CHAPTER 6.2
PAVEMENT MAINTENANCE
Presented By:
Assoc. Prof. Ts. Dr. Mohamad Yusri Aman

Definitions

“Pavement maintenance” is defined as the

function of preserving, repairing, and
restoring a highway and keeping it in condition
for safe, convenient, and economical use.

Pavement maintenance is routine work

performed to keep a pavement, under normal
conditions of traffic and forces of nature, as
nearly as possible in its as-constructed
condition


 

Important of Maintenance
 Delayed maintenance has indirect costs
as well.

 Neglected roads steadily become more

difficult to use, resulting in increased
vehicle operating costs (more frequent
repairs, more fuel use) and a reluctance
by transport operators to use the roads.

 This imposes a heavy burden on the

economy: as passenger and freight
services are curtailed,

 there is a consequent loss of economic

and social development opportunities.

To preserve the asset, not to upgrade it. Unlike major road works,
maintenance must be done regularly.

Road maintenance comprises “activities to keep pavement, shoulders,

slopes, drainage facilities and all other structures and property within the
Page 2 Transport Note No. TRN-4 June 2005 road margins as near as
possible to their as-constructed or renewed condition” (PIARC 1994).

It includes minor repairs and improvements to eliminate the cause of

defects and to avoid excessive repetition of maintenance efforts.

For management and operational convenience, road maintenance is

categorized as routine, periodic, and urgent.


 

Maintenance Categories

• Routine Maintenance
• Periodic Maintenance
• Rehabilitation

Routine Maintenance
 Routine maintenance, which comprises small-scale works,
conducted regularly, aims “to ensure the daily passability and
safety of existing roads in the short-run and to prevent premature
deterioration of the roads” (PIARC 1994).


 

Routine Maintenance
 Frequency of activities varies but is generally once or more a week
or month.
 Typical activities include roadside verge clearing and grass cutting,
cleaning of silted ditches and culverts, patching, and pothole repair.
 For gravel roads it may include regrading every six months.

Periodic Maintenance
Periodic maintenance, which covers activities on a section of road
at regular and relatively long intervals, aims “to preserve the
structural integrity of the road”


 

Periodic Maintenance
These operations tend to be large scale, requiring specialized equipment
and skilled personnel and the cost more than routine maintenance
works.

Activities can be classified as preventive, resurfacing, overlay, and

pavement reconstruction. Resealing and overlay works
are generally undertaken in response to measured deterioration in road
conditions.

Urgent Maintenance
 Urgent maintenance is undertaken for
repairs that cannot be foreseen but require
immediate attention, such as collapsed
culverts or landslides that block a road.

 Maintenance does not include

rehabilitation, building shoulders, or
widening roads. If the sections to be rebuilt
constitute more than 25 percent of the
road’s length, the work is rehabilitation, not
maintenance.


 

Rehabilitation Maintenance
 Rehabilitation Includes major work carried out to restore structural
service levels. As such, the treatments are corrective in nature and
include: non-structural overlays, structural asphalt overlays,
reconstruction or recycling of pavement materials, etc.

 Periodic maintenance and rehabilitation activities are typically high cost

treatments that are aimed to last and, therefore, need to be planned and
managed using established project management techniques.

Flexible Pavement Distress


 

This is a summary of the major flexible

pavement distresses.

Pavement Distresses

Fatigue (alligator) cracking Polished aggregate

Bleeding Potholes
Block cracking Raveling
Corrugation and shoving Rutting
Depression Slippage cracking
Joint reflection cracking Stripping
Lane/shoulder drop-off Transverse (thermal) cracking
Longitudinal cracking Water bleeding and pumping
Patching

Fatigue (Alligator) Cracking

Description: Series of interconnected cracks caused by
fatigue failure of the HMA surface (or stabilized base)
under repeated traffic loading.
In thin pavements, cracking initiates at the bottom of
the HMA layer where the tensile stress is the highest
then propagates to the surface as one or more
longitudinal cracks.
This is commonly referred to as "bottom-up" or
"classical" fatigue cracking.
In thick pavements, the cracks most likely initiate from
the top in areas of high localized tensile stresses
resulting from tire-pavement interaction and asphalt
binder aging (top-down cracking).
After repeated loading, the longitudinal cracks connect
forming many-sided sharp-angled pieces that develop
into a pattern resembling the back of an alligator or
crocodile.


