracking
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If the cracks of an existing pavement are not properly
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treated, these cracks will propagate upwards through the

bituminous surfacing laid. 6

Figure 2- Reflection cracking

3. High Severity Alligator cracks

Repeated application of wheel loads on such weak
pavements lead to development of cracks in the pavement
surface. The cracks formed will get widen, get
interconnected to form alligator cracks. This cracking is
observed only in areas that have repeated traffic loading.

Figure 3- Alligator cracking

 .
CRACKS AND THEIR TYPES
4. Rutting
The depressions formed in the surface is called rutting.
Rutting results from consolidation or lateral movement
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of any of the pavement layers or the subgrade under

traffic. 7

Figure 4-Rutting

5. Ravelling
When the aggregates of the surface getting gradually
loosened from the surface due to the moving traffic, this
type of pavement distress is developed and this is
known as Ravelling.

Figure 5-Ravelling
 CRACKS AND THEIR TYPES
6. Edge cracking
During the compaction process of the pavement, the
edges will start to yield, especially when there is no
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sort of confinement like curbs or edge barriers.

Edge cracks travel along the inside edge of a pavement 8
surface within one or two feet.

Figure 6- Edge cracking

7. Block cracking
This cracking is happening is the form of blocks. These
cracks are interconnected making the pavement to divide
into rectangular pieces. But these are observed in areas
of no traffic. This is an after effect of environmental
exposure; hence it is also called thermal cracking.
Figure 7- Block cracking
 METHODS OF REPAIRS
1. Crack sealing and filling
Crack Sealing
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 Crack sealing has to be done in earlier stage. Crack
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sealing however should only be used on low severity

cracks. 9

 Cracks that are active, meaning that the width of the

crack increases by 15 to 100 percent in the winter
season from what it was in the summer months, can be
repaired by crack sealing.
 The crack is routed and thus cracks that are straight in
nature are best for this treatment.
 After routing the crack should be cleaned and can be
filled with a sealant.
 Typically, hot applied rubberized low modulus sealants
are used.
Figure 8- Crack sealing
 Crack filling
 Low severity cracks that are not active can be filled.
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 The crack should be cleaned using compressed air to
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remove debris within the crack and surrounding area.

 An asphalt emulsion or hot applied rubberized high
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modulus crack filling material is then placed in the
cleaned crack. The sealant or emulsion fills the crack,
therefore eliminating the ability of water to enter the
crack and infiltrate the pavement structure.
 If crack sealant is applied to a crack or the crack is filled
with asphalt emulsion at the appropriate time it can be
effective in mitigating further deterioration of the
pavement and potentially increase the life of the
pavement.
Figure 9- Crack filling
2. Milling and Patching
 This method can be used in more severe cracks.
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 The crack can be repaired with a patch in order to
achieve better performance. 11
 The cracked asphalt should be removed by milling;
the width of the milling is typically 0.3 to 0.5m.
 Once the old asphalt is removed, the area should
be cleaned and any loose debris removed. Figure 10- Milling
 A tack coat should be applied and, after the tack is
cured, the area should be filled with hot mix
asphalt and compacted.

Figure 11-Patching
3. Infrared crack repair method
 An innovative crack repair method has been developed that includes heating
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the area surrounding the crack using an infrared system and removing the
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material immediately adjacent to the crack. 12

 Infrared heaters can be used to repair low to medium severity cracks.
 The cracked area for repair is heated, initially at a higher temperature, for 3 to
5 minutes and then at a lower temperature typically for another 3 to 5
minutes.
 Upon heating and softening the area the asphalt is scarified.
 Scarifying should be initiated at the edges of the heated area and then
continued inwards.
 This process can be done with a rake and the asphalt should be worked until
cracks are no longer visible followed by the addition of new hot mix asphalt.
 The new mix should be relatively fine and rich in asphalt cement.
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Figure 11- Infrared Heater Softening a Cracked Area

Figure 12-Before and After Photos of Crack Repairs by using infrared heating
4. Low viscosity epoxy resins for sealing of cracks
Low viscosity epoxy material is free flow epoxy grout material deigned for grouting gaps of
low width like 0.5 to 10mm.
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Procedure for sealing cracks is

 On both sides of crack, the side edges be slightly chiseled to give a V-shape. 14

 Remove loose material from crack area and blow out the dust and debris from the gap of
crack by using a compressor or air blower.
 Drill holes in PQC surface in the line of Crack up to depth of about 150mm & 10 mm
diameter @ 300 – 400 mm c/c as shown in figure

