Declaration: Group 7 Members Id No Signature Date

EVALUATION OF FLEXIBLE PAVEMENT SURFACE FAILURES AND ITS POSSIBLE MAINTENANCE 2011 E.
Declaration
We hereby to declare with our signature that this research work titled “Evaluation of Flexible
Pavement Surface Failures and Its Possible Maintenance a Case study - Post-Office to Geda” is
our own work. The work has not been presented elsewhere for assessment and award of any degree
or diploma. All material which has been used in this thesis is duly acknowledged/ referred by our
effort exclusively with the guidance of our advisor.
Group 7 Members Id No Signature Date
1. Tigistu Abu R/00948/07 __________ __________

2. Tesfagenet Elias R/00928/07 __________ __________
3. Mohammed yesuf R/00739/07 __________ __________
4. Yerosen Ulma R/00914/07 __________ __________
This final thesis report has been submitted to the department of Civil Engineering with the approval
of our advisor:
Name: ______________________
Signature: ___________
Date: ____________
This final thesis report has been submitted to the department of Civil Engineering with the approval
of the examiners:
Evaluator Name Signature Date

1. __________________________ ________________ __________
2. __________________________ ________________ __________
3. __________________________ ________________ __________
This final thesis report has been submitted to the department of Civil Engineering with the
approval of the department head:-
Department head: _______________________

Signature: __________
Date: ____________
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EVALUATION OF FLEXIBLE PAVEMENT SURFACE FAILURES AND ITS POSSIBLE MAINTENANCE 2011 E.C
Acknowledgment
We would like to give our sincere appreciation to our advisor MR. KEFALE FUFA that his
friendly advice, motivation as well as his support in providing every necessary document
for the completion of this project is incredible.We would like to express our gratitude to the school
of civil engineering and architectural for giving the chance to have an opportunity to execute our
Thesis which is very essential for us to extend our knowledge to another level.
Finally, we like to thank to God and our families for their moral and financial support and also our
classmates and all students of the campus for their kind support and cooperation. Thanks to all
others who, directly or indirectly made this Thesis possible.
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Dedicated To
All Interested In Road and Transport Engineering
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Abstract
The main target of this paper is to analyze flexible pavement defects, factors that cause
road damages and possible maintenance and rehabilitation system. From the study and analyses
that has been carried out, the majority of distresses under the study area are Alligator cracking,
Potholes, longitudinal cracking, raveling, rutting, transverse cracking and corrugation. The cause
of the defect under the study area is weathering, drainage problem and traffic loading.
The study area is selected in Adama city corridor from Post office to Geda. This road is most
widely utilized, and therefore prone to severe distress and consequently exhibiting repeated
maintenance and repair. Visual distress assessments will carried out on selected test sections in
order to have better understanding of the pavement response and come up with identification of
probable causes.
This study was carried out based on detailed group discussion on desk concentrating on literature
review and development of the research instrument, then data collection through condition survey
on the site of the study area to collect relevant data. Finally the collected data results were analyzed
depend on their severity and extent to compute their global index up on which the conclusion and
recommendation were made.
Based on the type and cause of distress as well as data analysis results all of the global
index value in our analysis are at the range of 5-7 and the global index 5 has highest percentage
values.
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Acronyms
ERA: Ethiopia Road Authority
ASHTO: American Association of State Highway and Transport Officials
HMA: Hot Mix Asphalt
If : Cracking index
Id : Deformation index
Is : Global index
AC: Asphalt concrete
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Table of Contents
Declaration ....................................................................................................................................... I
Acknowledgment ............................................................................................................................ II
Abstract ......................................................................................................................................... IV
Acronyms ....................................................................................................................................... V
List of Table ............................................................................................................................... VIII
List of Figures ............................................................................................................................... IX
CHAPTER ONE ............................................................................................................................. 1
1. Introduction ............................................................................................................................. 1
1.2 Research Objectives ........................................................................................................................ 2
1.2.1 General objectives .......................................................................................................... 2
1.2.2 Specific objective ........................................................................................................... 2
1.2 Scope and Limitation of the Study ........................................................................................... 3
CHAPTER TWO ............................................................................................................................ 4
2. Literature Review........................................................................................................................ 4
2.1. Flexible pavement........................................................................................................................... 4
2.2 Performance and Maintenance of Flexible Pavement................................................................. 4
2.2.1 Performance and Failure Criteria of Asphalt pavement ................................................. 4
2.3 methods of distress survey............................................................................................................ 17
2.4 Major Causes of Pavement Distress ............................................................................................ 26
2.4.1. Load Associated Distress............................................................................................. 26
2.4.2. Climate /Durability Associated Distress ...................................................................... 26
2.4.3. Drainage/ moisture Associated Distress ...................................................................... 26
2.4.4. Causes of Failure of Flexible Pavement ...................................................................... 26
2.5. Methods of pavement maintenance and rehabilitations........................................................... 29
2.5.1 Maintenance Programs ................................................................................................. 29
2.5.2 Rehabilitation Concepts & selection Process ............................................................... 32
CHAPTER THREE ...................................................................................................................... 33
3. Methodology ............................................................................................................................. 33
3.1. Introduction ................................................................................................................................... 33
3.2 Description of the Study Area ................................................................................................ 33
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3.3 Research Design............................................................................................................................. 35

3.4 Source of Data ................................................................................................................................ 36
3.5 Tools and Materials for Data Collection ............................................................................... 37
CHAPTER FOUR ......................................................................................................................... 38
4. Analysis and Discussion ........................................................................................................... 38
4.1 Major distress analysis based on Conditional survey & literature based analysis ................ 38
CHAPTER FIVE .......................................................................................................................... 55
5. Conclusion and Recommendation ............................................................................................ 55
5.1 Conclusion ...................................................................................................................................... 55
5.2 Recommendation ........................................................................................................................... 56
References ..................................................................................................................................... 57
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List of Table
Table 3 1 Road features inventory form ...................................................................................... 35
Table 3 2 Field Survey Form for Pavement Evaluation (ERA-2005) .......................................... 37
Table 4 1 Collected data for pothole under study area ................................................................. 38

Table 4 2 Collected data for rutting under study area ................................................................... 39
Table 4 3 Collected data for raveling under study area ................................................................ 40
Table 4 4 Collected data for alligator crack under study area ...................................................... 41
Table 4 5 Collected data for Longitudinal cracking under study area .......................................... 42
Table 4 6 Collected data for Transversal cracking under study area ............................................ 43
Table 4 7 Collected data for Corrugation under study area .......................................................... 43
Table 4 8 Collected data for Failures under study area ................................................................ 44
Table 4 9 Collected data for Safety under study area ................................................................... 44
Table 4 10 Collected data for Lane marking under study area ..................................................... 44
Table 4 11 Collected data for Scour/erosion under study area ..................................................... 45
Table 4 12 Collected data for Silt under study area ...................................................................... 46
Table 4 13 Result summary data analysis for station one (0+500) ............................................... 48
Table 4 14 Suitable remedial treatment for each distress type for station one (0+500) ............... 48
Table 4 15 Result summary data analysis for station two (1+000)............................................... 49
Table 4 16 Suitable remedial treatment for each distress type for station two (1+000) ............... 49
Table 4 17 Result summary data analysis for station three (1+500)............................................. 50
Table 4 18 Suitable remedial treatment for each distress type for station three (1+500) ............. 50
Table 4 19 Result summary data analysis for station four (2+000) .............................................. 51
Table 4 20 Suitable remedial treatment for each distress type for station four (2+000) .............. 51
Table 4 21 Result summary data analysis for station five (2+500) .............................................. 52
Table 4 22 Suitable remedial treatment for each distress type for station five (2+500) ............... 52
Table 4 23 Summary of maintenance option for test road ............................................................ 53
Table 4 24 Distribution of Pavement Distress in the test Roads................................................... 54
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List of Figures
Fig 2 1 Alligator cracks................................................................................................................... 7
Fig 2 2 Edge cracking ..................................................................................................................... 8
Fig 2 3 Block cracking .................................................................................................................... 9
Fig 2 4 longitudinal cracking ........................................................................................................ 10
Fig 2 5 transversal cracking ......................................................................................................... 11
Fig 2 6 Rutting .............................................................................................................................. 12
Fig 2 7 shoving.............................................................................................................................. 13
Fig 2 8 corrugation ........................................................................................................................ 13
Fig 2 9 depression ......................................................................................................................... 14
Fig 2 10 potholes ........................................................................................................................... 15
Fig 2 11 raveling ........................................................................................................................... 16
Fig 2 12 bleeding .......................................................................................................................... 16
Fig 2 13 swell ............................................................................................................................... 17
Fig 3 1 Location of the study area from Google map ................................................................... 34

Fig 3 2 Determination of damage index, 𝐼𝑠 ................................................................................ 36
Fig 4 1 Pothole under study area................................................................................................... 38