 

Fatigue (Alligator) Cracking

Problem: Indicator of structural failure, cracks allow
moisture infiltration, roughness, may further
deteriorate to a pothole

Possible Causes:
Decrease in pavement load supporting
characteristics Loss of base, subbase or subgrade
support (e.g., poor drainage or spring thaw resulting
in a less stiff base).
Stripping on the bottom of the HMA layer (the
stripped portion contributes little to pavement
strength so the effective HMA thickness
decreases) and..
Increase in loading (e.g., more or heavier loads than
anticipated in design) Inadequate structural design
Poor construction (e.g., inadequate compaction)

Fatigue (Alligator) Cracking

Repair: A fatigue cracked pavement should be
investigated to determine the root cause of failure or
pavement's structural.
Once the characteristic alligator pattern is apparent,
repair by crack sealing is generally ineffective.
Fatigue crack repair generally falls into one of two
categories:
Small, localized fatigue cracking indicative of a loss
of subgrade support. Remove the cracked pavement
area then dig out and replace the area of poor
subgrade and improve the drainage of that area if
necessary. Patch over the repaired subgrade.
Large fatigue cracked areas indicative of general
structural failure. Place an HMA overlay over the
entire pavement surface. This overlay must be
strong enough structurally to carry the anticipated
loading.


 

CRACK SEALS
• Crack seal products are used to fill
individual pavement cracks to
prevent entry of water or other non-
compressible substances such as
sand, dirt, rocks or weeds.

• Crack sealant is typically used on

early stage longitudinal cracks,
transverse cracks, reflection cracks
and block cracks.

• Alligator cracks are most often too

extensive to warrant filling with
crack sealer; they usually require an
area treatment such as a patch or
reconstruction.

• Crack filler material is typically

some form of rubberized asphalt or
sand slurry.

CRACK SEALS
• Purpose: Preventive maintenance. Crack
filling to prevent entry of water or other
non-compressible substances into the
pavement.

• Materials: Heated liquid asphalt (often

some form of rubberized asphalt).

• Mix Design: Various, including

proprietary methods.

• Other Info: Before applying crack

sealant, cracks need to be routed out
and cleaned. Crack sealing is best done
in moderate temperatures (spring or
fall) and..
is most effective if performed
immediately after cracks develop.
Reported average performance life
ranges from about 3 - 8 years.


 

Block Cracking
Description: Interconnected cracks that divide the
pavement up into rectangular pieces. Blocks range
in size from approximately 0.1 m2 (1 ft2) to 9 m2 (100
ft2). Larger blocks are generally classified as
longitudinal and transverse cracking. Block
cracking normally occurs over a large portion of
pavement area but sometimes will occur only in non-
traffic areas.
Problem: Allows moisture infiltration, roughness
Possible Causes: HMA shrinkage and daily
temperature cycling.

Typically caused by an inability of asphalt binder to

expand and contract with temperature cycles
because of:
• Asphalt binder aging
• Poor choice of asphalt binder in the mix design

Block Cracking
Repair: Strategies depend upon the severity
and extent of the block cracking:

Low severity cracks (< 1/2 inch wide). Crack

seal to prevent:
(1) entry of moisture into the subgrade through
the cracks and
(2) further raveling of the crack edges. HMA
can provide years of satisfactory service
after developing small cracks if they are
kept sealed.

High severity cracks (> 1/2 inch wide and

cracks with raveled edges). Remove and
replace the cracked pavement layer with an
overlay.


 

Joint Reflection Cracking

Description: Cracks in a flexible overlay of a rigid
pavement. The cracks occur directly over the
underlying rigid pavement joints.
Joint reflection cracking does not include
reflection cracks that occur away from an
underlying joint or from any other type of base
(e.g., cement or lime stabilized).

Problem: Allows moisture infiltration, roughness

Possible Causes: Movement of the PCC slab

beneath the HMA surface because of thermal and
moisture changes. Generally not load initiated,
however loading can hasten deterioration.

Joint Reflection Cracking

Repair: Strategies depend upon the severity and
extent of the cracking:

Low severity cracks (< 1/2 inch wide and

infrequent cracks). Crack seal to prevent

(1) entry of moisture into the subgrade through

the cracks and
(2) (2) further raveling of the crack edges. In
general, rigid pavement joints will eventually
reflect through an HMA overlay without proper
surface preparation.

