ISSN 2319-8885

Vol.03,Issue.14
June-2014,
Pages:2984-2990
www.semargroup.org,
www.ijsetr.com

Study on Failures and Maintenance of Flexible Pavement (Pyay-Aunglan

–Koepin Portion)
HNIN EI EI KHAING1, DR. TIN TIN HTWE2
1
Dept of Civil Engineering, Mandalay Technological University, Mandalay, Myanmar, E-mail: snowqueenlady.civil@gmail.com.
2
Dept of Civil Engineering, Mandalay Technological University, Mandalay, Myanmar, E-mail: tthtwe@gmail.com.

Abstract: The Purpose of this paper is to improve the pavement of Magway - Yangon Highway in order to provide a
satisfactory surface over which vehicles can operate effectively and safely. This paper presents the classification on failures and
its patterns. Pyay-Aunglan-Koepin portion (mile 183/0 to 253/0) is chosen as the case study. Firstly, failure patterns are
classified between every five miles in existing pavement by visual inspection. Secondly, Visual maintenance and structural
maintenance are studied. For structural maintenance, stress and deflection of Magway-Yangon Highway are determined by
using the method of Soil Mechanic of Three Layered System. The required overlay thickness is evaluated in accordance with
Indian Road Congress formula. According to this evaluation, it is found that resurfacing or routine maintenance is needed in
almost portions. Within the study area, it is needed to be overlaid in the four portions. The maximum bituminous overlay
thickness is 6 in and minimum is 4.5 in. Moreover, the maximum granular overlay thickness is 12in and the minimum is 9 in.

Keywords: Failure Patterns, Visual Maintenance, IRC Formula, Method of Soil Mechanic of Three Layered System, Structural
Maintenance.

I. INTRODUCTION II. CAUSES OF FLEXIBLE PAVEMENT FAILURE

For the development of the economical of a country
transportation system takes a special role. By means of good
transportation system safe, rapid, comfortable, convenient,
communication for people becomes possible and which is
essential for distribution of various goods in the country that
is the basic important for economical, industrial and
environmental. For developing country good highway system
is very important to gain the way of modern society. For
good highway system various factors of deterioration of the
road should be considered. Maintenance of the highway is
very important for the whole traffic management. With weak
maintenance system of the road various defects in the roads
are main causes of accident. So, to be a successful engineer, a
person should not only able to design the road, but also skill-
ful to maintain the road.
TABLE I: Common Flexible Pavement Distresses
Flexible pavement fails due to any one of the following
three failures. They are sub-grade failure, sub-base or base
course failure and wearing course failure. The pavement
deterioration usually is not only the result of poor design and
construction but also it is caused by the inevitable wear and
tear that occurs over years, variation in climate, increasing
multi axle’s vehicles and heavy traffic. Common flexible
pavement distresses are also shown in table I.
III. FAILURE PATTERNS AND MAINTENANCE OF
CASE STUDY
The failure patterns such as alligator cracking, longitudinal
cracking, transverse cracking, block cracking, edge cracking,
raveling, corrugation and shoving, patching, potholes,
polished aggregate, bleeding, and depression, shown in Figs
1 to 10, are classified by visual investigation along the road
portion.
A. Alligator Cracking

Fig.1. Existing Pavement of Alligator Cracking.

Copyright @ 2014 SEMAR GROUPS TECHNICAL SOCIETY. All rights reserved.

 HNIN EI EI KHAING, DR. TIN TIN HTWE
B. Longitudinal cracking F. Patching

Fig.2. Existing Pavement of Longitudinal Cracking. Fig.6. Existing Pavement of Patching.

C. Transverse cracking G. Potholes

Fig.3. Existing Pavement of Transverse Cracking. Fig.7. Potholes of existing pavement.

H. Polished aggregate
D. Block cracking

Fig.8.Polished aggregate of existing pavement.

Fig.4. Existing Pavement of Block Cracking.
I. Bleeding
E. Edge failure or Edge Crack

Fig.5. Existing Pavement of End Cracking. Fig.9. Existing Pavement of Bleeding.

