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INDEVELOPMENT:
John van Rijn
INDEVELOPMENT:
Any part of this publication may be fully reproduced or translated provided that the source and
author are fully acknowledged.
Edition 2006.
INDEVELOPMENT:
Table of Contents:
1
Introduction
Shoulders
Street markings
GuardRails
Barriers
Traffic Signs
10
Traffic lights
10
Street lights
10
10
10.1
Pavements
12
14
19
21
24
43
45
51
54
56
59
61
INDEVELOPMENT:
1
Road composition
INTRODUCTION
Organisation of road
maintenance
Routine maintenance
INDEVELOPMENT:
All repairs that carried out less frequent are considered periodic
maintenance. Periodic maintenance includes all sorts of repairs
including resurfacing, overlays, and reconstruction of pavement,
base and even subbase course. Periodic maintenance intervals vary
according to the needs and may be irregular. The intervals depend
to a large extend on the quality of the construction. Planners should
play with different periodic maintenance scenarios to obtain the
most cost-effective one. They can choose for more frequent but less
effective but cheap repairs, i.e. five year intervals or to work with
larger intervals choosing rehabilitation techniques that are very
effective but also expensive. The interval sets performance
requirements to the routine maintenance budgets and activities.
Ideally planners would choose the most cost-effective scenario.
INDEVELOPMENT:
2
Shoulders and slopes
SHOULDERS
Shoulder maintenance
INDEVELOPMENT:
When the soil on the slope or shoulders is higher than the actual
pavement, water will accumulate on the pavement, causing
problems to both the pavement as well as the road users.
Accumulation of silt on the shoulders and slopes can not be
predicted nor is it worthwhile to monitor their progress. Such
problems should simple be taken care off with the routine
maintenance budget.
Season
Before rains
End of rains
Activity
Clean culverts and drifts
Clean side and mitre drains
Repair side drain erosion and
scour checks
Inspect and remove obstacles
Clean culvert and drifts
Clean side and mitre drains
Repair side drain erosion and
scour checks
Repair erosion on shoulders, on
back slopes and in drains
Reinstate scour checks
STREET MARKINGS
Markings are usually painted lines and symbols to inform the road
users about alignment of the road and traffic rules. The main defect
is off course when the markings are no longer visible. When normal
road paint is used, lines will deteriorate within one year under any
circumstances. Painted symbols usually last up to 3 years.
Thermoplastic lines usually have longer life span. Depending on the
traffic intensity and the climate it may last between 5 and 7 years.
Thermoplastic is hardly ever used for symbols.
INDEVELOPMENT:
GUARDRAILS
Distance to
sea less
than 20 km
X
X
X
X
X
X
X
X
Distance to
driving lanes
less than 1.5
m
X
X
X
X
Class
type
A
A
A
A
B
B
B
C
INDEVELOPMENT:
Repair
Touch up gouges with zinc paint
Replace guardrail sections
Replace tubular backup sections
Replace posts
10
40
40
40
Life
Years
Years
Years
years
10
40
40
10
40
40
Years
Years
Years
Years
Years
Years
Anchor Bolts
Loose from
Embedment
BARRIERS
Repair
Surface
Scaling/surface
popouts
Widespread surface
deterioration
Life
10 Years
15 Years
10 Years
10 Years
15 years
10 years
30 Years
30 Years
INDEVELOPMENT:
TRAFFIC SIGNS
TRAFFIC LIGHTS
The common defects on traffic lights are the corrosion and reduction
of the sink layer on the post, drop out of the lights, dirty lenses and
mirrors, loose wires and jamming doors.
To avoid jamming doors, the hinges need to be oiled every three
years. The lenses and mirrors need to be cleaned annually. Because
the yellow lamps are more used than the red and green lights, their
life expectancy is usually a lot shorter. If the electricity supply does
not fluctuate too much, the lamps replacement can be initiated use
based. Basically this means that the green and red lamps are
replaced every three years and the yellow lamp every year.
In the occasion that a failure of the lamp may occur, fast
replacement (preferably within a day) is required to avoid
unnecessary accidents or congestion. Red lights may even have to
be replaced sooner, e.g. 8 hours. Furthermore oil coating of all
moving parts is necessary once in the 3 years.
Repairs for the other defects are usually failure based initiated.
STREET LIGHTS
10
INDEVELOPMENT:
11
INDEVELOPMENT:
10 PAVEMENTS
Without maintenance even asphalt concrete roads will loose their
original service level in as little as 10-12 years; with gravel roads it
is normally in the order of 6-8 years and for earth surfaced roads as
little as 3-5 years.