High severity cracks (> 1/2 inch wide and

numerous cracks). Remove and replace the
cracked pavement layer with an overlay.


 

Longitudinal Cracking
Description: Cracks parallel to the pavement's centerline or laydown
direction. Usually a type of fatigue cracking.

Problem: Allows moisture infiltration, roughness, indicates possible

onset of alligator cracking and structural failure.

Longitudinal Cracking
Possible Causes:
Poor joint construction or location. Joints are
generally the least dense areas of a
pavement. Therefore, they should be
constructed outside of the wheelpath so that
they are only infrequently loaded.

Joints in the wheelpath like those shown in

third through fifth figures above, will general
fail prematurely.

A reflective crack from an underlying layer (not

including joint reflection cracking)

HMA fatigue (indicates the onset of future

alligator cracking)
top-down cracking


 

Longitudinal Cracking
Repair: Strategies depend upon the
severity and extent of the cracking:

Low severity cracks (< 1/2 inch wide and

infrequent cracks). Crack seal to prevent

(1) entry of moisture into the subgrade

through the cracks and..
(2) further raveling of the crack
edges. HMA can provide years of
satisfactory service after developing
small cracks if they are kept sealed.

High severity cracks (> 1/2 inch wide and

numerous cracks). Remove and replace
the cracked pavement layer with an overlay.

Potholes
Description: Small, bowl-shaped
depressions in the pavement surface that
penetrate all the way through the HMA layer
down to the base course.

They generally have sharp edges and

vertical sides near the top of the hole.

Potholes are most likely to occur on roads

with thin HMA surfaces (25 to 50 mm (1 to 2
inches)) and seldom occur on roads with
100 mm (4 inch) or deeper HMA surfaces
(Roberts et al., 1996).


 

Potholes
Problem: Roughness (serious vehicular damage
can result from driving across potholes at higher
speeds), moisture infiltration

Possible Causes: Generally, potholes are the end

result of alligator cracking.

As alligator cracking becomes severe, the

interconnected cracks create small chunks of
pavement, which can be dislodged as vehicles
drive over them.

The remaining hole after the pavement chunk is

dislodged is called a pothole.

Repair: In accordance with patching techniques.

PATCHES

• Patches are a common method of

treating an area of localized distress.

• Patches can be either full-depth

where they extend from the pavement
surface to the subgrade or partial
where they do not extend through the
full depth of existing pavement.


 

PATCHES
• Full-depth patches are necessary where
the entire depth of pavement is
distressed.

• Often times, the underlying base, subbase

or subgrade material is the distresses root
cause and will also need repair.

• Partial depth patches are used for

pavement distresses like raveling, rutting,
delamination and cracking where the
depth of crack does not extend through
the entire pavement depth.

PATCHES

• One form of patching, pothole patching,

probably receives the greatest amount
of public attention.

• Pothole patching procedures cover a

wide range of methods and intentions
from permanent full-depth patches to
temporary partial depth patches.


 

PATCHES
Semi-Permanent Pothole Patch (from FHWA, 1998)

• Remove all water and debris from the

pothole.

• Square up the pothole sides so they are

vertical and have in-tact pavement on all
sides.

• Place the patching material into the

clean squared-up hole.

• The material should mound in the center

and taper down to the edges so that it
meets flush with the surrounding
pavement edges.

PATCHES
Semi-Permanent Pothole Patch (from FHWA, 1998)

• Compact the patching material starting

in the center and working out toward
the edges.

• Compaction can be accomplished using a

vibratory plate compactor or a single-
drum vibratory roller. Check the
compacted patching material for a slight
crown.

• This is done so that subsequent traffic

loading will compact it down to the
surrounding pavement height


 

PATCHES
Throw-and-roll (from FHWA, 1998)

• Place the patching material into the pothole

without any preparation or water/debris
removal.

• Compact the patching material using the

patching truck tires (usually 4 to 8 passes).

• Check the compacted patch for a slight

crown.

• If a depression is present add more patching

material and compact.

FOG SEALS
• A fog seal is a light application of a
diluted slow-setting asphalt emulsion to
the surface of an aged (oxidized)
pavement surface.

• Fog seals are low-cost and are used to

restore flexibility to an existing HMA
pavement surface.

• They may be able to temporarily

postpone the need for a surface treatment
or non-structural overlay.


