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Pavement Management
Introduction
The term pavement management is used to describe the
various strategies that can be used to decide on a
pavement restoration and rehabilitation policy.
Pavement management deals with preparation of the
optimized approach for repair, strengthening or
refurbishing its effectiveness by establishing
Minimum condition when attention is needed
Nature of attention needed at different conditions
Temporal as well as financial involvement for each type
of attention
Environment, safety, social and economic constraints for
each type of attention
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Distresses in Pavement
Pavement distress refers to the condition of a pavement
surface in terms of its general appearance.
A perfect pavement has a continuous, unbroken, and level
surface.
Distresses in a pavement may be classified into four groups
surface defects
cracks,
deformation, and
disintegrated.
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Surface Defects
Fatty Surface or bleeding
Accumulation of bitumen on the surface of the pavement.
Problem: Loss of skid resistance
Reasons for bleeding
Bitumen at the high temperature gets expanded and tries
to occupy the voids within the aggregates of the mix.
If the voids space is inadequate bitumen comes out of the
mix and forms a sticky surface over the pavement. This
bitumen cannot return back.
Mix design has not been done properly .
Loss of cover aggregates, heavy prime coat, may also
cause bleeding.
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Surface Defects
Hungry Surface
Small cracks, and loss of aggregates from the surface while
passage of vehicles.
Reasons for hungry surface
When proportion of bitumen is lower than the necessary
amount in the bituminous construction.
Aggregates have a strong absorption affinity for bitumen.
Mix design has not been done properly .
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Surface Defects
Streaking
Appearance of alternate lean and heavy lines of bitumen.
Reasons for streaking
Result of non-uniform application of bitumen during
construction. This may occur due to
Mechanical faults, improper or poor adjustment or
careless adjustment of bitumen distributor
Application bitumen binder at low temperature.
Corrugation in the surface
Cracks
Hair-line Cracks
Appearance of short and fine cracks at close interval on the
surface.
Reasons for Hair-line cracks
Insufficient bitumen content
Excessive filler at the surface
Improper compaction
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Cracks
Alligator Cracks
Appearance of interconnecting cracks forming a series of
small blocks which resembles skin of an alligator.
This is commonly referred to as "bottom-up" or "classical"
fatigue cracking.
In thin pavements, cracking initiates at the bottom of the
bituminous layer where the tensile stress is the highest
then propagates to the surface as one or more
longitudinal cracks.
In thick pavements, the cracks most likely initiate from
the top in areas of high localized tensile stresses resulting
from tire-pavement interaction and asphalt binder aging
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Cracks
Longitudinal Cracks
Appearance of cracks more or less on a straight line along
the road. The cracks may form between the pavement
and the shoulder or between two paving lanes.
Reasons for Longitudinal Crack
Longitudinal cracks along pavement shoulder joint may
occur due to alternate wetting and drying beneath the
shoulder surface due to poor drainage and depression in
the pavement edge.
The lane joint, lying on the wheel path, is caused by a
weak joint between adjoining layers of pavement.
Due to reflective crack from an underlying layer.
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Cracks
Edge Cracks
Appearance of cracks parallel to the outer edge of the
pavement, usually 0.3-0.5m inside the edge. Transverse
cracks are found to branch out towards the edge.
Reasons for Edge Cracks
Lack of lateral support from shoulder
Settlement of the underlying layer
Inadequate pavement width
Shrinkage due to drying out of the abutting soil
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Deformation
Slippage
Relative movement between surface layer and the layer
underneath by braking or turning of wheels .
Crescent or half-moon shaped cracks generally having
two ends pointed into the direction of traffic
Reasons for slippage
Excess thrust of wheels in a particular direction.
Inadequacy of prime coat or tack coat.
Lack of bond between the surface layer and the layer
underneath by a layer of fine dust or moisture or both.
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Deformation
Rutting
Surface depression along the wheel path.
Pavement uplift (shearing) may occur along the sides of
the rut.
There are two basic types of rutting: mix rutting and
subgrade rutting.
Mix rutting occurs when the subgrade does not rut yet
the pavement surface exhibits wheel path depressions
as a result of compaction/mix design problems.
Subgrade rutting occurs when the subgrade exhibits
wheel path depressions due to loading. In this case,
the pavement settles into the subgrade ruts causing
surface depressions in the wheel path.
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Deformation
Corrugation
Formation of fairly regular undulation (ripples) across
the bituminous surface. These are usually shallow
(25mm) and are different from larger depression.
Reasons for Corrugation
Lack of stability in the mix.
Faulty laying of surface course.
Oscillation set up by the vehicle.
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Deformation
Shoving
It is a form of plastic movement within the layer
resulting in localized bulging of the pavement surface.