Fig 4 2 Rutting under study area ................................................................................................... 39
Fig 4 3 Raveling under study area ............................................................................................... 40
Fig 4 4 Alligator Crack under study area ...................................................................................... 41
Fig 4 5 Longitudinal cracking under study area ........................................................................... 42
Fig 4 6 Transversal cracking under study area ............................................................................. 42
Fig 4 7 Corrugation under study area ........................................................................................... 43
Fig 4 8 Scour/erosion under study area........................................................................................ 45
Fig 4 9 Silt under study area ......................................................................................................... 46
Fig 4 10 drainage problem under study area ................................................................................. 47
Fig 4 11 Graphical Representation of the Type of Distress .......................................................... 54
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CHAPTER ONE
1. Introduction
For the economic development of the 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 skillful to maintain the road.
Flexible pavement is a multilayer structure, which supports the vehicle loads to the subgrade
without exceeding either the strength of the subgrade or the internal strength of the pavement itself.
Failure denotes a pavement section that experiences excessive rutting or cracking which is greater
than anticipated amounts during the performance period.
Pavement distress refers to the condition of a pavement surface in terms of its general appearance.
A perfect pavement is level and has a continuous and unbroken surface. In contrast, a distressed
pavement may be fractured, distorted, or disintegrated. Fractures can be seen as cracks or chipping
of the pavement surface. Cracks can be further described as generalized, transverse, longitudinal,
alligator, and block. A pavement distortion may be evidenced by ruts or corrugation of the
surface. Pavement disintegration can be observed as raveling (loosening of pavement
structure), stripping of the pavement from the sub base, and surface polishing
Proper understanding of road surface failures may lead to proper remedial measures, designing
and construction methods of road appropriate for the area. This in turn will be helpful for the
people using the road in particular and the whole of the country at large by reducing the
maintenance and vehicle running costs.
The aim is to study the causes of surface failures for flexible paved road on selected road of Adama
city and propose major remedial measure for the study area. Attempt will made to analyze the
causes of road surface failure by taking condition survey from the selected sites for the study area
in Adama city (Post office to Geda).
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.
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The primary functions of a pavement are to:

 Provide a reasonably smooth riding surface
 Provide adequate surface friction (skid resistance).
 Protect the subgrade
 Providing water proofing:
Factors influencing the performance of pavement:
 Traffic
 Moisture (water)
 Subgrade
 Construction quality
 Maintenance
1.1 Problem statement
The selected road has large number of traffic and number and types of vehicle becomes increased
and apply high axle load and repetition. Even if there is a continuous routine maintenance the road
corridor failed before the completion of the design period, there are extremely high severity of
distresses throughout the road. Therefore our research intends to resolve flexible pavement surface
defects in Adama city (from Post office to Geda). The problems of pavement failure on the selected
road are highly affects the road users. It leads increase the travel time, decrease the comfort
and safety of passengers , decrease traffic flow of neighbors, exposé the vehicle owners for
additional maintenance cost, traffic congestion And also affect economic growth.
1.2 Research Objectives
1.2.1 General objectives
The aim of this Study is to identify the most common types of cracks and defects which occur in
selected road and suggest suitable option for maintenance.
The objectives are to identify different types of cracks & defects, to find out the different reasons
that cause defects and cracks in selected road and to suggest suitable maintenance methods.
1.2.2 Specific objective

The specific objectives of the study would include:
 To identify different types of cracks & defects in selected road segment.

 To know the different causes of pavement surface defects in the case study area.
 To suggest suitable maintenance methods based on calculated defect governing rating
values on selected intervals.
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1.2 Scope and Limitation of the Study

Our study is about the Identification of Defects and Maintenance of roads: Case Study on Post
office to Geda in Adama city. In this study the most frequently occurring type’s defects on selected
road are considered, by visiting the site and thorough examination analyzed. After which, the
reasons which cause defects in the pavement are studied. Then the best maintenance option for
each type of cracks and defects are selected.
Limitation of the study:-
 The analysis that the researcher have made only based on the selected area about 2.5Km,
this result will not represent the whole road section in Adama city.
 The research is carried out on nondestructive condition survey that is only for asphalt
surface layer defects which exclude the investigation for other pavement layers.
 Limitations in the Data Collection: The whole pavement evaluation data is collected on
short time. As a result all collected pavement performance data could only give accurate
information during that time. On the other hand, some portion of the analysis such as
determining predominant distresses in the network, developing functional Relationship
between different pavement distresses, pavement response variables and material
properties require long historical data.
1.4. Significance of the study
Our thesis investigate the causes of failure of flexible pavement in the case of Adama city of
selected road corridors ((from post office to Geda) and find out the remedial techniques for each
failure of the road corridor. Our thesis will contribute something for the development of techniques
of investigation of cause of failure of flexible pavements and proper remedial measurement to be
taken.
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CHAPTER TWO
2. Literature Review
2.1. Flexible pavement
Flexible pavement is composed of a bituminous material surface course and underlying base and
sub base courses. The bituminous material is more often asphalt whose viscous nature allows
significant plastic deformation. Most asphalt surfaces are built on a gravel base, although some
'full depth' asphalt surfaces are built directly on the sub grade. Depending on the temperature at
which it is applied, asphalt is categorized as hot mix asphalt (HMA), warm mix asphalt, or cold
mix asphalt. Flexible Pavement is so named as the pavement surface reflects the total deflection
of all subsequent layers due to the traffic load acting upon it. The flexible pavement design is based
on the load distributing characteristics of a layered system. It transmits load to the sub grade
through a combination of layers. Flexible pavement distributes load over a relatively smaller area
of the sub grade beneath. The initial installation cost of a flexible pavement is quite low which is
why this type of pavement is more commonly seen universally. However, the flexible pavement
requires maintenance and routine repairs every few years. In addition flexible pavement
deteriorates rapidly; cracks and potholes are likely to appear due to poor drainage and heavy
vehicular traffic. (Reem Salim Nasser Alaamri, July- 2017)
A valuable advantage of flexible pavement is that it can be opened for traffic within 24 hrs after
completion. Also the repair and maintenance of flexible pavement is easy and cost effective.
2.2 Performance and Maintenance of Flexible Pavement

Having good understanding of the above topics is very necessary, as they will serve as an input in
the methodology, analysis, discussion and conclusion to be covered in subsequent chapters.
2.2.1 Performance and Failure Criteria of Asphalt pavement
Pavement performance evaluation is an important activity in the maintenance and rehabilitation

works. It includes evaluation of existing distresses, road roughness, structural adequacy, traffic
analysis, material testing and study of drainage condition. This section deals with types of
bituminous surfaces, types and causes of distresses. Photographs all taken during distress surveys
are incorporated for illustration.
A typical flexible or bituminous pavement structure consists of the following pavement courses:
sub-base, base, and bituminous wearing surface. The wearing surface is the uppermost layer of the
pavement structure. In a flexible pavement, it is a mixture of bituminous binder material and
aggregate. The binder may be sprayed on the surface followed by application of aggregate and
referred to as a bituminous surface treatment. The binder and aggregate may be mixed in a central
plant or mixed in place on the road and referred to as hot or cold mixes. The wearing surface may
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range in thickness from less than 2.5cm, as in the case of a surface treatment, to several centimeters
of high-quality paving mixture such as hot-mix asphalt concrete.
The wearing surface has four principal functions: to protect the base from abrasive effects of
traffic, to distribute loads to the underlying layers of pavement structure, to prevent surface water
from penetrating into the base and sub-grade, and to provide a smooth riding surface for traffic
The base and sub-base are made using different materials designated the upper and lower base or
sub-base. Where the soil is considered to be very weak, a capping layer may also be introduced
between the sub-base and the soil foundation. This may be of an inferior typeof sub-base material,
or it may be the upper part of the soil improved by some form of stabilization (e.g. with lime or
cement). The soil immediately below the sub base (or capping layer) is generally referred to as the
sub grade and the surface of the sub grade is termed the formation level.
A pavement layers are subject to vertical compressive stresses due to superimposed wheel loads.
The wearing course, the binder course, and any bituminous base material will also be subject to
tensile stress as the wheel load passes. Lower bituminous layers will be subject to smaller tensile
stress. Unbound granular materials used in bases and sub-base cannot accept significant tensile
stress, and the structure of such layers will relax under load, so reducing the effective elastic
modulus of the materials. Structural failure will generally be initiated by fatigue cracking in the
wearing course, followed by similar cracking in the binder course and any other bituminous layers.
Pavements should be designed and constructed to provide, during the design life, a riding quality
acceptable for both private and commercial vehicles. The assumption is often made that road
pavements begin to deteriorate as soon as they are opened to traffic. However, there should be no
visible premature deterioration at the early stage of the design life except due to faulty design.
Deterioration of flexible pavements arises from deformation under traffic loading generally
associated, in the later stages, with cracking. Such deformation is associated with heavy
commercial vehicles; the contribution of private cars and light commercial vehicles is negligible.
Flexible pavements which are called upon to carry much heavier traffic loads than their design
would permit often crack as a result of the large elastic deflections. This condition can cause
breakup of the surface and give rise to potholing, before appreciable permanent deformation has
occurred.
It is necessary to have clear understanding of type of pavements distress before discussing the
different methods of evaluation, cause identification and treatment selection. There are two basic
types of pavement distress.
 The first is structural distress and it includes damage of different pavement components of
such magnitude to make the pavement incapable of sustaining the loads imposed upon its
surface. structural failure like
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 Alligator cracking,
 Pothole
 Block cracking,
 Corrugation,
 depression,
 Rutting,
 Patching
And so all, in which a collapse of the entire structure or a breakdown of one or more of the
pavement components due to loads imposed on its surface.
 The second can be classified as functional distress which may or may not progressively
changed into structural distress but is such that the pavement will not carry out its intended
function without causing discomfort to users. functional failure such as
 Polished aggregate,
 Bleeding,
 Raveling,
 Stripping,
 Delamination, and Shoving; it occurs when the pavement, due to its
Roughness is unable to carry out its intended function.
The severity of distress for both types of distress is gradual and the range is largely a matter of
opinion of the person observing the distress.
Distress is an important consideration in flexible pavement design. Unfortunately, many of the