 

FOG SEALS
• Purpose: Preventive maintenance. Fog seals are used to restore or
rejuvenate an HMA surface. They may be able to postpone the need for a
Bitumen Surface Treatment or non-structural overlay for a year or two.

• Materials: Slow-setting asphalt emulsion.

• Mix Design: None. A test patch may be needed to determine the proper
application rate.

• Other Info: Fog seals are suitable for low-volume roads which can be
closed to traffic for the 4 to 6 hours it takes for the slow-setting asphalt
emulsion to break and set.

• An excessive application rate may result in a thin asphalt layer on top of

the original HMA pavement.

• This layer can be very smooth and cause a loss of skid resistance. Sand
should be kept in reserve to blot up areas of excess application.

REJUVENATORS
• Rejuvenators are products designed to restore
original properties to aged (oxidized) asphalt
binders by restoring the original ratio of
asphaltenes to maltenes.

• Many rejuvenators are proprietary, making it

difficult to offer a good generic description.

• However, many rejuvenators contain maltenes

because their quantity is reduced by oxidation.


 

REJUVENATORS
• Rejuvenators will retard the loss of surface fines
and reduce the formation of additional cracks,

• however they will also reduce pavement skid

resistance for up to 1 year (Army and Air Force,
1988).

• Because of this, rejuvenators are generally

appropriate for low-volume.

REJUVENATORS
• Purpose: Preventive maintenance. Restore
original properties to aged asphalt
binder. Rejuvenators may be able to postpone
the need for a Bitumen Surface Treatment or
non-structural overlay for a year or two.

• Materials: Various compounds. Most

rejuvenators are proprietary and thus a general
description of their constituent materials is not
possible.

• Mix Design: None. A test patch may be

needed to determine effectiveness and the
proper application rate.


 

REJUVENATORS
• Other Info: A rejuvenator should not be applied to a pavement having an
excess of binder on the surface such as that found in slurry seal,

• When excessive binder is on the surface, the rejuvenator will soften the
binder and cause the surface to become tacky and slick.

• The amount of air voids in the HMA being rejuvenated should be at least 5
percent to ensure proper penetration of the rejuvenator into the
pavement. If the voids are less than 5 percent, the rejuvenator may fill the
voids and thus cause an unstable mix (Army and Air Force, 1988).

• Rejuvenators should be applied in hot weather, above 20C (70F), so that

the rejuvenator will penetrate more deeply into the asphalt pavement and
will cure sooner.

SLURRY SEAL
• A slurry seal is a homogenous mixture of emulsified asphalt, water,
well-graded fine aggregate and mineral filler that has a creamy fluid-like
appearance when applied.


 

SLURRY SEAL
• Slurry seals are used to fill existing pavement surface defects as either a
preparatory treatment for other maintenance treatments or as a wearing
course.

SLURRY SEAL
There are three basic aggregate gradations used in slurry seals:

• Type I (fine). This type has the finest aggregate gradation (most are
smaller than the 2.36 mm (No. 8) sieve) and is used to fill small surface
cracks and provide a thin covering on the existing pavement. Type I
aggregate slurries are sometimes used as a preparatory treatment for
HMA overlays or surface treatments. Type I aggregate slurries are
generally limited to low traffic areas (ISSA, 2001).

• Type II (general). This type is coarser than a Type I aggregate slurry (it
has a maximum aggregate size of 6.4 mm (0.25 inches)) and is used to
treat existing pavement that exhibits moderate to severe raveling due to
aging or to improve skid resistance. Type II aggregate slurry is the most
common type.

• Type III (coarse). This type has the most coarse gradation and is used
to treat severe surface defects. Because of its aggregate size, it can be
used to fill slight depressions to prevent water ponding and reduce the
probability of vehicle hydroplaning.


 

MICROSURFACING

• Microsurfacing is an advanced form

of slurry seal that uses the same
basic ingredients (emulsified asphalt,
water, fine aggregate and mineral
filler) and combines them with
advanced polymer additives.

MICROSURFACING
• Purpose: Preventive maintenance.
Repair slight to moderate pavement
surface defects, improve skid resistance.

• Materials: Emulsified asphalt, water,

well-graded fine aggregate and mineral
filler.

• Mix Design: Various, including

proprietary methods.

• Other Info: As opposed to a fog seal, a

slurry seal contains aggregate and can
thus correct minor surface defects in a
variably textured surface - filling cracks
and voids, sealing weather-tight, and
providing color and texture delineation in a
single pass (ISSA, 2001b).