Unlike bridges, sewer pipes and many other assets, road pavements,
irrespective their condition, always provide some form of access. The
service level of the pavement deteriorates from the one obtained
directly after construction to eventually a road that only allow slow
access to pedestrians, circlers, four wheel drives, busses and lorries.
These roads may have to be closed for motorised traffic during parts
of the year. Some countries cannot afford the highest service level
and accept that certain minor roads are closed for motorised traffic
during the rainy season. The designs of these roads are already
based on this service level. One example of such an approach is the
green roads approach that is adopted in both Nepal and Bhutan.
Irrespective of the adopted service level, road agencies should
safeguard the right of way for future expansion.
Important quality requirements that determine the service level are:
Reliability of access
Comfort and speed
Road safety
Vehicle operating costs
Environmental costs
Reliability of access
12
INDEVELOPMENT:
Objective of pavement
maintenance
Failures
Cars
Busses
106
80
64
53
46
40
35
32
105
78
63
52
45
39
35
31
Articulated
trucks
84
63
50
42
36
31
28
25
Roughness
(IRI)
6
8
10
12
14
16
18
20
13
INDEVELOPMENT:
like roughness, rutting and skid resistance vary with the service
levels. In general these values depend on the design speed of the
road. When the design speed is high, road users have to be
protected against accidents due to defaults in the road pavement
and it is therefore important to set higher norms with regard to the
road attributes.
Planning regravelling
Rutting
When the surfacing layer has inadequate shear strength under the
operative drainage conditions to sustain the stresses applied by
traffic loads, shear failure and deformation occur. The road surface
will be soft and slushy under wet conditions so that, while it may be
possible for a few light vehicles to pass, the road will become
impassable after a relatively small number of vehicle passages.2
Regravelling is necessary when 20 % of the road pavement has a
gravel thickness of 5 cm or less. The value of the average annual
gravel thickness loss is usually constant over time and does
correlate linear with Average Daily Traffic, terrain type (hilly, rolling,
or flat) and mean monthly rainfall. It is possible to monitor the
gravel thickness decay and through extrapolation techniques
determine when regravelling is necessary. Alternatively one may use
the following formulas to estimate the year of regravelling.
Rainfall
(m/month)
Material loss
(mm/year)
C for flat
terrain
0.02
0.1
0.2
1
1
1
C for
rolling
terrain
1.07
1.13
1.19
C for
hilly
terrain
1.25
1.33
1.43
Prof.dr.ir. A.A.A. Molenaar: Structural Design of Pavements, Part 2 Design of Earth and Gravel Roads
14
INDEVELOPMENT:
Corrugations,
depressions and
potholes
Rodrigo S. Archando-Callao; Unpaved roads, Roughness estimation by Subjective Evaluation, Transport note RT 2 World
Bank
15
INDEVELOPMENT:
Roughness range
(IRI)
1.5 to 2.5
Road description
Recently bladed surface of fine gravel or soil
surface with excellent longitudinal and
transverse profile (usually found only in
short lengths).
Ride comfortable up to 80 100 km/hr,
aware of gentle undulations or swaying.
Negligible depressions (e.g. < 5 mm/3m)
and no potholes.
Ride comfortable up to 70-80 km/hr, but
aware of sharp movements and some wheel
bounce. Frequent shallow-moderate
depressions or shallow potholes (eg. 6-30
mm/3m with frequency 5-10 per 50 meter).
Moderate corrugation (e.g. 6-20/0.7-1.5 m)
Ride comfortable at 40 to 70 km/hr.
Frequent moderate transverse depressions
(e.g. 20-40mm/3-5m at frequency 10-20 per
50 m) or occasional deep depressions or
potholes (e.g. 40-80mm/3m with frequency
less than 5 per 50 m). Strong corrugations
(e.g.>20 mm/0.7-1.5m).
Ride comfortable at 30-40 km/hr. Frequent
deep transverse depressions and/or potholes
(e.g. 40-80 mm/1.5m at frequency 5-10 per
50m); or occasional very deep depressions
(e.g. 80mm/1-5m with frequency less than 5
per 50m) with other shallow depressions.
Not possible to avoid all the depressions
except the worst.
Ride comfortable at 20-30 km/hr. Speeds
higher that 40-50km/hr would cause
extreme discomfort, and possible damage to
the car. On a good general profile: frequent
deep depressions and/or potholes (e.g. 4080 mm/1.5m at frequency 10-15 per 50m)
and occasional very deep depressions
(e.g.>80 mm/0.6-2m). On a poor general
profile: frequent moderate defects and
depressions (e.g. poor earth surface).