distresses are caused by deficiencies in construction, materials, and maintenance and are not
related directly to design. However knowledge of the various types of distress is important to
pavement designers because it can help them to identify the causes of the distress. If the distress
Is due to improper design, improvements in the design method can be made. Furthermore, the
evaluation of pavement distress is an important part of pavement management system by which
the most effective strategy for maintenance and rehabilitation can be developed.
Flexible pavements can suffer from several categories and subcategories of distresses that will
lead to progressive deterioration of ride condition, structural strength, and motorist/pedestrian
safety.
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Cracks
Alligator Fatigue cracks
Description: A series of small interconnected cracks (often originates along wheel track areas).
Usually the cracks are many sided and angled pieces with the longest side being less than 1 foot.
Causes: Alligator cracking usually occurs in high stress areas and is usually caused by repeated
and/or heavy traffic loadings together with inadequate structural support from supporting layers
underneath. Alligator cracking (Reem Salim Nasser Alaamri, July- 2017)
This type of failure generally occurs when the pavement has been stressed to the limit of its fatigue
life by repetitive axle load applications causing accumulated tensile strain at the bottom of the
bound layer. Fatigue cracking is often associated with loads that are too heavy for the pavement
structure or more repetitions of a given load than provided for in design. The problem is often
made worse by inadequate pavement drainage, which contributes to this distress by allowing the
pavement layers to came saturated and lose strength. The asphalt layers experience high stains
when the underlying layers are weekend by excess moisture and fail prematurely in fatigue.
Leads to: Alligator cracking allows water intrusion, which then accelerates deterioration of the
underlying sub base stone and sub grade layers. Ultimately, loss of sub grade strength spreads and
creates more widespread cracking and potholes develop.
Typical Repair Methods: In order to be repaired correctly, the root problem of alligator cracking
must be identified first. A small and localized area of alligator cracking indicates a loss of sub
grade support. This can be repaired by removing the cracked pavement, replacing the poor sub
grade area and fixing the drainage, then installing a patch back over this area. The long-term
effectiveness of this will depend upon many factors, including the integrity of the sub grade and
sub base and bonding of the new and existing hot mix asphalt layers. A large area of alligator
cracking shows that there is structural damage to the pavement. This typically requires replacement
of a larger area with a whole new flexible pavement overlay on the entire road.
Fig 2 1 Alligator cracks
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Edge cracking
Description
Applies only to pavements with unpaved shoulders, Crescent-shaped cracks or fairly
continuous cracks which intersect the pavement edge and are located within 0.6 m of
the pavement edge, adjacent to the shoulder, Includes longitudinal cracks outside of
the wheel path and within 0.6 m of the pavement edge.
This distress is accelerated by traffic loading and is caused by a weakened base or
sub base at the pavement edge. Weakening of the base or sub base can normally be
associated with a drainage problem causing water intrusion.
Fig 2 2 Edge cracking
Fig 2 2 Edge cracking
Block cracking
Block cracking is an interconnected series of cracks that divide the pavement into approximately
rectangular pieces. Block cracking is differentiated from alligator cracking by size and by not being
load related. The blocks usually range from 30 by 30 cm to 300 by 300 cm. The cracking is caused
mainly by daily temperature cycling and by shrinkage of the asphalt concrete. This distress is not
load related but is usually associated with the asphalt aging and hardening.
Block cracking can also be caused by oxidative hardening of the asphalt if mixed too long in the
pug mill of asphalt batch facility, mixed too hot, or stored too long in silos. All these mechanisms
make the asphalt cement especially susceptible to tensile strains, which can exceed the tensile
strain capacity of the asphalt mixture and cause the block cracking.
Block cracking is more often seen in large paved areas, such as parking lots or airfield pavements,
than on roads and streets. It can be very serious, especially if the cracks begin to exhibit raveling
and other advanced stages of deterioration, such as development of secondary cracks. Because the
cracks can be closely spaced, the underlying layers can be exposed to significant quantities of
infiltrating surface water. These cracks should be sealed to prevent or minimize intrusion of water.
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Causes: Block cracking occurs from a change in volume of the pavement surface because of
temperature conditions, along with the hardening or oxidation of asphalt as the pavement ages.
Transverse cracking results more specifically from longitudinal shrinkage of the asphalt surface.
Block cracking
Leads to: The cracks will allow water intrusion and the crack edges will deteriorate by raveling
and erode the adjacent pavement. As water enters the underlying layers, the sub base and sub grade
will deteriorate and alligator cracking tends to develop, followed by potholes and general
pavement section failure.
Typical Repair Methods: Low severity cracks should be crack sealed early to prevent water
intrusion and further raveling of the crack edges. In advanced stages of block cracking, milling
with an asphalt overlay is generally more effective.
Fig 2 3 Block cracking
Longitudinal cracking
These cracks are relatively parallel to pavement center line, may appear either at the joint between
the pavement and the shoulder or at the joint between two paving lanes.
Causes: - The causes of the above cracking have been summarized as below:-
 Alternate wetting and drying beneath the shoulder surface owing to poor drainage and also
due to variation in temperature.
 A week joint between adjoining spreads in the layers of the pavement gives rise to lane
joint cracks.
 Frost heaving
 Improper construction technique
 Volume change in subgrade
 reflective crack caused by cracks beneath the surface course, including cracks in PCC slabs
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Leads to:-The cracks will allow water intrusion, which damages the underlying support material
and leads to crack widening and the erosion of the adjacent pavement. As water enters the
underlying layers, the sub base and sub grade will deteriorate and alligator cracking tends to
develop, followed by potholes and general pavement section failure.
Typical Repair Methods:-Centerline joint cracks should be avoided to the extent possible through
best construction practices during paving operations. When joint cracks do develop, early crack
sealing can be an effective means of minimizing the spread of deterioration.
Fig 2 4 longitudinal cracking
Transversal Cracking
Cracks that are predominately perpendicular to pavement centerline. Thermal cracking is typically
in this category.
Cause:
 the reflection of a crack or joint in an underlying pavement layer;
 a construction joint of shrinkage crack (due to low temperature or bitumen hardening) in
an asphalt surface
 The structural failure of a concrete base course.
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Fig 2 5 transversal cracking
Surface Deformation
Pavement surface deformation is any change in the pavement surface from its original shape. It is
usually caused by such things as too little compaction of pavement courses, too many fines in
surface mixtures, too much asphalt in the mix, swelling of underlying courses ,or settlement. Like
cracks, surface deformation takes a number of different forms:
Rutting
Rutting is a depression or groove worn into a road or path by the travel of wheels or skis. Ruts can
be formed by wear, as from studded snow tires common in cold climate areas, or they can form
through the deformation of the asphalt concrete pavement or sub base material. Rut-like
depressions can be formed on gravel roads by the erosion from flowing water.
Ruts prevent rainwater from flowing to the side of the road into ditches or gutters. Rainwater
trapped in ruts is a common contributing factor to hydroplaning crashes. Severe ruts can impede
steering if a vehicle has difficulty steering out of the rut. If it proves impossible to steer out of a
rut, though forward and backward progress can be made by the vehicle, it is referred to as being
stuck in the rut. This distress is a longitudinal surface depression in the wheel path. It may have
associated transverse displacement.
Longitudinal surface depression that develops in the wheel paths of flexible pavement under
traffic, it may have associated transverse displacement. Corrugation: Transverse undulations
appear at regular intervals due to the unstable surface course caused by stop-and-go traffic.
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Fig 2 6 Rutting
Shoving
Shoving is a localized plastic movement in the bituminous surface. Areas subjected to frequent
vehicular braking action can exhibit shoving. The cause of shoving is usually lack of stability in
the bituminous mix. Lack of stability can be caused by the mix being too rich, the aggregate
having excessive amounts of fines or rounded or smooth textured particles, poor bond between
material layers, or the use of a soft binder. Plastic flow in patching materials can also be caused
by excessive moisture in the mix, contamination by oil spillage, or too much volatile material
remaining when a cold-laid patch is placed.
Bus stops are often the first locations to exhibit premature distortion in the form of shoving.
Shoving can be easily detected at edge lane markings where these lines bend outward in the
vicinity of the shoving.
Shoving occurs when the applied forces exceed the shear strength of the asphalt mix or underlying
layers. Shoving can also occur when thin asphalt layer are placed over granular bases and sub
base. Shoving is primarily due to unstable asphalt layers.
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Fig 2 7 shoving
Corrugation
Corrugation is a form of plastic movement typified by ripples across the asphalt surface. It usually
occurs at bus stops and where vehicles accelerate or decelerate and is the result of shear action in
the pavement surface or between the pavement surface and the base material.
If the corrugated pavement has an aggregate base with thin surface treatment, the surface should
be scarified, mixed with the base, and re compacted before re surfacing. If the surface is more than
100mm thick, shallow corrugation can be removed with pavement planning machine.
Fig 2 8 corrugation
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Depressions
Depressions are localized pavement surface areas having elevations slightly lower than those of
the surrounding pavement size that may or may not be accompanied by cracking. They can be
caused by traffic heavier than that for which the pavement was designed, by poor construction
methods, or by consolidation deep within the sub grade.
Depressions cause roughness and, when filled with water of sufficient depth, could cause
hydroplaning of vehicles. Depressions should be filled with hot-mix asphalt and compacted to
store area to the same grade as the surrounding pavement (Seid Diltata Dilgba, July 2018)
Fig 2 9 depression
Disintegration
Disintegration is the breaking up of a pavement in to small, loose fragments. This includes the
dislodging of aggregate particles. If not stopped in its early stages, disintegration can progress until
the pavement requires complete rebuilding. Potholes and raveling are two of the more common
types of early stage disintegration. Repair ranges from simple seals to deep patches
Pothole
Description: Potholes are bowl shaped voids or depressions in the pavement surface. Pothole is
when the surface layer separates from its underlying layer of asphalt.
Causes: Often, potholes begin as alligator cracking; the small cracks cause pieces of pavement to
dislodge when cars drive over them causing the pothole to enlarge. However, potholes also result
from local poor compaction, inadequate bonding between layers, or segregation of aggregate and
binder during placement.
Pothole usually occurs from poor construction of pavement where a thin surface layer does not
adequately bond with the underlying material or flexes excessively. Between asphalt
ASTU, SOCEA 14
Layers, pothole is usually related to inadequate tack application, wet paving conditions, or dust/dirt
on the underlying asphalt. Pothole between asphalt layers and underlying stone are more
commonly a result of too thin an asphalt layer to withstand forces. That causes it to flex. Freeze-
thaw action can also be a factor with thinner pavement layers.
Leads to: Unsafe surface conditions, further deterioration, and sub grade failure due to water
intrusion. Serious vehicular damage can occur, especially at high speeds.
Typical Repair Methods: A patch is usually done in order to help fix the problem of a pothole.
It is best to cut liberally around the entire cracking area in a rectangular shape, remove all loose
material, tack seal the edge well, fill in with new asphalt, and crack seal the perimeter to avoid
water intrusion. But sometimes pot holes are just filled in with new asphalt without cutting around
the entire problem area (“throw and go”).
Fig 2 10 potholes
Raveling and Weathering