 

BITUMINOUS SURFACE TREATMENT (BST)

BITUMINOUS SURFACE TREATMENT

(BST)
• A bituminous surface treatment, also known as a seal coat or chip
seal, is a thin protective wearing surface that is applied to a pavement
or base course.

• BSTs can provide all of the following:

 A waterproof layer to protect the underlying pavement.
 Increased skid resistance.
 A fill for existing cracks or raveled surfaces.
 An anti-glare surface during wet weather and an increased
reflective surface for night driving.


 

BITUMINOUS SURFACE TREATMENT

(BST)
A single layer BST is constructed in the following
steps:

 Surface preparation. Surface defects, such

as potholes, are repaired and the existing
surface is cleaned (e.g., by a street sweeper).

 Asphalt material application. Typically, an

asphalt emulsion is applied from a spray
truck to the surface of the existing
pavement.

BITUMINOUS SURFACE TREATMENT

(BST)

• Aggregate application. A thin aggregate

cover (only one stone thick) is spread over
the asphalt material before it has set.

• The aggregate usually has a uniform

gradation.

• Aggregate embedding. A roller (usually

a pneumatic tire roller) is used to push
the aggregate into the asphalt material
and seat it firmly against the underlying
pavement.


 

BITUMINOUS SURFACE TREATMENT (BST)

• Generally, about 50 percent of each aggregate
particle should be embedded in the asphalt
material after final rolling.

• About 70 percent of each aggregate particle

will be embedded after several weeks of
traffic. It is common to place an aggregate
"chokestone" on top of the uniformly graded
larger aggregates after embedment.

• Chokestone is essentially a finer aggregate

gradation (e.g., less than 12.5 mm (0.25
inches)) used to make a more dense
aggregate matrix at the level of embedment.

• This more dense matrix helps prevent

excessive aggregate loss due to traffic.

BITUMINOUS SURFACE TREATMENT (BST)

• Purpose: Preventive maintenance. Wearing course, waterproof
covering for the existing pavement.

• Materials: Asphalt (as asphalt binder, cutback asphalt or asphalt

emulsion) and aggregate (uniformly graded).

• Mix Design: Various methods.


 

BITUMINOUS SURFACE TREATMENT (BST)

• Other Info: Traditionally, BSTs were

thought of as most applicable to low volume,
low speed roads because they will eventually
involve some amount of loose aggregate.

• On a high volume or high speed road, this

loose aggregate can be picked up and
thrown by wheels, which can result in
chipped paint and broken windshields.

• However, developments in asphalt cement

modifiers and BST construction procedures
have made it possible to use them on high
volume/speed roads including interstates.

NON-STRUCTURAL OVERLAYS
• Non-structural overlays do not involve
extensive structural design and generally
contribute little, if anything, to a pavement's
structural capacity.
• Non-structural overlays are generally thin
surface overlays on the order of 12.5 mm (0.5
in.) to 37.5 mm (1.5 in.) that are used to (NAPA,
1995):
• Improve ride quality and Correct minor surface
defects.
• Improve safety characteristics such as skid
resistance and drainage.
• Enhance appearance.
• Reduce road-tire noise


 

NON-STRUCTURAL OVERLAYS
● Non-structural overlays can vary widely in composition depending
upon local practice, traffic and general purpose.

● A loose classification of non-structural overlays follows (NAPA, 1995):

 Light volume/residential traffic. The primary objective in light

traffic areas is to retard asphalt binder aging of the underlying
pavement.

Since heavy traffic loads are not of great concern, overlays are
generally less stiff (resulting in a more workable mix, increased
durability and flexibility and a potential for the overlay to reheal
under traffic) and use smaller-sized aggregates.

 Heavy, high-speed traffic. The primary objective in heavy, high-

speed traffic areas is to prevent rutting and provide good friction.

Because of this, overlays typically use larger angular aggregate

and more durable mixes such as SMA or OGFC.

Rutting
● Description: Surface depression in the
wheelpath. Pavement uplift (shearing) may occur
along the sides of the rut.

● Ruts are particularly evident after a rain when

they are filled with water.

● There are two basic types of rutting: mix rutting

and subgrade rutting.

● Mix rutting occurs when the subgrade does not

rut yet the pavement surface exhibits wheelpath
depressions as a result of compaction/mix
design problems.