3.5 to 4.5
7.5 to 9.0
11.5 to 13.0
16 to 17.5
20 to 22
16
INDEVELOPMENT:
60 VPD
100 VPD
17
INDEVELOPMENT:
18
regravelling every
regravelling every
regravelling every
regravelling every
regravelling every
regravelling every
regravelling every
regravelling every
INDEVELOPMENT:
INDEVELOPMENT:
Rutting
20
INDEVELOPMENT:
Cracks
21
INDEVELOPMENT:
Use-based pavement
maintenance
Routine maintenance of
AC-pavements
per year
per year
per year
per year
Blacktop Road
Resurfacing;
Hilly terrain every 5 years
Flat terrain every 6 years
Resurfacing;
Hilly terrain every 5 years
Flat terrain every 6 years
Resurfacing;
Hilly terrain every 5 years
Flat terrain every 6 years
Resurfacing;
Hilly terrain every 5 years
Flat terrain every 6 years
22
INDEVELOPMENT:
Subgrade Conditions
Road classification
Road
classification
RC 1
Percentage of heavy
motorised transport with axle
loads higher than 100 kN
12.5
Number of
equivalent standard
axle loads (ESAL)
6
7
10 <X< 10
Maximum expected
axle load
(kN)
180
RC 2
10
10 <X<10
160
X<10
160
RC 3
23
INDEVELOPMENT:
Subbase/
base
Soil
type
Road
class.
All
types
Sand
RC 1
RC 2
RC 3
Routine
maintenance
budget/invest
ment cost ratio
0.0833
0.0934
0.14
All
types
Clay
RC 1
RC 2
RC 3
0.055
0.05
0.12
Drybound
macad
am
Peat
RC 1
RC 2
RC 3
0.045
0.039
0.082
Year of
periodic
maintenance
Year of
rehab.
1
Type
rehabilitation
Life
rehabil
itation
17 (Double
surface treat.)
17 (Double
surface treat.)
13(Double
surface treat.)
15
16
27
Overlay 60 mm
Overlay 50 mm
Mill and replace
15
15
17
15
13
10
Overlay 60 mm
Overlay 50 mm
Mill and replace
15
13
15
12
11
10
Overlay 60 mm
Overlay 50 mm
Mill and replace
12
11
13
2 x 2 roads
24
INDEVELOPMENT:
Forecasting rehabilitation
and reconstruction
The fatigue of the asphalt layer is the main criteria for initiating
projects that strengthen the intrinsic stiffness and strength of the
pavement. This is usually done with an overlay possibly in
combination with a partly replacement of the pavement (mill).
Fatigue cracking starts usually at the underside of the pavement or
cement bound base layer and progresses upwards to the surface.
These cracks reduce the bearing height of the asphalt pavement.
As a result the deformation due to traffic loads increases.
Reconstruction
Core samples
Equipment
25
INDEVELOPMENT:
26
INDEVELOPMENT:
The LLP area indicates that the road has a so-called long-life
pavement, which means that structural failures do not occur and
that pavement failures are only related to its service levels.
The threshold value of the TTBM depends partly on the asphalt
concrete characteristics and partly on the axle loads. TRL report 639
presents threshold values for different materials:
DBM 125; 420 mm
DBM 100; 390 mm
DBM 50; 350 mm
HDM; 320 mm
HDM35; 310 mm
When the road pavement fits in the ULLP area the pavement can be
upgraded to a long-life pavement.
Pitfalls in analysis
When the road condition falls in the white area, engineers have to
make assessments about the residual value of the pavement. The
deflection tests give indications about the conditions of whole
pavement or in the case of FWD of single layers. To find out if the
damages where caused by traffic or others a comparison has to be
made with deflection values of relatively untrafficked road sections.
While analysing the software results, engineers should be aware of
the following pitfalls: During long periods of hot weather, the
moisture content in the subgrade may reduce and as a result of that
show lower deflections, indicating an unrealistic higher strength.
Settlement processes of backfills due to open trenches, e.g. sewer
pipe installations, will be indicated by high deflections, even when
the surface is still in good condition.
Where relatively high deflections are associated with a pavement
whose surface condition is good, the cause may be a deterioration in
subgrade strength brought about by a recent increase in the
moisture content. The increase may be the result of thawing at the
end of a prolonged period of cold weather during which frost has
penetrated deep into the pavement, and possibly also the subgrade.