Raveling and weathering are progressive deterioration of an asphalt concrete surface as a result of
loss of aggregate particles (raveling) and asphalt binder (weathering) from the surface downward.
Raveling and weathering occur as a result of loss of bond between aggregates and the asphalt
binder. This may occur due to hardening of the asphalt cement, dust on the aggregate which
interferes with asphalt adhesion, localized areas of segregation in the asphalt concrete mix where
fine aggregate particles are lacking, or low in-place density of the mix due to inadequate
compaction. High air void contents are associated with more rapid aging and increased likelihood
of raveling. Increased asphalt film thickness can significantly reduce the rate of aging and offset
the effects of high air voids. Surface softening and aggregate dislodging due to oil spillage are also
classified as raveling. (Zulufqar Bin Rashid, (April - June 2017) )
ASTU, SOCEA 15
Fig 2 11 raveling
Lack of skid resistance

Bleeding
A film of asphalt binder on the pavement surface, such that the surface will appear shiny and/or
have black spots or blotchy areas.
Bleeding occurs when asphalt binder fills the aggregate voids during hot weather, and then expands
on to the pavement surface. Since bleeding is not reversible during cold weather, asphalt binder
will accumulate on the pavement surface over time. This can be caused by an excess amount of
asphalt binder in the flexible pavement mixture and/or low air void content. Bleeding typically
originates from poor hot mix production or transportation (i.e., segregation of aggregate and
binder). Bleeding reduces the friction characteristics of the road surface. As the skid resistance of
the road way decrease, the likelihood of crashes increases.
When bleeding is minor, courses and can be applied to the pavement in order to absorb the excess
asphalt binder. When much of the pavement surface is affected by bleeding, the surface may need
to be removed (i.e., milled) and the surface wearing course replaced.
Fig 2 12 bleeding
ASTU, SOCEA 16
Swell
Swell is the localized upward displacement of a pavement due to the upheaval of the sub-grade or
some portion of the pavement structure. Swell or heave is commonly caused by infiltration of
moisture into an expansive-type soil. (http://sites.udel.edu/dct/files/2013/12/Tech-Topic-Streets-
Pavement-Distresses-p5rptr.pdf, 2013)
Fig 2 13 swell
2.3 methods of distress survey
Severity and extent rate of pavement distresses

1. Side Drain
Side Drain – Silt
Group: Side Drain Type: Silt
DESCRIPTION:
Deposit of material in the side drains of the road causing a partial or completely blocked drainage
system.
INSPECTION METHOD
Visual recording and estimation of the total length of the affected drains as a percentage of the
sub-section length.
Severity Extent
1. Ditch invert between 600mm and 1m 1. less than 10% of the section affected
below road shoulder edge 2. between 10% and 50% of the
2. Ditch invert between 300m and 600m section affected
below road shoulder edge 3. greater than 50% of the section
3. Ditch invert less than 300mm below affected
shoulder edge
ASTU, SOCEA 17
Side Drain-Scour
Group: Side Drain Type: Scour
DESCRIPTION:
Erosion of bottom and sides of ditches:
 Direct erosion is occurring when soil particles are loosened and transported by water;
 Regressive erosion is occurring when a relatively flat terrain is followed (downstream) by
a terrain with a steeper slope or more erodible materials.
INSPECTION METHOD
sub-section length.
Severity Extent
1. Ditch invert scoured less than 500m 1. less than 10% of the section affected
below effective invert 2. between 10% and 50% of the section
2. Ditch invert scoured between 500 mm affected
and 1m below effective invert 3. greater than 50% of the section affected
3. Ditch invert scoured greater than 1m
below effective invert
2. Shoulder
Shoulder- Deformation
Group: Shoulder Type: Deformation
Severity Extent
1. Shoulder profile less than design 5%, 1. less than 10% of the section affected
drainage becoming impaired
2. between 10% and 50% of the section
2. Shoulder slightly deformed, some affected
rutting and potholes, drainage impaired
3. greater than 50% of the section is
3. Shoulder heavily deformed, rutting, affected
potholes, water ponding in shoulder
Shoulder- Scour
Group: Shoulder Type: Scour
ASTU, SOCEA 18
Severity Extent
1. Shoulder profile less than design 5%, 1. less than 10% of the section
drainage becoming impaired affected
2. Shoulder slightly scoured, some 2. between 10% and 50% of the

erosion channels, drainage impaired, section affected
shoulder sloping towards carriageway
3. Shoulder heavily scoured, water not affected
getting to the ditch, shoulder sloping
markedly towards carriageway
Shoulder- Vegetation
Group: Shoulder Type: Vegetation
DESCRIPTION:
Obstruction of the carriageway which will hinder or endanger the traffic.
INSPECTION METHOD
sub-section length.
Brush clearing becomes a resourced based activity if the diameter or shrubs/trees are greater than
37.5mm, the seventy and Extent codes above will still to the condition survey
Severity Extent
1. Less than 5 scoured/trees (dia <37.5m) 4. less than 10% of the section
or vegetation less than 300mm in affected
height.
5. between 10% and 50% of the
2. between 5 and 10 scoured /trees section affected
(dia<37.5mm) or vegetation between
300mm and 1m in height 6. greater than 50% of the section is
affected
3. greater than 10 scoured /trees (dia

<37.5mm) or vegetation greater than
1m in height
ASTU, SOCEA 19
Shoulder- Edge Step

Group: Shoulder Type: Edge Step
Severity Extent
1. between 50mm and 70mm 1. less than 10% of the section affected
2. between 70mm and 100mm 2. between 10% and 50% of the section
3. greater than 100mm affected
3. greater than 50% of the section is affected
Shoulder- Edge Damage

Group: Shoulder Type: Edge Damage
Severity Extent
1. between 100mm and 150mm 1. less than 10% of the section affected
2. between 150mm and 300mm 2. between 10% and 50% of the section
3. greater than 300mm affected
affected
3. Carriageway
Carriageway- Rutting
Group: Carriageway Type: Rutting
DESCRIPTION:
Longitudinal surface depression that develops in the wheel paths of flexible pavement under
traffic.
INSPECTION METHOD
Severity: Visual assessment of the affected surface area
Extent: Percentage of surface.
The rut depth is to be measured at selected areas in the 500m section and the maximum reading
recorded.
Severity Extent
1. maximum rut depth between 10mm 1. less than 10% of the section affected
and 20mm
2. maximum rut depth between 20mm 2. between 10% and 50% of the section
and 50mm affected
3. maximum rut depth greater than 50mm
ASTU, SOCEA 20

affected
Carriageway- Corrugations
Group: Carriageway Type: Corrugation
DESCRIPTION:
Transverse undulations appear at regular intervals due to the unstable surface course caused by
stop-and-go traffic
INSPECTION METHOD
The corrugation depth is to be measured at selected areas in the 500m section and the maximum
reading recorded.
Severity Extent
1. maximum corrugation depth between 1. less than 10% of the section affected
10mm and 20mm
2. maximum corrugation depth between 2. between 10% and 50% of the section
20mm and 50mm affected
3. maximum corrugation depth greater
than 50mm 3. greater than 50% of the section is
affected
Carriageway- Fatigue Cracking

Group: Carriageway Type: Fatigue Cracking
DESCRIPTION:
Cracks in asphalt layers that are caused by repeated traffic loadings. This cracking is characterized
by interconnected cracks, the cracking pattern resembles that of an alligator’s skin or chicken wire.
INSPECTION METHOD
ASTU, SOCEA 21
Severity Extent
1. Single or clearly separated longitudinal 1. less than 10% area cracked(wheel
cracks depth) or less than 10% area cracked
transverse or longitudinal
2. Continuous cracks, branched or clearly
open 2. between 10% and 50% area cracked
3. Extensively branched cracks

foreshadowing crazing or wide open 3. greater than 50% area cracked
cracks
Carriageway- Cracking of longitudinal joint