International Journal of Scientific Engineering and Technology Research
Volume.03, IssueNo.14, June-2014, Pages: 2984-2990
 Study on Failures and Maintenance of Flexible Pavement (Pyay-Aunglan–Koepin Portion)
J. Depression type. Patching, pothole, and raveling are the second most
common patterns. The third patterns are fatigue cracking,
longitudinal cracking, transverse cracking, rutting, polished-
aggregate, and depression. A few of block cracking,
corrugation and shoving, and bleeding are found.

TABLE III: Existing Pavement Failures For Aung

Lan-Koe Pin Portion

Fig.10. Depression of existing pavement.

IV. EXISTING PAVEMENT FAILURES

TABLE II: Existing Pavement Failures For Pyay-
Aung Lan Portion

V. VISUAL MAINTENANCE WORKS

A. Visual maintenance works
Visual maintenance works may be classified into the
following three types. They are routine maintenance, periodic
maintenance, and urgent maintenance.

1. Routine Maintenance: Routine maintenance is needed for

any type of road. They include patch repairs, filling potholes,
maintenance of cross slope and shoulders, up keep of
drainage works like side drains, culverts, road signs etc. The
maintenance schedule listed above of routine type and the
repairs are carried out at regular interval like day to day and
The failure patterns and its numbers that are found seasonal.
along the Pyay-Aunglan and Aunglan-Koepin Road portions 2. Periodic Maintenance: Periodic Maintenance includes
are shown in Table II and III. There are 122 distresses along renewal of wearing course of pavement.
the Pyay-Aunglan Road portion. Firstly, block cracking are 3. Urgent Maintenance: Urgent Maintenance comprises
found as the most common patterns. Secondly, transverse emergency repair required by flood damage, earth slips,
cracking are observed as the most common patterns. The overturned trees, etc (5).
third observed patterns are fatigue cracking, longitudinal
cracking, edge cracking, patching, and polished – aggregate. B. Maintenance of Bituminous Road
A few of rutting, corrugation and shoving, depression, Mainly the maintenance works of bituminous surfacing
ravelling, and bleeding are found. Pothole is found only one consist of patch repair, surface treatments and resurfacing
number. There are 267 distresses along the Aunglan-Koepin (1).
Road portion. Edge crackings are found as the most common
International Journal of Scientific Engineering and Technology Research
Volume.03, IssueNo.14, June-2014, Pages: 2984-2980
 HNIN EI EI KHAING, DR. TIN TIN HTWE
C. Maintenance of Asphalt Pavement
Maintenance of asphalt pavements consist of routine
activities and periodic activities. Routine activities include
sanding, local sealing, crack sealing, filling depressions
surface patching and base patching. Periodic activities
include surface dressing, fog spray and slurry seal, asphalt
overlays and pavement reconstruction.
1. Sanding: Bleeding is a migration of bitumen to the surface
of the pavement. It is usually caused by too much binder in
the surfacing or by and unsuitable binder. Bleeding reduces
surface friction and causes the road surface to become
slippery. Sanding can be used to treat bleeding. A thin layer
of sand is spread over the surface. The sand is scattered with
a shovel and spread out with a broom. Whenever possible,
the sand should be coarse grained with a particle size 0.5mm.
2. Local Sealing: Local sealing is used to repair more serious
bleeding, for sealing local cracks and as a final treatment
when carrying out base patching. Local sealing is the
application of a surface dressing over a local area. First, the
area is swept clean: then about 1.5kg of emulsified bitumen
or 1kg cutback bitumen is spread per square meter of surface
using a pressure distributor with spray lance, or a watering
can. After the binder has been applied, aggregate is
distributed with a shovel. The aggregate should normally be
coarse sand. However, when finishing base patching, the
aggregate should normally be 6-10mm chippings. Chipping
should be rolled into the bitumen using a small roller or truck
tyres.
3. Cracking Sealing: Closely spaced cracks may be filled
with asphalt slurry rather than by local sealing. Slurry is
produced by mixing 20 liters of corse sand with 6 liters of
emulsified bitumen. Again, the area should be swept clean.
The slurry is spread out in a thin layer with a wooden board
fitted with a handle. An alternative method of sealing isolated
cracks is to fill the cracks with hot cutback bitumen.
4. Filling Depressions: This treatment is applied to deal with
slight depressions and rutting, slight edge subsidence and
small surface irregularities due to shoving. Deep depressions
and rutting, deep edge subsidence and large surface