27
INDEVELOPMENT:
Composite pavements
Corrective maintenance
Aquaplaning
Rutting
28
INDEVELOPMENT:
S/Sn=[t/T]
Where
S, average rut depth
Sn, norm for rut depth
t, age of pavement since construction or last periodic maintenance
T, Residual life at this moment
Cracking
Inspection rules
An example
INDEVELOPMENT:
Transverse cracks
30
INDEVELOPMENT:
31
INDEVELOPMENT:
Base course
Level of
rutting
Extend of
rutting %
Climate
Type of
cracks
Surface
dressing on
Granular
base
< 10 mm
Rainfall>150
0 mm/year
or
Traffic >1000
vpd
Rainfall<
1500 mm/yr
and
Traffic <1000
vpd
All
Wheel track
cracking
Non-wheel
track
cracking
Wheel track
cracking
Non-wheel
track
cracking
Any cracking
Rut cracks
Others
cracks
Any cracking
Asphalt
concrete on
granular
base
Actions
Extend of
cracks (%
of section
length)
<5
>5
<10
>10
Seal cracks
Surface dress
Seal cracks
Surface dress
<10
>10
<20
>20
Seal cracks
Surface dress
Seal cracks
Surface dress
Treat cracks
and further
investigation
Patch
Further
investigation
Seal cracks
Surface dress
Further
investigation
10-15 mm
>10
>15 mm
<10
>10
All
< 10 mm
Rainfall>150
0 mm/year
or
Traffic >1000
vpd
Rainfall<
1500 mm/yr
and
Traffic <1000
vpd
All
All
Any cracking
<10
10-20
>20
Seal cracks
Surface dress
Further
investigation
Rut cracks
Other cracks
All
Any cracks
Patch
Patch or
treat cracks
Treat cracks
>10 mm
<5 %
>5 %
32
<5
5-10
>10
INDEVELOPMENT:
Extend of
cracks (%
of section
length)
<10
>10
Actions
Any cracking
<20
>20
Seal cracks
Surface dress
or seal
cracks
Any cracking
Rut cracks
Others
cracks
Any cracks
Treat cracks
and further
investigation
Patch
Patch or
treat cracks
Further
investigation
Base course
Level of
rutting
Extend of
rutting %
Climate
Type of
cracks
Asphalt
concrete or
surface
dressing on
stabilised
road base
< 5 mm
Any cracking
5-10 mm
>10
Rainfall>
1500
mm/year or
Traffic >1000
vpd
Rainfall<
1500 mm/yr
or
Traffic <1000
vpd
All
>10 mm
<5
All
>5
All
Seal cracks
Surface dress
Ravelling
33
INDEVELOPMENT:
if base is
(7.1)
if
base
(7.2)
not
is
HS
YAX
Small potholes pose little risks to road users or the road authority.
But the maintenance department should be concerned about the
progression of the diameter and depth of the potholes. It is easy to
identify locations of new potholes and it is easy to predict its growth
with aid of the following formula:
According to the HDM model, rainfall is only influencing the
progression of the potholes and do not influence their initiation,
6
34
INDEVELOPMENT:
Patching of potholes
35
INDEVELOPMENT:
PSH
AADT
ESTEP
MMP
S
Keb
a0 to a4
36
INDEVELOPMENT:
Base Type
Granular
Cemented
AM
ST
AM
ST
50
75
25
50
-1
-1
-1
-1
0.2
0.2
0.2
0.2
2.65
2.65
2.65
2.65
0.425
0.425
0.425
0.425
Source:
Various road research and development institutes have used earlier
described damage progressions and developed simplified conditionbased models. Every model is a simplification of the reality and
engineers should treat them as guidelines and not as standards.
Furthermore national road research and development institutes
should continuously evaluate and improve the models, through a
process of trials and errors. Below you find a description of the latest
maintenance models in the Netherlands, developed by CROW. 7
Their models classify damages on basis of their size and severity,
see the below table, and allow engineers to make assessments of
the residual life on basis of the damage classification and residual
structural life. They distinguish different fatal limits on basis of the
importance of the road. It is safe to assume that the differences
between fatal limits are associated with the design speed. High
speed road have design speeds of 80 km/hr or more. A typical low
design speed road has a design speed between 30 and 50 km/hr.
Note that Long-Life Pavements are assumed to have a residual
structural life of 20 years and more (x>20 years).