Group: Carriageway Type: Longitudinal Cracking
DESCRIPTION:
Cracks that are approximately parallel to pavement centerline and are not in the wheel path.
Location within the lane (wheel path versus non-wheel path) is significant. Longitudinal cracks in
the wheel path are normally rated as Alligator ‘A ’cracking.
.
INSPECTION METHOD
Severity Extent
1. Single hair line crack 1. less than 10% area cracked(wheel
depth) or less than 10% area cracked
2. Branching crack transverse or longitudinal
3. Wide, branching crack with loss of 2. between 10% and 50% area cracked
materials
3. greater than 50% area cracked
ASTU, SOCEA 22
Carriageway- Ravelling
Group: Carriageway Type: Longitudinal Cracking
DESCRIPTION:
Wearing away of the pavement surface in high-quality hot mix asphalt concrete that may be caused
by the dislodging of aggregate particles and loss of asphalt binder
INSPECTION METHOD
.
Severity Extent
1. less than 10% area raveled 1. less than 10% of the section affected
2. between 10% and 20% area raveled 2. between 10% and 50% of the section
affected
3. greater than 20% of the area raveled 3. greater than 50% of the section affected
Carriageway- Fretting
Deficient implementation due to bad equipment operation: poor distribution of bitumen by the
sprayer, hence surface unequally covered by the bitumen or bad gravel distribution on the
pavement.
Carriageway- Pothole
Group: Carriageway Type: Pothole
DESCRIPTION:
Potholes most often result from wear or destruction of the wearing course, sometimes from the
presence of foreign bodies in the surfacing. Bowl-shaped holes of various sizes in the pavement
surface. Minimum plan dimension is 150 mm.
INSPECTION METHOD
ASTU, SOCEA 23
Severity Extent
1. < 25mm deep (Delamination of patch 1. Number of potholes per 100 <5
or seal coat) 2. Number of potholes per 100 between 5
2. 25mm-50mm deep (Remains within and 15
top lift of wearing course.) 3. Number of potholes per 100 > 15
3. ≥50mm deep (Extends beyond top lift
of wearing course.)
Carriageway- Bleeding
Group: Carriageway Type: Bleeding
DESCRIPTION:
Excess bituminous binder occurring on the pavement surface. May create a shiny, glass-like,
reflective surface that may be tacky to the touch. Usually found in the wheel paths.
.
INSPECTION METHOD
.
Severity Extent
1. slight shininess on the surface 1. less than 10% of the section affected
2. obvious sign of wet bitumen on the 2. between 10% and 50% of the section
surface when normal temperature, little affected
or no aggregate visible
3. greater than 50% of the section affected
3. widespread soft bitumen areas with no
aggregate visible and shoving evident
Carriageway- Failures
Group: Carriageway Type: Failures
Severity Extent
1. less than one minor depression in 1. less than 10% of the section affected
the section
affected
ASTU, SOCEA 24
2. between 2 and 5 depression or areas

of movement/structural cracking in
the section 3. greater than 50% of the section is affected
3. greater than 5 depression or areas of
movement/structural cracking in the
section
Carriageway- Safety
Group: Carriageway Type: Safety
DESCRIPTION:
Safety as a defect has severity but not extent.
In the case of severity ‘3’ it is important that all attempts are made to either the situation or to make
it safe or to place signs to warn road users of the danger.
.
Severity Extent
1. minor safety not an immediate danger 1. any
to the road user or the road structure
2. a safety issue that is becoming a danger
to the road user or the road structure
3. a major safety issue that is danger to the
road user or the road structure
Carriageway- Lane Marking

Group: Carriageway Type: Lane Marking
.
Severity Extent
1. lane marking is visible with few 1. less than 10% of the section affected
missing section
2. lane marking is visible but becoming affected
incident or fading
3. lane marking is either missing 3. greater than 50% of the section is

altogether or has ever existed affected
(Maintainance management manual, JUNE 2005)
ASTU, SOCEA 25
2.4 Major Causes of Pavement Distress

The major causes for the above mentioned distresses can be grouped in to three categories. The
first is due to overloading that includes excessive gross loads, high repletion of loads and high tire
pressure. Second climatic environmental conditions may cause surface irregularities and structural
weaknesses on the pavement. For example volume change of soil due to wetting and drying
resulting from improper drainage may be the prime cause of pavement distress.
A third causes may be disintegration of the paving materials due to method of construction and
quality of construction material. Use of contaminated aggregate and inadequate construction
supervisor are also factors that may aggravate pavement distress. Lack of maintenance will further
aggravate pavement distress. (Reem Salim Nasser Alaamri, July- 2017)
Distresses identified during condition surveys can be grouped in to three major categories of
possible causes as follows:
2.4.1. Load Associated Distress
 Alligator cracking
 Corrugation
 (Bumps & sags) Edge cracking
 Patching load cause distress
 Potholes
 Rutting
 Slippage cracking
2.4.2. Climate /Durability Associated Distress
 Bleeding
 Block cracking
 Joint reflection cracking
 Line cracking (longitudinal/ transversal/
 Patching of climate/durability swell caused distress
 Weathering and raveling
 Shoving
2.4.3. Drainage/ moisture Associated Distress
1) Bumps & sags
2) Lane/ shoulder drop off
3) Depression
(Sharad.S.Adlinge, june-2018)
2.4.4. Causes of Failure of Flexible Pavement
The 3 common causes of failure of flexible pavement are as follow
1) Failure of sub grade
ASTU, SOCEA 26
2) Failure of sub-base or base course

3) Failure of surface or wearing course
2.4.4.1. Failure of Sub grade
This is the main cause of flexible pavement failure. When there is excessive deformation in sub
grade soil, it will result in failure of whole pavement. The failure of sub grade soil can be detected
by the following forms of defects causing unevenness of pavement surface.
 Excessive undulation & corrugation on surface

 Depression followed by heaving at surface
 Lateral shoving of pavement near the edge along the wheel path
The two primary reasons of failure of sub grade soil are
Inadequate stability
Excessive stress application
1. Inadequate stability: Stability is the resistance to deformation under stress. When soil
used for construction of sub grade is of inferior quality, it will not be able to resist the load
coming from wheel, and ultimately it will fail.
Another reason causing loss of stability of sub grade soil is improper compaction of soil during
construction. Presence of excessive moisture at sub grade level without proper drainage control
also affects the stability of sub grade.
1. Excessive stress application: Thickness of the pavement should be so designed, that it can
distribute the wheel load properly. If pavement thickness becomes less than that of the
required value, then it will result in failure of sub grade. Also if the wheel load applied on
pavement is in excess of design value, it will result in failure of sub grade.
2.4.4.2. Failure of Sub-base or Base Course

There are 5 primary reasons behind failure of sub-base or base course as described below.
1. Inadequate stability or strength: Role of a sub-base or base course is to transform the

wheel load from surface course or wearing course to the sub grade. Therefore the strength
of the sub-base or base course is always higher than that of sub grade. Strength of the sub-
Base or base course can be achieved by taking following measures.
 Using good quality of aggregate

 Proper mix design
 Providing sufficient thickness
 Proper quality control
If there is any deviation occurs in any of the above mentioned factors, it will lead to failure of
pavement.
ASTU, SOCEA 27
Loss of binding action: When wheel load is repeatedly applied on road surface, it causes
internal movement of particles in the sub-base or base course. This results in relative
movement between surface course and sub-base or base course. In other word, instead of
acting as whole, different layer acts separately. This is the cause of alligator or map
cracking on bituminous surface.
Therefore a layer of tack coat or prime coat is applied on top of the base course before placing
Surface course. This creates a better bonding of these two layers
1. Loss of base course materials: When there is no wearing course or surface course on the
base course, or if the wearing course has completely worn out, that will result in loss of
base course material. This happens because of suction caused by the tyre and exposed base
course materials. Also loss of stone aggregate creates pot holes on surface course.
2. Inadequate wearing course: If the thickness of wearing course is less, then water will
find its way to the base course causing damage to it.
Therefore it is essential to consider type, intensity and volume of traffic before deciding
thickness of wearing course.
Use of inferior material: The materials to be used for construction of base course should be so
chosen in a manner so that it can resist the wheel load and weathering actions. Inferior quality of
material should not be used.
2.4.4.3. Failure of Wearing Course

Wearing course or surface course is the layer having more strength than all the other pavement
layers. This is because the wheel load is directly applied on this layer. Along with the vertical load,
it has also to resist the abrading effect of wheel and weathering effect of climate.
Therefore design and construction of wearing course should be done properly. A pervious layer of
wearing course can damage all the underlying layers. The following measure should be employed
during design and construction of wearing courses
Proper mix design

Sufficient thickness
Good quality of binder
Proper amount of binder
Good quality aggregate
High degree of quality control should be employed during construction of wearing course.
Oxidation or aging of binder, also make the bituminous surface brittle and creates cracks on
pavement surface. This results in ingress of moisture to underlying layers and weakening of the
layers.(http://civilblog.org/2016/01/23/3-common-causes-of-failure-of-flexible-
pavement/)suryakanta)
ASTU, SOCEA 28
2.5. Methods of pavement maintenance and rehabilitations
It should be emphasized that properly designed and constructed pavement should provide many
years of maintenance free service. Anyhow pavements have finite life, as they are susceptible to
wear for several reasons. Many pavement managers use the pavement condition index (PCI) to
track pavement distress over time and apply maintenance treatments.
Pavements are costly not only to build but also to maintain. These costs are born by the owner
funding the facility. Road users also cost a lot when operating their vehicles on deteriorated and
poorly maintained roads. Hence, it is advisable to develop a definite action plan in order to keep
asphalt road pavements in a continuous serviceable condition.
The pavement maintenance problem is not simple. Many factors are involved that affect the
performance of a pavement. Hence the type of maintenance that will be required for any particular
pavement will depend on a number of conditions: the traffic system to which the pavement is
subjected; Climate; the structure of the pavement; the quality of construction; the frequency and
extent of inspection performed, both during construction and during maintenance; engineering
talent involved, maintenance practices; discipline; and money; not necessarily in that order. In
general, it is necessary to have the following in order to have the best maintenance program
1. Organize the maintenance crew with experienced engineering and maintenance

personnel.
2. Keep records of all pavement structures that are as precise as possible. These should
include records of sub grade soils, sub base and base course, wearing courses and
drainage system.
3. Arrange a pavement condition survey program to check and record the pavement
condition at regular intervals.
4. Reviews and analyze the condition survey reports systematically.
5. Review the current maintenance methods to make sure that they are being carried
out effectively.
6. Prepare work orders for preventive maintenance and to correct distresses
investigated during the condition surveys.
7. Establish suitable timetable by prioritizing the projects.
8. Prepare realistic budgets and carry out the maintenance under the most favorable
weather and traffic condition.
2.5.1 Maintenance Programs