irregularities usually require base patching. The depressions
must be swept clean and dry. A tack coat of hot cutback
bitumen is spread at a rate of about 0.5kg/m2 using a pressure
distributor with a spray lance or a watering course. Cold mix
asphalt is placed in the depression and compacted with a
hand rammer or a roller. To prevent penetration of water,
local sealing of the repair is recommended.
5. Surface Patching: Surface patching is used to repair local
aggregate loss. Loss of aggregate from the surface of a
premixed asphalt pavement (fretting) is usually due to poor
premix quality or poor workmanship. Loss of chippings from
a surfacing will cause slow disintegration of the layer.
Surface patching may be carried out using the same treatment
as for local sealing (surface dressing). An alternative method
is to use asphalt premix. Cold premix is easiest to handle.
International Journal of Scientific Engineering and Technology Research
Volume.03, IssueNo.14, June-2014, Pages: 2984-2990
After spraying cutback bitumen on the surface at a rate of 0.5
kg/m2, the cold mix is distributed evenly over the area and
compacted with a small roller or a hand rammer.
6. Base Patching: Base patching is used for local restoration
of the pavement structure, including repair of severe mesh
cracking, deep rutting and depressions, deep edge subsidence
and rutting, broken edges, pot-holes and severe shoving.
7. Surface Dressing: Surface dressing of the complete width
of the pavement is appropriate if large areas are damaged by
bleeding, cracks, slight depressions or aggregate loss. It is
also the remedy for streaking and glazing.
8. Fog Spray and Slurry Seal: A slurry seal is the
application of a mixture of fine aggregate and emulsified
bitumen over the full width of the pavement, similar to the
crack sealing described earlier. The asphalt slurry penetrates
and seals surface voids and cracks very effectively. Slurry
seals can be prepared in a concrete mixer using a slow-
breaking emulsion and then spread on the road by hand.
However, the normal technique is to use a mechanized mixer
and spreader unit, which enable faster breaking emulsions to
be used.
9. Asphalt Overlay: An asphalt overlay is an application of
hot, premixed asphalt. Overlay is used to strengthen old
pavements or pavements with insufficient thickness. Serious
bleeding and severe shoving may also warrant an asphalt
overlay. Repairs to pot-holes and edge damage, and
restoration of shoulders and the drainage system need to be
undertaken before strengthening. It may also be necessary to
repair rutting and to fill depressions. Strengthening should
always be designed properly on the basis of a thorough
examination of the existing pavement.
10. Pavement Reconstruction: Reconstruction involves
strengthening by multiple overlays or removing some of the
existing layers prior to providing new pavement materials.
Recycling of the base and surfacing is being used
increasingly for cost and environmental reasons, but is only
appropriate where the materials being recycled are
reasonably homogeneous. Reconstruction is used mainly
when complete failure of the construction has occurred, but is
also appropriate when this solution is cheaper than an overlay
made entirely of asphalt mixture. Most road administrations
classify reconstruction as a construction activity rather than a
periodic maintenance operation (2).
VI. STRUCTURAL MAINTENANCE OF A FLEXIBLE
PAVEMENT
The failure patterns of Magway-Yangon Highway is studied
for this paper. Structural maintenance for the selected
highway is considered in this study. So, stress and deflection
subjected on the highway are calculated by using structural
properties of the road. The required data are obtained from
Road Research Laboratory, Kamakyi road, Thuwanana,
Ministry of Construction.
 Study on Failures and Maintenance of Flexible Pavement (Pyay-Aunglan–Koepin Portion)
For Pyay-Aunglan Portion (193/7-223/0)
Average Daily Traffic (ADT) 347 No The calculated values for stresses at the interface of
Subgrade CBR (4days soaked) 5% existing road layers of Pyay- Aunglan portion (Mile 216/3-
CBR for base material 80% 217/4) are shown in the following Table V.
CBR for sub-base materials TABLE IV: Existing Pavement Width and Thickness
(crushed Rock) 40%
CBR for sub-base materials
(Gravelly Soil) 30%
Soil Group CL
Maximum temperature 44º
For Aunglan-Koepin Portion (223/0-253/0)
Average Daily Traffic (ADT) 198 No
Subgrade CBR (4days soaked) 6%
CBR for base material 80%
CBR for sub-base materials
(crushed Rock) 40%
CBR for sub-base materials
(Gravelly Soil) 30%
Soil Group CL
Maximum temperature 43º
Maximum weight of vehicle = 60 Tons
Design life (years) = 10
Traffic growth rate (%) =3