Damage type
Small
Medium
Size
Large
Severity
Low
Medium
LS1
MS1
LS2
MS2
LS3
MS3
37
High
HS1
HS2
HS3
INDEVELOPMENT:
20%x<50%
X 50%
MS1
MS2
MS3
HS1
HS2
HS3
Residual life (years) of high design speed roads with observed damage pattern concerning
rafeling
Duration till
Observed damages
rehabilitation OK
LS 1
LS 2
LS 3
MS 1
MS 2
Years
X 3
x> 5
x> 5
2-5
1-4
1-3
1-2
4
x> 5
x> 5
2-6
1-5
1-3
1-2
5
x> 5
x> 5
2-6
2-5
1-3
1-2
6
x> 5
x> 5
3-6
2-6
1-3
1-2
7
x> 5
x> 5
x> 5
2-6
1-3
1-2
8
x> 5
x> 5
x> 5
2-6
2-3
1-2
9
x> 5
x> 5
x> 5
3-6
2-3
1-2
10
x> 5
x> 5
x> 5
3-6
2-3
1-2
11
x> 5
x> 5
x> 5
3-6
2-3
1-2
12
x> 5
x> 5
x> 5
3-6
2-3
1-2
13
x> 5
x> 5
x> 5
3-6
2-4
1-2
14
x> 5
x> 5
x> 5
3-6
2-4
1-2
15
x> 5
x> 5
x> 5
3-6
2-4
1-2
16
x> 5
x> 5
x> 5
3-6
2-4
1-2
17
x> 5
x> 5
x> 5
3-6
2-4
1-2
18
x> 5
x> 5
x> 5
3-6
2-4
1-2
19
x> 5
x> 5
x> 5
x> 5
2-4
1-2
X 20
x> 5
x> 5
x> 5
x> 5
2-4
1-2
38
INDEVELOPMENT:
Residual life of
Duration to
rehabilitation
Years
X 3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
X 20
MS 3
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
Rutting
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
2-6
2-6
2-6
2-6
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
2-4
2-5
2-5
2-5
2-6
2-6
3-6
3-6
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
1-4
1-4
2-4
2-4
2-5
2-5
2-6
2-6
2-6
2-6
3-6
3-6
3-6
3-6
x> 5
x> 5
x> 5
x> 5
1-2
1-2
1-3
1-3
1-4
1-4
1-4
1-4
2-4
2-4
2-4
2-4
2-4
2-4
2-4
2-4
2-4
2-4
The following tables present similar information for the damage rutting.
Threshold value for high design speed roads is before reaching MS2
The fatal limit of a low design speed road is before reaching HS1
Rutting
Size
per
m/100m
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
X< 5 m
5m x< 15 m
15m x< 35m
X 35 m
Severity
10 mm x<20mm
OK
LS1
LS2
LS3
20mm x< 30 mm
X 30 mm
MS1
MS2
MS3
HS1
HS2
HS3
39
INDEVELOPMENT:
Residual life (years) of high design speed roads with observed damage pattern rutting
Duration till
Observed damages
rehabilitation OK
LS 1 LS 2
LS 3 MS 1
MS 2
Years
X 3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
X 20
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
4-5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
3-4
4-5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
1-3
1-4
2-4
2-4
2-5
3-5
3-5
3-5
3-6
3-6
3-6
3-6
3-6
3-6
3-6
3-6
3-6
3-6
1-3
1-3
1-4
1-4
1-4
1-4
2-5
2-5
2-6
2-6
2-6
3-6
3-6
3-6
3-6
3-6
3-6
3-6
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
Residual life of low design speed roads with observed damage pattern rutting
Duration to
Observed damages
rehabilitation
OK
LS 1 LS 2 LS 3
MS 1 MS 2
MS 3
HS1
Years
X 3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
X 20
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
4-6
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
2-5
2-6
3-6
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
40
2-4
2-5
3-6
3-6
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
1-2
1-3
1-3
1-4
1-4
1-5
2-5
2-5
2-6
2-6
2-6
3-6
3-6
3-6
3-6
3-6
3-6
3-6
1-2
1-2
1-2
1-3
1-3
1-3
1-3
1-3
1-3
1-3
1-3
1-3
1-3
1-3
1-3
1-3
1-3
1-3
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
INDEVELOPMENT:
Roughness
Roughness
X< 3
Size
No. / 3 x< 8
100m 8 x< 15
X 15 pieces
Cracks
Severity
5 mm x< 15 mm
OK
LS1
LS2
LS3
15 mm x< 30 mm
X 30 mm
MS1
MS2
MS3
HS1
HS2
HS3
Longitudinal
cracks
Cracks
Size
m/100m
X< 5 m
5m x< 25 m
25m x< 50m
X 50 m
Ok
LS1
LS2
LS3
Longitudinal cracks in or
near ruts
Cracks with branches
Cracks width 5 to 10 mm
Longitudinal cracks with
height differences larger
than 10 mm
MS1
MS2
MS3
HS1
HS2
HS3