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.
ASTU, SOCEA 29
A. Routine Maintenance
Is carried out on routine wise basis & regularly in order to preserve and keep the original pavement
shape.
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
tires.
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 course 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. 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.
ASTU, SOCEA 30
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.
Major activities included in routing maintenance program are:-
a. Clearing roadway pavement, ditches, drains, signs, and safety barriers, etc. as well as grass
cutting and tree pruning,
b. Repair of minor damage to pavement, drainage system as well as any urgent repairs to
restore disrupted traffic movement
c. Maintenances during rainy season such as provision of turn out ditch form storm water,
clearing of mud and debris etc.
B. Periodic maintenance
A periodic maintenance includes operations to be carried out under a long term program within
the design period of the pavement.
1. 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.
2. 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.
3. 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.
4. 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.
ASTU, SOCEA 31
C. Emergency Maintenance
Needed to deal with emergencies and problems calling for immediate action when a road is
blocked. It consists of activities necessary to restore highly distressed pavements to their original
design requirement. The tasks include:
 Strengthening and or/reconstruction of a pavement structure which has severely

deteriorated (e.g. overlays)
 Activities to protect roads against external agents (Such as slope stabilization, retaining
structures & flood control measures). (Zulufqar Bin Rashid, (April - June 2017) )
2.5.2 Rehabilitation Concepts & selection Process
A rehabilitation work comprises activities such as major resurfacing, restoration, rehabilitation and
reconstruction. It can be considered as major maintenance operation that is undertaken to
considerably extend the service life of an existing pavement. Therefore, rehabilitation operations
are different from routine or periodic maintenance in that the primary function of the latter activity
is to preserve the existing pavement so that it may sustain the applied loading while rehabilitation
is carried out to considerably prolong the functional life.
Pavement rehabilitation can be subdivided into two major categories:
1. Rehabilitation methods other than overlay.

2. Rehabilitation methods with overlays.
Even though we can categorize rehabilitation works into two as stated above, there is no definite
equation, guide or a clear step by step procedure that one can use for a proper rehabilitation design.
That is why some conclude that pavement rehabilitation is as much an art as a science. Hence, both
theoretical analysis and engineering judgment are equally important when selecting an alternative
among different rehabilitation methods. Even after selecting alternatives, there are no “right” and
“wrong” solutions to pavement rehabilitation problems, but rather ‘'better”, “Optimum” or
“Preferred” solution.
ASTU, SOCEA 32
CHAPTER THREE
3. Methodology
3.1. Introduction
This chapter provides an overview of the applied procedures in order to attain the objective of the
research. It shows methods followed for the investigation, evaluation and analysis of the pavement
condition to identify cause of flexible pavement failure and to suggest its maintenance option.
This study was carried out based on the literature review and condition survey with three phases.
Phase one was detailed group discussion on desk concentrating on literature review and
development of the research instrument. The second phase involved data collection through
condition survey on the site of the study area. To look at the condition of the study areas and collect
relevant data for the study. At the last phase collected data results were analyzed up on which the
conclusion and recommendation were made. All the three phases involved discussions with project
advisor.
This section describes procedures followed to establish the nature, severity and extent of pavement
distress. It provides guidance on the use of non-destructive pavement test and describes how the
results of this test can be utilized, to identify the causes of distresses and to suggest its maintenance
option.
3.2 Description of the Study Area
Adama city is forms a special zone of Oromia region and is surrounded by Misraq Shewa zone. It is located
at 8º32’N 39º16’E at an elevation of 1712m, 99km southeast of Addis Ababa. The city sits between the
base of an escarpment to the west, and the Great Rift Valley to the east. Adama is a busy transport
transportation center. The city is situated along the road that connects Addis Ababa with Dire Dawa. A
large number of trucks use this same route to travel to and from the seaports of Djibouti and Asseb. And
our case study area is from Post Office to Geda which is around 2.5km of 5 stations with 500m in
each stations.
ASTU, SOCEA 33
Fig 3 1 Location of the study area from Google map
ASTU, SOCEA 34
Table 3 1 Road features inventory form
ROAD FEATURES INVENTORTY FORM

District Road segment
ADAMA POSTA - GEDA Direction Start km End km
Segment ID Road class
A01 TRUNK ROAD Poata - Geda 0+000 2+500
Elements
Left side Right side
Left CW CW Right
shoulder surface CW Median surface shoulder
Station in Cross Left Width Width surface wedith Width Width Right Road Guide Guard Km
Station km Terrain* Section* Ditch* (m) (m) Type* (m) (m) (m) Ditch* sign post rail post Others
0+000 - 0+500 0.5 F X L 4 6.7 HMA 2 6.7 4 L NO NO NO NO
0+500 - 1+000 1 F X L 3.1 6.7 HMA 2 6.7 3.1 L NO NO NO NO
1+000 - 1+500 1.5 F X L 3.15 6.7 HMA 2 6.7 3.15 L NO NO NO NO
1+500 - 2+000 2 F X L 3 6.8 HMA 2 6.8 3 L NO NO NO NO
2+000-2+500 2.5 F X L 3 6.8 HMA 2 6.8 3 L NO NO NO NO
3.3 Research Design
The research methodology is a systematic plan for the description, explanation, and justification
of various methods of conducting the research. The research strategy adapted for this research was
both qualitative and quantitative research of exploratory which diagnoses a situation, assess
alternatives, and discover new ideas. The overall approach as described in this thesis followed a
four stage process this are necessary data were collected, analyzed and conclusion and
recommendations were made based on the findings. The study strategy followed in this study is
carried out after the identification of the problem as thesis studied:
A. Literature review: on distress type and cause of flexible pavement failure,

B. Data Collection: uses primary data
C. Analyzing the findings: findings of case study is analyzed in relation using
descriptive statistics method of analysis.
ASTU, SOCEA 35
Fig 3 2 Determination of damage index, 𝐼𝑠 (PAVEMENT

REHABILITATION & ASPHALT OVERLAY MANUAL -2002, 2002)
D. Conclusion and Recommendation: concluding the research findings, and drawing

recommendations.
3.4 Source of Data
For investigation of causes of failure of flexible pavement on selected ( Post office to Geda) road
of Adama city, all the necessary data and information about the pavement condition have been
gathered by using data collection methods (i.e. primary data collection method)
Primary data collection method:-
 Site observation and site inspection
ASTU, SOCEA 36
3.5 Tools and Materials for Data Collection

While doing this thesis we have been using materials to collect data from field survey and analyze
the collected data. Those are;
 Paper, pen, measuring, ruler and stick tape used to measure and record the data from
survey data of the pavement condition of the area
 Caliper to determine the width and depth of the crack.
 Personal computer (PC) to read of secondary documents and write and organize the
document.
 Scientific calculator and computer applications like Microsoft excel are used for and
interpretation of quantitative data collected
 Books and lecture notes for analysis of the collected data
Data collection format
Table 3 2 Field Survey Form for Pavement Evaluation (ERA-2005)
Ethiopian Road Authority - Paved Road Quantities Form
Paved Road Quantities Calculation Date District ADAMA Section Posta-Geda
Road No Start Km End Km Direction (Posta-Geda)
Segement ID A1 0+000 2+500
Kilometers 0-500 0+500-1+000 1+000-1+500 1+500-2+000 2+000-2+500 Totals
extent severity extent severity extent severity extent severity extent severity summary for sheet
1 2 3 1 2 3 1 2 3 1 2 3 1 2 3 1 2 3 1 2 3 1 2 3 1 2 3 1 2 3 1 2 3 1 2 3
Side drane/ Silt
turnout
Scour
Deform
Shoulder Scour
Vegitetion
Edge Step
Edge Damage
Rutting
Corrugations
Alligator
Crackig Longitudinal
Transversal
Stripping/Fretting
Potholes
Bleeding
Failures
Saftey
Lane Marking
Edge Damage
Edge Step
Vegitetion
Right
Shoulder Scour
Deform
Scour
Side drane/
turnout
Silt
ASTU, SOCEA 37
CHAPTER FOUR
4. Analysis and Discussion

A pavement structure is not easy to make an accurate structural analysis because of the variability
of properties of materials forming the layers, the soil supporting the pavement, the uncertainty of
the estimation of traffic loading, and variability of the environmental factors.
Thus, evaluation of the performance of bituminous mixtures, granular and stabilized materials, and
subgrade soils under prevailing traffic and environmental conditions is still areas of darkness.
4.1 Major distress analysis based on Conditional survey & literature based
analysis
4.1.1 Pothole
Fig 4 1 Pothole under study area
Table 4 1 Collected data for pothole under study area
station severity extent

1 2 3 1 2 3
0+000-0+500  
0+500-1+000  
1+000-1+500  
1+500-2+000  
2+000-2+500  
ASTU, SOCEA 38
Possible Causes
Generally, potholes are the end result of cracking. As alligator cracking becomes severe, the
interconnected cracks create small chunks of pavement, which can be dislodged as vehicles drive
over them. Also the possible causes of pothole are Weak spots in the base or subgrade, Poor
surface mixtures, pavement surface have been dislodged and heavy traffic volume (traffic action
accelerate potholes).
4.1.2 Rutting
Fig 4 2 Rutting under study area
Table 4 2 Collected data for rutting under study area

1 2 3 1 2 3
0+000-0+500  
0+500-1+000  
1+000-1+500  
1+500-2+000  
2+000-2+500  
ASTU, SOCEA 39
Possible Causes
 Poorly compacted structural layers.