The existing pavement width and thickness are shown in

Table IV. Crushed rocks used in the existing pavements for
base materials are 1''×2'' and sub-base materials are 2''×4''.
The practical guide to pavement design for tropical countries
described that the load of 13 tons plus and over load factor of
not more than 10 percent as the maximum axial load. The
wheel load is taken as half of the axial load. Therefore, the
TABLE V: Calculated Values for Stresses At The
thickness of overlay for the existing pavement should be
Interface Of Existing Road Layers Of Pyay- Aunglan
determined as follows. Portion For K1=2
To calculate the contact area between the tire and the road,
the suitable tire pressure of 150 lb/in2 for the truck of
maximum axial load can be used.
A = π r2 (1)
To calculate elastic modulus of road materials,

E = 205289 CBR (2)

The stresses will be analysed only at the place below the
center of uniformly loaded circular area as shown in Fig 11
because the stress and deflection at this place are maximum.
Various stresses for road layers can be calculated as follows;

Fig.11. Stresses subjected at each road layer.

International Journal of Scientific Engineering and Technology Research
Volume.03, IssueNo.14, June-2014, Pages: 2984-2980
 HNIN EI EI KHAING, DR. TIN TIN HTWE
By using specification tables for stresses at the interface of By using the values of deflection described in Table VI,
three layers system, the following stresses can be calculated. the following overlay thickness required for each segment of
the selected highway can be obtained by using equation (9)
(3) and (10).

(4)

(5)
Strain of road layers can be calculated as follows:

(6)
After obtaining stresses at the interface of three layers
system and strain of road layers, the deflection of pavement
can be calculated as follows:

(7)

Fig.12. Typical Pavement Design Cross-Section.

(8)
The calculated deflections for the selected portions are
TABLE VII: Overlay Thickness Required For Existing
described in Table VI.
Pavement
TABLE VI: Existing Pavement Deflection