41
INDEVELOPMENT:
Residual life of
Duration to
rehabilitation
Years
X 3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
X 20
Residual life of
Duration to
rehabilitation
Years
X 3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
X 20
Edge damages
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
x>
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
2-4
3-5
4-6
4-6
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
3-6
4-6
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
1-3
2-3
2-4
2-5
3-5
3-6
4-6
4-6
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
2-4
3-5
4-6
4-6
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
1-2
1-2
1-3
2-3
2-4
2-4
2-4
3-5
3-5
3-6
3-6
4-6
4-6
x> 5
x> 5
x> 5
x> 5
x> 5
2-3
2-4
3-5
3-6
4-6
4-6
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
1-2
1-2
1-2
1-2
1-2
1-3
1-3
1-4
1-4
1-4
2-5
2-5
2-5
2-5
2-5
2-6
2-6
2-6
1-2
1-3
2-3
2-4
2-5
3-5
3-5
3-6
4-6
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
x> 5
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-3
1-3
1-3
1-3
1-3
1-3
1-2
1-2
1-2
1-2
1-3
2-3
2-4
2-4
2-4
2-5
3-5
3-5
3-6
3-6
4-6
4-6
4-6
4-6
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-3
1-3
2-3
2-3
2-4
2-4
2-4
2-4
2-4
3-5
3-5
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
1-2
Edge damages are not considered important damages and its repairs
are usually corrective in nature. Shoulder repairs are usually preventing
edge damages. Therefore it is not necessary to estimate residual lives
on basis of the condition of the pavement. However corrective
42
INDEVELOPMENT:
Edge damage
X <5 m
5m x< 25 m
25m x< 50m
Size X 50 m
Initiating Routine
Maintenance
Severity
Only minor
damages e.g.
Longitudinal
cracks
Ok
LS1
LS2
LS3
Broken edge
MS1
MS2
MS3
HS1
HS2
HS3
Damage
Raveling
Severity classification
M and H
Intervention level
3% per 100 m
Cracks
M and H
Any
Roughness
Ruts
H
H
3% per 100 m
1% per 100 m
Repair
Local surface
treatment
Fill
Local surface
treatment
Fill
Fill
43
INDEVELOPMENT:
Rafeling
Ruts
Fatigue related cracks
Skid resistance
Roughness
Rut filling
Cold asphalt
concrete
3/5+
3/5+
2/4+
3/5+
3/5+
Mini Surface
treatment
Planer milling
and fill
5/7+
5/7+
5/7+
5/7+
5/7+
3/5+
3/5+
2/4+
3/5+
3/5+
44
INDEVELOPMENT:
Damages
Mesh Cracks
Ruts
Roughness
Rafeling
Other damages
1
1.10
1.01
1.05
1.02
1.06
Impacts of
2
3
1.22 1.38
1.02 1.04
1.11 1.19
1.04 1.07
1.13 1.22
x>7
2.00
1.10
1.50
1.30
1.70
Slab
Base
JPCP w/d
Dowels
Jointed reinforced
concrete pavements
Slab
Dowels
Base
Welded Wire Fabric
(0,1 - 0,2 %)
Continuously reinforced
concrete pavements
45
INDEVELOPMENT:
Cracks separation
Slab
Base
Reinforcement Steel
0,6 - 0,8 % Area
Transverse cracks
Distress
width
Longitudinal Joint
C
Transv.
Joint
C
L
Transv.
Joint
Traffic
Slab
Shoulder
Longitudinal cracks
Distress
width
Distress
width
Longitudinal Joint
Transv.
Joint
A
C
Transv.
Joint
B
D
Slab
Shoulder
46
Traffic
C
L
INDEVELOPMENT:
Corner breaks
Corner Break
Pavements with this distress have a corner of the slab broken in a
triangular piece. No repair is required for low severity corner breaks, but
crack sealing or full-depth patching may be performed for slabs in worse
condition.
Longitudinal Joint
C
L
Transv.
Joint
Transv.
Joint
45
Mid-half Slab
Traffic
Slab
Shoulder
D-cracks
Durability cracks are a pattern of cracks running parallel and close to a joint
or linear crack. They appear as a series of fine, hairline cracks usually
cracking across the slab corners. This type of crack can eventually lead to
disintegration of the entire slab.
Transv.
Joint
Slab 1
Transv.