 Heavy loadings of saturated unstable granular bases/sub-bases during spring thaw periods.
 Unstable asphalt mixes due to high temperature or low binder viscosity.
 Inadequate lateral support from unstable shoulder materials.
 Permanent deformation of an overstressed subgrade.
4.1.3 Raveling
Fig 4 3 Raveling under study area
Table 4 3 Collected data for raveling under study area

1 2 3 1 2 3
0+000-0+500  
0+500-1+000  
1+000-1+500  
1+500-2+000  
2+000-2+500  
Possible Causes
 Poor adhesion of aggregates due to insufficient asphalt content, clay-coated aggregate, use
of wet aggregates or stripping due to water action.
 Fracture of aggregate particles by heavy loads or natural causes. The unbound particles are
then removed by traffic, reducing the depth of the asphalt.
 Poor compaction permits infiltration of water and salts which promote asphalt stripping.
 Segregated mix placed during construction.
 Aging and weathering.
ASTU, SOCEA 40
4.1.4 Alligator Cracking
Fig 4 4 Alligator Crack under study area
Table 4 4 Collected data for alligator crack under study area

1 2 3 1 2 3
0+000-0+500  
0+500-1+000  
1+000-1+500  
1+500-2+000  
2+000-2+500  
Possible Causes
 Usually areas subjected to repeated traffic loadings.

 Insufficient bearing support due to poor quality base materials or saturated base with poor
drainage.
 Stiff or brittle asphalt mixes at cold temperatures.
ASTU, SOCEA 41
1.1.5 Longitudinal cracking
Fig 4 5 Longitudinal cracking under study area
Table 4 5 Collected data for Longitudinal cracking under study area

1 2 3 1 2 3
0+000-0+500  
0+500-1+000  
1+000-1+500  
1+500-2+000  
2+000-2+500  
4.1.6 Transversal cracking
Fig 4 6 Transversal cracking under study area
ASTU, SOCEA 42
Table 4 6 Collected data for Transversal cracking under study area

1 2 3 1 2 3
0+000-0+500  
0+500-1+000  
1+000-1+500  
1+500-2+000  
2+000-2+500  
Possible Causes
 Reflection of shrinkage cracking.

 Construction joints
4.1.7 Corrugation
Fig 4 7 Corrugation under study area
Table 4 7 Collected data for Corrugation under study area

1 2 3 1 2 3
0+000-0+500  
0+500-1+000  
1+000-1+500  
1+500-2+000  
2+000-2+500  
ASTU, SOCEA 43
Possible Causes
 Instability of asphalt concrete or base course.

 Lack of shear resistance of the asphalt
4.1.8 Failures
Table 4 8 Collected data for Failures under study area

1 2 3 1 2 3
0+000-0+500  
0+500-1+000  
1+000-1+500  
1+500-2+000  
2+000-2+500  
4.1.9 Safety
Table 4 9 Collected data for Safety under study area

1 2 3 1 2 3
0+000-0+500  
0+500-1+000  
1+000-1+500  
1+500-2+000  
2+000-2+500  
4.1.10 Lane marking
Table 4 10 Collected data for Lane marking under study area

1 2 3 1 2 3
0+000-0+500  
0+500-1+000  
1+000-1+500  
1+500-2+000  
2+000-2+500  
ASTU, SOCEA 44
4.1.11 Scour/erosion
Fig 4 8 Scour/erosion under study area
Table 4 11 Collected data for Scour/erosion under study area

1 2 3 1 2 3
0+000-0+500  
0+500-1+000  
1+000-1+500  
1+500-2+000  
2+000-2+500  
ASTU, SOCEA 45
4.1.12 Silt
Fig 4 9 Silt under study area
Table 4 12 Collected data for Silt under study area

1 2 3 1 2 3
0+000-0+500  
0+500-1+000  
1+000-1+500  
1+500-2+000  
2+000-2+500  
ASTU, SOCEA 46
Drainage problem
Fig 4 10 drainage problem under study area
1. Very good: where the shape and level of drains is as designed.

2. Good: where drainage functions can be easily fulfilled.
3. Average: where drainage condition is slightly impeded.
4. Poor: where drainage function is impeded due to sedimentation, vegetation or scour.
5. Very poor: drainage non-existent
According to our visual observation (study) of the study areas in addition to surface distresses we
had also given a serious attention for drainage problems. While visiting the road corridors there
were extremely high drainage problem. The drainage canals were out of function. Most of the
place we had seen had no proper drainage system and wastes had been disposed on the road way
and ceasing the proper functioning of the road corridors. Since drainage problem had a direct effect
on pavement structure, when the water intrusion through the ditch prohibited from passing to
downstream of the road way and inter logged on one side of (upper side) the ditches, then the water
will be infiltrate to the pavement structure. This will have a tremendous impact on the failure of
the pavement.
ASTU, SOCEA 47
Table 4 13 Result summary data analysis for station one (0+500)
% of governing governing
severity crack deformation (𝐼𝑓 ) (𝐼𝑑 ) Global
Station Distress extent Severity level index (𝐼𝑓 ) index (𝐼𝑑 ) index (𝐼𝑠 )
8
Alligator 1 2 2
Longitudinal 2 2 19 3 3
13
Transversal 2 2 3
21
0+500 rutting 2 2 3 5
5
corrugation 1 2 2
Raveling 23 3
(striping) 2 1 3
27
pothole 2 2 3
total 116
Table 4 14 Suitable remedial treatment for each distress type for station one (0+500)
% of Suggested maintenance method

Distress severity Severity
station type level level
 The cumulative value of the measured Alligator
cracking under study area were few connected
Alligator 8 cracks.
 Cracks are not sealed.
Low  No pumping is evident and the pavement is safe.
 Crack seal (fill the crack) to prevent moisture
Longitudinal 19 entering into subgrade through the cracks.
Medium  Provide side drainage ditches to reduce cracking.
0+500 entering into subgrade through the cracks in
Transversal 13
order to provide side drainage ditches to
Medium reduce cracking
 Long before reaching structural failure,
maintenance treatment or rehabilitation of the
rutting 21
rutted pavement would have to be performed to
Medium restore pavement surface
 Condition for safe traffic operations.
corrugation 5 Low  Patching
ASTU, SOCEA 48
Raveling  Patching followed by surface dressing or slurry

23
(striping) medium seal
pothole 27 medium  patching
Table 4 15 Result summary data analysis for station two (1+000)
% of governing
severity Crack deformation governing Global
(𝐼𝑓 )
Station Distress extent severity level index,𝐼𝑓 index 𝐼𝑑 (𝐼𝑑 ) index (𝐼𝑠 )
7
Alligator 1 2 2
22 3
Longitudinal 2 1 3
Transversal 1 2 20 2
1+000 9 5
rutting 1 2 2
Raveling 23
3
(striping) 2 1 3
5
pothole 1 2 2
total 86
Table 4 16 Suitable remedial treatment for each distress type for station two (1+000)
% of severity Severity Suggested maintenance method

station Distress type level level
 The cumulative value of the measured
Alligator cracking under study area were few
connected cracks.
Alligator 7
 No pumping is evident and the pavement is
Low safe.
1+000 entering into subgrade through the cracks.
Longitudinal 26  Provide side drainage ditches to reduce
cracking.
Medium
 Crack seal (fill the crack) to prevent
moisture entering into subgrade through
Transversal 20
the cracks in order to provide side
Medium drainage ditches to reduce cracking
ASTU, SOCEA 49
 Filling rutting
rutting 9
low  Surface Dressing
Raveling  Patching followed by surface dressing or
23
(striping) medium slurry seal
Table 4 17 Result summary data analysis for station three (1+500)
% of governing
severity crack deformation (𝐼𝑓 ) governing Global
Station Distress extent severity level index (𝐼𝑓 ) index (𝐼𝑑 ) (𝐼𝑑 ) index (𝐼𝑠 )
6
Alligator 1 1 1
7 1
Longitudinal 1 1 1
1+500 Transversal 1 1 5 1 5
Raveling 23
(striping) 2 1 3 3
8
pothole 1 2 2
total 49
Table 4 18 Suitable remedial treatment for each distress type for station three (1+500)

 The cumulative value of the measured Alligator
cracking under study area were few connected cracks.
Alligator 6
Low  No pumping is evident and the pavement is safe.
 Crack seal (fill the crack) to prevent moisture entering
Longitudinal into subgrade through the cracks.
1+500 low  Provide side drainage ditches to reduce cracking.
Transversal 5 into subgrade through the cracks in order to provide
low side drainage ditches to reduce cracking
Raveling  Patching followed by surface dressing or slurry seal
23
(striping) medium
pothole 8 low  patching
ASTU, SOCEA 50
Table 4 19 Result summary data analysis for station four (2+000)
station Distress extent severity % of Crack Deformation Govern, Govern, Global

severity index, index,𝐼𝑑 𝐼𝑓 𝐼𝑑 index
level 𝐼𝑓
84
Alligator 3 3 5
64 5
Longitudinal 3 2 4
40
Transversal 2 2 3
2+000 57 7
rutting 3 2 4
6
corrugation 1 2 2
Raveling 23 4
(striping) 2 1 3
73
pothole 3 2 4
Total 347
Table 4 20 Suitable remedial treatment for each distress type for station four (2+000)