VII. DISCUSSION AND CONCLUSION

In this study, the failure patterns and its numbers that are
If bituminous materials are used for overlay, found along the Magway-Yangon Road are described into
two portions, namely: Pyay-Aunglan portion and Aunglan-
Koepin portion by visual investigation. In Pyay–Aunglan
(9) Road portion, there are 122 distresses along the road. Firstly,
Overlay thickness of granular materials can be calculated as block crackings are found as the most common patterns.
Secondly, transverse crackings are observed as the most
common patterns. The third observed patterns are fatigue
cracking, longitudinal cracking, edge cracking, patching, and
(10) polished-aggegate. A few of rutting, corrugation and shoving,
International Journal of Scientific Engineering and Technology Research
Volume.03, IssueNo.14, June-2014, Pages: 2984-2990
 Study on Failures and Maintenance of Flexible Pavement (Pyay-Aunglan–Koepin Portion)
depression, raveling, and bleeding are found. Pothole is VIII. ACKNOWLEDGMENT
found only one number. In the portion of Aunglan - Koepin First of all, the author wishes to express her deep gratitude
Road, there are 267 distresses. They are 48 edge cracking, 18 to her mother and family members. The author deeply thanks
longitudinal cracking, 21 fatigue cracking, 16 block cracking, to her supervisor, Dr Tin Tin Htwe, Associate Professor,
11 transverse cracking, 5 corrugation and shoving, 30 Civil Engineering Department, Mandalay Technological
potholes, 16 depression, 30 ravelings, 2 bleedings, 30 University, for her keen interest, close supervision and
polished aggregates. To maintain a pavement effectively, it is excellent editing this paper.. Finally, the author special
essential to know the causes of failures of the existing road. thanks to all teachers for their suggestion and careful
instruction.
Fatigue cracking is due to the repeated applications of
wheel loads. This failure can be prepared by removing the IX. REFERENCES
cracked area, replacing the new one and placing overlay for [1] Bhanot, K. L., and Sehgal, S.B., 1983.A Text Book on
requirement area. Longitudinal cracking may be caused by Highway Engineering and Airport. 3rd. ed. New
wheel paths, increase in loading. Rutting may be caused by Delhi:S.Chand and Company Ltd.
insufficient compaction during construction. The excessive [2] Rogeral. Brockenbrough: Highway Engineering
amount of asphalt content in the wearing surface may cause Handbook.2ed.,New York, McGraw-Hill Companies, Inc.,
bleeding. Edge failure caused by narrow road way and (2003).
insufficient shoulder width. This failure can be prepared by [3] Singh, A.P., 1997. Highway Engineering. 1st .ed. New
improving drainage and shoulder, widening the pavement, Dehli: Satya Prankashan Co.
filling the cracks with asphalt emulsion slurry. Revaling is [4] Singh, G., and Singh, J., 1999. Highway Engineering. 3rd
mainly caused by loss of bond between aggregate particles .ed. New Dehli: Satya Prakashan Co.
and the asphalt binder. Polished aggregate may be mainly [5] S.K. KHANNA- C.E.G.JUSTO, Highway Engineering,
caused by repeated application of traffic, and using angular 7th edition, 1990.
aggregate particle during construction. Depression may be [6] Anonymous: Flexible Pavement Distress, (2009).
caused by low compaction. Deep depressions and rutting can http://www.training.ce.washington.edu/pavement-elevation
be repaired by providing base patching or surface patching. /flexible distress/09.
When the vehicles are moving at higher speed on fatigue [7] Das, B.M, “Advances Soil Mechanics“. 2nded,
cracking, potholes may be found. This crack can be repaired Washington, DC: Taylor and Francis, 1997.
by patching techniques. [8] Hodges, J, “Overseas Road Note 31”. 4th ed., London:
Overseas Center, 1993.
In the pavement of Pyay-Aunglan portion, it is found that
there are two portions of overlay within the study area, Mile
206/7-213/2 and 216/3-217/4 because the resulted deflection
is greater than the allowable one. It is also found that
resurfacing or routine maintenance should be done in the
portions of Mile 193/7-198/3, Mile 213/3-215/5, Mile 215/6-
216/1, Mile 217/6-224/7 because the resulted deflection is
less than the allowable one. Transport and Road Research
Laboratory (TRRL) recommended that if deflection subjected
on the pavement is less than 32 x10-2 mm, no maintenance
work is required for the pavement. In the pavement of
Aunglan-Koepin portion, it is found that there are two
portions of overlay within the study area, Mile 251/0-251/2
and 251/4-251/6 because the resulted deflection is greater
than the allowable one. It is also found that resurfacing or
routine maintenance should be done in the portions of Mile
227/1-227/3, Mile 227/7-229/3, Mile 229/5-231/1, Mile
231/3-231/5, Mile 231/6-239/1, Mile 239/2-239/5, Mile
239/6-240/0, Mile 240/1-245/0, Mile 245/2-249/7, Mile
252/3-253/0 because the resulted deflection is less than the
allowable one. In this portion, it is found that pavement width
is not sufficient. There is excess surface water within the
right of way in the portions. That is why, edge failure is
mostly found in this portion. Therefore, 5ft or more widening
shoulders with suitable slope should be provided in this area.
Moreover, pavement width should be increased to 24ft wide.
Adequate drainage system should be provided in this portion.

International Journal of Scientific Engineering and Technology Research

Volume.03, IssueNo.14, June-2014, Pages: 2984-2980