Joint
Slab 2
Slab 3
Tight pattern, no
missing material
10 m2
Moderated
12 m2
High
Slab 4
3 m2
Low
Well defined,
without
materiall loss
Traffic
Shoulder
Joint seal damage is any condition that enables incompressible material to
accumulate in the joints or allows water infiltration.
Joint deterioration
< 0,6 m
Distress
width
C
Crack
Joint
Transv.
Joint
Transv.
Joint
Transv.
Joint
Low Sev.:
1,8 m
Low Sev.:
2m
High Sev.:
1,5 m
Joint
D
Moder. Sev.:
2,5 m
Traffic
Shoulder
47
INDEVELOPMENT:
Longitudinal Joint
Transv.
Joint
Transv.
Joint
Slab
C
L
Traffic
Shoulder
Buckling/Shattering
Buckling or shattering usually occurs in hot weather, at a transverse crack.
The loss of crack sealant allows rocks and other debris to get lodged in the
crack, and the crack is then not wide enough to permit slab expansion.
During warm temperatures and concrete expansion, the only way for the
slabs to move is upward, and a blow-out occurs.
A
Junta Longitudinal
Junta
Transv.
Junta
Transv.
Losa
C
L
Trnsito
Berma
Lane/Shoulder drop off distress is the difference in elevation between
pavement edge and shoulder caused by settlement of the traffic lane or
shoulder.
48
INDEVELOPMENT:
Lane
Drop-Off
Shoulder
Longitudinal Joint
C
L
Transv.
Joint
Traffic
Slab
Shoulder
B
Other distresses
49
INDEVELOPMENT:
Longitudinal Joint
C
L
Traffic
Shoulder
1 A single punchout
2 Y crack with spalling and/or faulting
3 3 punchouts
Punch outs
Lane to Shoulder Separation: Due to the movement of the shoulder the
width of joint between lane and shoulder increases.
Lane - Shoulder
Separation
Lane
B
Shoulder
Longitudinal Joint
Transv.
Joint
C
L
Transv.
Joint
Traffic
Slab
Shoulder
B
50
INDEVELOPMENT:
< 0,6 m
Longitudinal Joint
C
L
Constructive
Transversal Joint
Transv.
Joint
Traffic
Slab
Shoulder
Deterioration of constructive transverse joints
Surface Defects:
Map Cracking: This distress appears as a network of fine, shallow or hairline
cracks that extend only through the upper surface of the concrete. Map
cracking may lead to surface scaling, which is the progressive disintegration
and loss of the wearing surface.
Pop outs appear as a small piece of pavement that breaks loose from the
surface. They generally occur early in the pavement life and do not result in
severe distress.
Maintenance type
JPCP n/d
Routine
Routine & Periodic
Routine
Routine & Periodic
Routine
Routine & Periodic
111
102
135
107
155
111
Other concrete
pavements
114
102
145
107
170
111
51
INDEVELOPMENT:
Slabs Replacement
Life expectancy
(years)
4-6
10
20
5-10
5-10
20
30
30
HDM 4 has given a description of these repairs. Volume six, Modelling Road
Deterioration and Works Effects is downloadable from
http://www.htc.co.nz/. The following section is a summary of part C of this
document.
Slabs Replacement (SR) consists basically in the replacement of all the
existing slab, done generally when the slab had already lost its capacity of
operating, (when the slab is quite cracked, for example). It is assumed that
base and sub grade are yet in conditions to sustain traffic charges. It is
applied only in pavements JPCP, with or without dowels.
Partial Depth Repair (PDR) is used to repair the superficial deterioration,
which not interests more than a third of the slab thickness. Usually, it is
employed to repair transverse joints in JPCP pavements; however, it can be
used in any part of the slab where have been presented surface distresses.
Full Depth Repair (FDR) is used to repair cracks and joints deterioration in
JRCP pavements, and consists in the removal and replacement of at least a
portion of the existing slab. The deterioration of joints includes breaks and
spalling of the slab edges either transversely or lengthwise. This activity is
also used to repair defects in pavements type CRCP.
Diamond Grinding
Diamond Grinding (DG) is used to restore and improve ride quality of the
pavement, providing a more uniform surface. This is carried out through
the removal of faultings, curlings and deformations of the slab. Also, it is
used to correct an improper transverse slope and an excessive polishing of
the surface. Grinding, furthermore, increases the superficial friction
through the creation of a rough cord capable of draining superficial water
and reducing the aqua-planning potential. Usually, it is used to correct
faulting in pavements JPCP and JRCP.
Load Transfer
Restoration
Shoulders Placement
52
INDEVELOPMENT:
Joints and Cracks Seal (JCS) is used to minimise water and uncompressible
material infiltration within the joints. Minimisation of water quantity, inside
and under pavement structure, reduces softening potential of sub grade,
pumping, and drag of the fine of the base or shoulder.