Figure 13- PQC crack showing grout holes

 Fix Injection ports (Nipples) of plastic or similar material i.e. nozzles of 6-8 mm in
diameter and 100mm length into the holes using appropriate gluing compound like
Araldite. Keep the projection of nozzle outside the PQC to about 20 mm.
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 Apply a coat of primer like acrylic bonding agent using brush after scrubbing it
well on the prepared surface. Allow the primer to become tacky, which normally 15
takes 10 – 15 minutes or as given in the manufacturer literature.
 Fill the top of V-grove portion by appropriate Epoxy modified mortar.
 When the injection operation is over then cut the projected portion of nozzles and
sealing the portion by Epoxy Mortar.
 The repaired surface shall be cured by curing compound or water curing, if required
or as recommended by manufacturer.
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Figure 14- Epoxy injection

 5. Repair by Stitching or Cross-stitching of Cracks
Cross-Stitching is a repair technique mostly used for longitudinal
cracks which are in reasonably good condition. The purpose of
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cross-stitching is to maintain aggregate interlock and provide

added reinforcement for strength. 17
The tie bars used in cross-stitching prevent the crack from vertical
and horizontal movement or widening. This technique knits the
cracked portions of the slab together and reduces the chances of
crack to grow further.
The holes are drilled alternately from each side of the crack . After
drilling, the holes are flushed with high pressure air to clean out
any residual dust.
Then a high strength epoxy gel adhesive is injected into the hole.
Immediately after injecting epoxy, deformed steel bars are inserted
into each hole. The crack is sealed at the top with silicon / epoxy
Figure 15– Stitching
modified sealant.
6. Microsurfacing
 It is a mixture of polymer modified emulsion latex type, aggregates, water (6-12%), filler
(OPC 0.5 to 3%), additives spread uniformly with glass fibre sheet.
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 The mix must set within 1 hours. The mix shall be prepared in 2 minutes, with consistency
30 mm.
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 Microsurfacing is applied in order to help preserve and protect the underlying pavement
structure and provide a new driving surface.
 Roads chosen for microsurfacing application generally have low to moderate distress and
narrow crack width.
 Microsurfacing is commonly mixed in, and applied using, a purposely built truck,
generally referred to as a “slurry truck.” If the roadway segments to be micro surfaced are
long and don’t contain sharp curves, a “continuous machine” is sometimes used.
 Micro-Surfacing can increase skid resistance, color contrast, surface restoration, and
service life to high-speed, heavy-traffic roadways. Such projects are often reopened to
traffic within an hour
 Applied at ambient temperature, Micro-Surfacing has low energy requirements. And it is
environmentally safe, emitting no pollutants.
 Micro-Surfacing's life expectancy usually exceeds five years.
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Figure 16- Microsurfacing

7. Cape sealing
 A cape seal is an application of a chip or scrub seal followed by the application of
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slurry seal or micro surfacing at a later date.
 The chip or scrub seal serves to seal and bond the cracks in the existing 20
pavement. The slurry seal or micro surfacing serves to improve the chip retention
and smoothness of the driving surface.
 Roadways selected for cape seal treatments are commonly those which have
moderate distress, limited or no rutting, moderate crack widths, and in which a
cape seal treatment would help extend the pavement life until or reconstruction
can be performed.
 To prevent reflected cracks formation, it is recommended to install surface
treatment on bitumen modified by polymers or latex and also on rubber bitumen
bindings.
 Cape seals can be used as a protective layer of the covering which is arranged on
a long term for a heavy traffic covering and also for cracks elimination
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Figure 18- Cape sealing

ADVANTAGES

 Improvement of riding quality

 Retardation of deterioration process
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 Extension in service life of pavement
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 Saving in road user cost 22

 Reduction in environmental damage by reduced fuel consumption
 Avoidance of large capital investment for reconstruction
 Reduce congestion
 Encourage the tourism
 Limit accidents
 CONCLUSION
 
 Heavy impact loads of vehicles leads to formation of cracks or pavement
deformation.
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 Proper materials should be used to prevent pavement failure

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 To extend the service life proper pavement maintenance should be carried.
 Innovative methods like micro surfacing, infrared heating technique or slurry
sealing, low viscosity epoxy sealing are used to prevent pavement from
deterioration.
 Proper maintenance of pavements eliminates the cost for the reconstruction of
damaged roads.
REFERNCES

 Jose C. Horta Report on Defects and Distress of Rigid Pavement Sections: Survey,
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Rating, Monitoring, Causes and Repair By Rev.TL.30.10.05
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 Tom B.J. Coenen & Magdi M.E. Zumrawi1 – Pavement distress and detection 24

 Caltrans - Causes of Cracks and Deterioration of Pavement on Highways

 Neero Gumsar Sorum, Thangmuansang Guite, Nungleppam Martina – Evaluation of

pavement crack treatments
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Thank you