Station type level level
 overlays
Alligator 84  surface patching or
high  Reconstruction.
 use overlays surface, or
Longitudinal 64  Implementing to thin overlay.
high
entering into subgrade through the cracks in
Transversal 40
order to provide side drainage ditches to
2+000 Medium reduce cracking
 Deep rutting usually require base patching.
rutting 57
high  Asphalt Overlay
 Patching
corrugation 6
Low
Raveling  Patching followed by surface dressing or slurry
23
(striping) medium seal
 Patching
pothole 73
high  Reconstruction.
ASTU, SOCEA 51
Table 4 21 Result summary data analysis for station five (2+500)
% of governing governing
severity crack deformation (𝐼𝑓 ) (𝐼𝑑 ) Global
Station Distress extent severity level index (𝐼𝑓 ) index (𝐼𝑑 ) index 𝐼𝑠
43
Alligator 2 3 4
Longitudinal 2 2 26 3 4
6
Transversal 1 2 2
5
2+500 rutting 1 2 2 7
31
corrugation 2 3 4
Raveling 23 4
(striping) 2 1 3
27
pothole 2 3 4
total 161
Table 4 22 Suitable remedial treatment for each distress type for station five (2+500)

 The cumulative value of the measured Alligator cracking
under study area were few connected cracks.
Alligator 43
medium
Longitudinal 36 into subgrade through the cracks.
medium  Provide side drainage ditches to reduce cracking
2+500 Transversal 6 into subgrade through the cracks in order to provide
low side drainage ditches to reduce cracking
 Filling rutting
rutting 5
low  Surface Dressing
 Patching
corrugation 31
medium
Raveling  Patching followed by surface dressing or slurry seal
23
(striping) medium
ASTU, SOCEA 52
Table 4 23 Summary of maintenance option for test road
station Governing Severity Suggested maintenance

distress level
0+000-0+500 pothole medium patching
0+500-1+000 Raveling medium Patching followed by surface dressing or slurry seal
1+000-1+500 Raveling medium Patching followed by surface dressing or slurry seal
1+500-2+000 alligator high  overlays

 surface patching or Reconstruction
2+000-2+500 alligator medium  The cumulative value of the measured
Alligator cracking under study area were few
connected cracks.
 Cracks are not sealed.
ASTU, SOCEA 53
Table 4 24 Distribution of Pavement Distress in the test Roads
distribution of pavement distresses in the test roads

total distress
distress type density %age distress indicator
Alligator 148 19.50
Longitudinal 138 18.18
Transversal 84 11.07
rutting 92 12.12
corrugation 42 5.53
Raveling (striping) 115 15.15
pothole 140 18.45
total 759 100.00
Fig 4 11 Graphical Representation of the Type of Distress
From Graphical representations the majority of the road is affected by alligator cracking. Next to
alligator cracking pothole is dominates the other.
ASTU, SOCEA 54
CHAPTER FIVE
5. Conclusion and Recommendation

5.1 Conclusion
Following conclusions have been drawn based on the present study:
 Based on the type and cause of distress as well as data analysis result the researcher
conclude that remedial work for the section to be maintenance or rehabilitation work.
According to ERA manual states the global index value 5-7 requires maintenance or
rehabilitation work , As result of the all of the global index value in our analysis at
the range 5-7 and the global index value 5 has highest percentage values.
 The major distresses under the study area were Alligator cracking, Potholes, longitudinal
cracking, raveling, rutting, transversal cracking and corrugation. From those surface
distress types the majority of the road is affected by alligator crack.
 The Suggested maintenance for the cracks and defects in study area for Crack seal (fill
the crack) to prevent moisture entering into subgrade through the cracks, Improve
(construct) drainage system, Reconstruction of the edge and support the edge with
paving stones and patching
 The exponential growth in population of the city and because of commercial center makes
the road congested specially by heavy traffic load. This leads the pavement to several
distress on it
 Also the carriage way width of the road is not adequate for safe passage of traffic, this also
has its own impact for deterioration.
 The study area has no proper drainage system and this will have the tremendous impact on
the failure of the pavement.
ASTU, SOCEA 55
5.2 Recommendation
According to our findings, researcher recommend for Adama road municipality that:-
 Construct a proper drainage system throughout the road corridor.
 The road corridors under the study area needs reconstruction for the safe movement of both
pedestrians and vehicles.
 Avoid any contaminant dust particles away from the road corridors, which could be the
reason for the pothole expansion.
 To reduce the spread of further defects and cracks on road the following measures
are suggested:
 Continuous periodic inspection of roads.
 Fill the cracks and repair minor defects on the road surface.
 Construct a water drainage system.
 Periodic cleaning of the road.
 To reduce road defects during the construction or maintenance of the road, the municipality
must ensure that the construction work is performed as properly and required. Also to
construct the roads that have high traffic volume must be increase the thickness of the
asphalt layer and increase the width of lane (To avoid defects that are due to high traffic
volume).
ASTU, SOCEA 56
References
1. HNIN EI EI KHAING, D. T. (June-2014). Study on Failures and Maintenance of Flexible Pavement.
International Journal of Scientific Engineering and Technology Research, 1-4.
2. http://sites.udel.edu/dct/files/2013/12/Tech-Topic-Streets-Pavement-Distresses-p5rptr.pdf. (2013).
Retrieved from http://sites.udel.edu
3. Maintainance management manual. (JUNE 2005). Ethiopia: Ethiopia road authority(ERA).
4. Pavement interactive.,2012. Block Cracking. . (2017, MAY 17). Retrieved from

http://www.pavementinteractive.org
5. PAVEMENT REHABILITATION AND ASPHALT OVERLAY DESIGN MANUAL. (2013). ETHIOPIA:

ETHIOPIAN ROADS AUTHORITY.
6. PAVEMENT REHABILITATION & ASPHALT OVERLAY MANUAL -2002. (2002). Ethiopia:

ETHIOPIAN ROAD AUTHORITY (ERA).
7. Pavement Surface Condition Rating Manual. (August, 2016). British Columbia: Ministry of Construction
Maintenance Branch Construction Maintenance Branch.
8. Reem Salim Nasser Alaamri, R. A. (July- 2017). Evaluation of Flexible Pavement Failures-A Case Study
on Izki Road. International Journal of Advanced Engineering, Management and Science
(IJAEMS), 743-744.
9. Seid Diltata Dilgba, L. D. (July 2018). Assessment of Pavement Surface Defects & Its Mitigation . Seid
Diltata Dilgba, Lecturer, Dept. of Civil Engineering, Bule Hora University, Ethiopia,, 2-6.
10. Sharad.S.Adlinge, P. (june-2018). Pavement Deterioration and its Causes. IOSR Journal of Mechanical
& Civil Engineering (IOSR-JMCE), 3-6.
11. Zulufqar Bin Rashid, I. ((April - June 2017) ). Review Paper On Defects in Flexible Pavement and its
Maintenance. International Journal of Advanced Research in Education & Technology (IJARET),
75.
12. Zumrawi, M. M. (January 2015). Survey and Evaluation of flexible Pavement Failures. International
Journal of Science and Research (IJSR), 1602-1604.
ASTU, SOCEA 57

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EVALUATION OF FLEXIBLE PAVEMENT SURFACE FAILURES AND ITS POSSIBLE MAINTENANCE 2011 E.

Group 7 Members Id No Signature Date

1. Tigistu Abu R/00948/07 __________ __________

Evaluator Name Signature Date

Department head: _______________________

ASTU, SOCEA III

ASHTO: American Association of State Highway and Transport Officials

HMA: Hot Mix Asphalt

AC: Asphalt concrete

3.3 Research Design............................................................................................................................. 35

ASTU, SOCEA VII

Table 4 1 Collected data for pothole under study area ................................................................. 38

ASTU, SOCEA VIII

Fig 3 1 Location of the study area from Google map ................................................................... 34

Fig 4 1 Pothole under study area................................................................................................... 38

The primary functions of a pavement are to:

1.1 Problem statement

1.2.2 Specific objective

 To identify different types of cracks & defects in selected road segment.

1.2 Scope and Limitation of the Study

Limitation of the study:-

1.4. Significance of the study

2.2 Performance and Maintenance of Flexible Pavement

2.2.1 Performance and Failure Criteria of Asphalt pavement

Pavement performance evaluation is an important activity in the maintenance and rehabilitation

Distress is an important consideration in flexible pavement design. Unfortunately, many of the

Fig 2 1 Alligator cracks

Fig 2 2 Edge cracking

Fig 2 2 Edge cracking

Fig 2 3 Block cracking

Fig 2 4 longitudinal cracking

Fig 2 5 transversal cracking

Raveling and Weathering

Lack of skid resistance

2.3 methods of distress survey

Severity and extent rate of pavement distresses

Group: Side Drain Type: Scour

2. Shoulder slightly scoured, some 2. between 10% and 50% of the

3. greater than 10 scoured /trees (dia

Shoulder- Edge Step

Shoulder- Edge Damage

3. greater than 50% of the section is

Carriageway- Fatigue Cracking

3. Extensively branched cracks

Carriageway- Cracking of longitudinal joint

3. greater than 50% area cracked

2. between 2 and 5 depression or areas

Carriageway- Lane Marking

3. lane marking is either missing 3. greater than 50% of the section is

2.4 Major Causes of Pavement Distress

2.4.1. Load Associated Distress

1) Failure of sub grade

2) Failure of sub-base or base course

 Excessive undulation & corrugation on surface

2.4.4.2. Failure of Sub-base or Base Course

1. Inadequate stability or strength: Role of a sub-base or base course is to transform the

 Using good quality of aggregate

2.4.4.3. Failure of Wearing Course

Proper mix design

2.5. Methods of pavement maintenance and rehabilitations

1. Organize the maintenance crew with experienced engineering and maintenance

2.5.1 Maintenance Programs

1. Tigistu Abu R/00948/07