Overlays of Concrete
Bonded Overlays
Unbonded Overlays
53
INDEVELOPMENT:
Joint repairs
Slab replacements
Condition based maintenance for structural damages can only be used for
three kinds of failures:
1. Transverse joint faulting (average length/km)
2. Spalling of transverse joints (average length/km)
3. Cracks of slabs (%/km)
With exception of cracks of the slabs, it is not possible to set any intervention
levels. Slabs have to be replaced when 35% of it is cracked.
SHRP-H-349 describes methodologies of condition based maintenance for
54
INDEVELOPMENT:
Small maintenance works are initiated when the following damages are
observed:
Cracks longer than 5 meters long
Damages to joints longer than 3% of the respective joint
Unequal settlement near joints over a length longer than 3% of the
joint.
55
INDEVELOPMENT:
56
Damage
Road
type
Repair
overlay 50 mm
Sub
grade
1
2
3
4
5
1
2
3
4
5
1
2
3
4
5
Rafeling
Fatigue
cracks
Rutting/
roughness
Surface
treatment
Sand
Clay
Peat
15
16
17
17
15
9+
11+
14+
15+
16+
12/15+
13/16+
15/20+
15/20+
25
15
16
17
17
15
8+
10+
13+
14+
15+
12/15+
9/13+
11/17+
11/17+
20
15
16
17
17
15
7+
9+
12+
13+
14+
12/15+
7/11+
10/13+
10/13+
17
7
8
10
10
n/e
n/e
n/e
n/e
n/e
n/e
n/e
n/e
n/e
n/e
7
8
10
10
n/e
n/e
n/e
n/e
n/e
n/e
n/e
n/e
n/e
n/e
7
8
10
10
n/e
n/e
n/e
n/e
n/e
n/e
n/e
n/e
n/e
n/e
7
8
10
10
5+
5+
6+
7+
7+
10
9
10
11
13
7
8
10
10
4+
4+
5+
6+
6+
9
8
9
10
12
Sand
Clay
Peat
15
16
17
17
15
13+
13+
14+
16+
16+
15
16
20
20
20
15
16
17
17
15
12+
12+
13+
15+
15+
15
13
17
17
18
15
16
17
17
15
11+
11+
12+
13+
14+
12
11
13
13
15
15
16
17
17
15
6+
6+
7+
8+
9+
12/15+
13/16+
15/20+
15/20+
-
15
16
17
17
15
5+
5+
6+
7+
8+
12/15+
9/13+
11/17+
11/17+
-
15
16
17
20
15
4+
4+
5+
6+
7+
12/15+
7/11+
10/13+
10/13+
-
Road
type
10
180
10
160
10
10
160
10
160
2
3
4
5
5 x 10
Bicycle lanes
INDEVELOPMENT:
58
If the soil is dry it cannot "freeze" in the accepted sense although its
temperature may be well below -20. In addition low permeability of
INDEVELOPMENT:
the soil weakens penetration of rain water into the subgrade may
weaken the whole road construction, even in tropical climates. The
best solution is to control penetration of rain water and ground
water levels inside the sub base. The latter can be achieved by
constructing drainage pipes and camber formations of the subgrade
with levels varying between 5 and 10%. A five percent camber slope
is acceptable when high compaction values can be achieved;
otherwise it is recommendable to work with higher values up to 10%
(no compaction of subgrade).
60
INDEVELOPMENT:
61
INDEVELOPMENT:
Treated bases
62
INDEVELOPMENT:
More information
A:
Pavement thickness/depth
(m)
0
0.015
0.03
0.045
0.06
0.075
0.09
0.105
0.120
0.135
0.150 or more
Treated base
A-value
2.804
2.771
2.739
2.708
2.677
2.646
2.615
2.584
2.554
2.524
2.494
2.418
X= 0.3 y/333.333
X =0.3 (y-6.25)/125
X=0.3 (y-11.53846)/76.92308
X=0.3(y-16.667)55.556
X=0.3(y-20.46512)/46.51163
X=0.3(y-20.46512)/46.51163
X= 0.3 y/333.333
X =0.3 (y-6.25)/125
X=0.3 (y-11.53846)/76.92308
X=0.3(y-17.36843)/52.63158
X=0.3(y-26.12904)/32.25807
X=0.3(y-28.2353)/29.4117
63
INDEVELOPMENT:
64
Gf-value
1.9
1.9
1.5
1.4
1.1
1.0
0