Shoving occurs characteristically at intersections, bus
stop, on hills where vehicles accelerates and decelerates
and brakes frequently.
Reasons for Shoving
Lack of stability in the mix.
Lack of bonding between bituminous surface and the
underneath layer.
Pavement abuts rigid surface is subjected to frequent
stop and start of the vehicles.
Excessive moisture in the subgrade
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Deformation
Settlement
Large deformation in the pavement which are general
followed by extensive cracks in the surface around the
affected area.
Reasons for Settlement
Inadequate compaction at the location
Excessive moisture in the subgrade, subbase or base
Inadequate pavement thickness
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Disintegration
These are the defects which results in disintegration of the
pavement into small loose fragment. If they are not
attended quickly, complete rebuilding of the pavement
would be necessary.
Stripping
The loss of bond between aggregates and asphalt binder
that typically begins at the bottom of the bituminous
layer and progresses upward.
This may lead to loss of bond and subsequently to loss of
strength and material from surface.
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Disintegration
Ravelling
The progressive disintegration of the bituminous layer
from the surface downward as a result of the
dislodgement of aggregate particles.
It is characterized by the progressive disintegration of
the surface due to the failure of the binder to hold the
materials together.
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Disintegration
Potholes
Small, bowl-shaped depressions in the pavement surface
that penetrate all the way through the bituminous layer
down to the base course.
They generally have sharp edges and vertical sides near
the top of the hole.
Reasons for Potholes
Potholes are the end result of alligator cracking . As
alligator cracking becomes severe, the interconnected
cracks create small chunks of pavement, which can be
dislodged as vehicles drive over them. The remaining
hole after the pavement chunk is dislodged is called a
pothole.
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Pavement Performance
55
PAVEMENT PERFORMANCE
DISTRESS
STRUCTURE
FRICTION
RIDE
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di wi
i 1
i = distress type, , i = 1, 2, n
n = number of observable distresses under consideration
di = value assigned to distress type i for a given severity and extent
wi = relative weight of the distress type i
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How to Calculate
PCR from Field
Measurements
L = Low
M = Medium
H = High
O = Occasional
F = Frequent
E = Extensive
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PCR Scale
Assigns quantitative measures to
existing pavement condition
Ranges from 0 to 100
PCR of 100 represents a perfect
pavement with no observable distress
PCR of 0 represents a pavement with all
distress present at their High levels of
severity and Extensive levels of extent
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Distress Type
Weight1
Results of field assessment
Severity
Extent
Points from PCR Worksheet1
Severity
Extent
Deduct Points
Sum of Deduct Points for all distresses
Cracking
Faulting
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10
Medium
Extensive
Medium
Frequent
0.7
1.0
0.7
0.8
15*0.7*1.0 = 10.5
10*0.7*0.8 = 5.6
16.1
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Static Devices
Plate Bearing Tests
Curvature Meter
Benkelman Beam
Automated Deflection Beams
Vibratory Devices
Dynaflect
Road Rater
Impulse Devices
Falling Weight Deflectometer (FWD)
Rolling Weight Deflectometer (RWD)
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120
(cents/veh-mile)
100
80
60
40
20
0
0
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100
200
300
400
500
600
700
800
900
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Maintenance of Road
Maintenance of road is an important component of
highway engineering for ensuring smooth flow of
traffic.
Different measures are to be taken to maintain and
upkeep the pavement for their desired performance.
Maintenance roads include all tasks related to keeping
the level of performance of each component of
roadways,
such
as
carriageway,
shoulder,
embankment, bridges, cross drainage structures,
flyovers, pedestrian subways, footpaths, service lanes,
railings, traffic signals, signs & markings, street lights
etc.
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Surface treatment
Surface treatment is necessary when the pavement is
got damaged due to bleeding, cracking
Application of surface dressing, seal coat etc. are
common surface treatment measures.
Resurfacing
When pavement surface is totally worn-out or develop
a poor riding surface, it may be more economical to
provide an addition surface course over the existing
surface.
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Guiding Principles
The guiding principles for safety in road construction zones are
to:
Warn the road user clearly and sufficiently far in advance,
Provide safe and clearly marked lanes for guiding road users,
Provide safe and clearly marked buffer and work zones and
Provide suitable measures that control driver behaviour
through construction zones.
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Terminal Transition
Zone
Transition
Working Zone
Zone
Traffic Control
Zone
Transition
Approach Transition
Zone
Zone.
Advance Warning Zone
Length of
Advance
Warning Zone
(m)
Length of
Approach
Transition
Zone
(m)
50 or less
100
50
51-80
100-300
50-100
Length of
Working Zone
(m)
Varies
81-100
300-500
100-200
Over 100
1000
200-300
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