● Subgrade rutting occurs when the subgrade

exhibits wheelpath depressions due to
loading. In this case, the pavement settles into
the subgrade ruts causing surface depressions in
the wheelpath.


 

Rutting
Problem: Ruts filled with water can cause vehicle
hydroplaning, can be hazardous because ruts
tend to pull a vehicle towards the rut path as it is
steered across the rut.

Possible Causes: Permanent deformation in any

of a pavement's layers or subgrade usually
caused by consolidation or lateral movement of
the materials due to traffic loading.

Specific causes of rutting can be:Insufficient

compaction of HMA layers during construction.
If it is not compacted enough initially, HMA
pavement may continue to densify under traffic
loads.

Rutting
● Subgrade rutting (e.g., as a result of
inadequate pavement structure) Improper mix
design or manufacture (e.g., excessively high
asphalt content, excessive mineral filler,
insufficient amount of angular aggregate
particles)

● Repair: A heavily rutted pavement should be

investigated to determine the root cause of
failure (e.g. insufficient compaction, subgrade
rutting, poor mix design or studded tire
wear).

● Slight ruts (< 1/3 inch deep) can generally be

left untreated. Pavement with deeper ruts
should be leveled and overlaid.


 

Stripping
Description: The loss of bond between
aggregates and asphalt binder that typically
begins at the bottom of the HMA layer and
progresses upward. When stripping begins at
the surface and progresses downward it is
usually called raveling.

Problem: Decreased structural support, rutting,

shoving/corrugations, raveling, or cracking
(alligator and longitudinal)

Possible Causes: Bottom-up stripping is very

difficult to recognize because it manifests itself
on the pavement surface as other forms of
distress including rutting, shoving/corrugations,
raveling, or cracking.

Stripping
Typically, a core must be taken to positively
identify stripping as a pavement distress.

• Poor aggregate surface chemistry

• Water in the HMA causing moisture damage
• Overlays over an existing open-graded
surface course.

Repair: A stripped pavement should be

investigated to determine the root cause of failure
(i.e., how did the moisture get in?).

Generally, the stripped pavement needs to be

removed and replaced after correction of any
subsurface drainage issues.


 

Rigid Pavement Distress

This section is a summary of the major rigid pavement

distresses discussion includes

Rigid Pavement Distresses

Blowup (buckling) Pumping
Corner break Punchout
Durability cracking ("D" Patching
cracking) Polished aggregate
Faulting Reactive aggregate
Joint load transfer system distresses
deterioration Shrinkage cracking
Linear (panel) cracking Spalling
Popouts


 

BLOWUP (BUCKLING)

Description: A localized upward slab

movement and shattering at a joint or
crack.

Usually occurs in spring or summer and is

the result of insufficient room for slab
expansion during hot weather.

Problem: Roughness, moisture infiltration,

in extreme cases can pose a safety hazard

CORNER BREAK
Description: A crack that intersects the PCC slab
joints near the corner. "Near the corner" is
typically defined as within about 2 m (6 ft) or so.

A corner break extends through the entire slab

and is caused by high corner stresses.

Problem: Roughness, moisture infiltration, severe

corner breaks will fault, spall and disintegrate

Possible Causes: Severe corner stresses caused

by load repetitions combined with a loss of
support, poor load transfer across the joint,
curling stresses and warping stresses.

Repair: Full-depth patch.


 

DURABILITY CRACKING ("D" CRACKING)

Description: Series of closely spaced, crescent-
shaped cracks near a joint, corner or crack.

It is caused by freeze-thaw expansion of the large

aggregate within the PCC slab.

Problem: Some roughness, leads to spalling and

eventual slab disintegration

Possible Causes: Freeze-thaw susceptible

aggregate.

Repair: "D" cracking is indicative of a general aggregate freeze-thaw

problem.

Although a full-depth patch or partial-depth patch can repair the affected

area, it does not address the root problem and will not, or course, prevent
"D" cracking elsewhere.

FAULTING

Description: A difference in elevation across a

joint or crack usually associated with undoweled
JPCP.

Usually the approach slab is higher than the

leave slab due to pumping, the most common
faulting mechanism.

Faulting is noticeable when the average faulting

in the pavement section reaches about 2.5 mm
(0.1 inch).

When the average faulting reaches 4 mm (0.15 in),

diamond grinding or other rehabilitation
measures should be considered (Rao et al., 1999).

Problem: Roughness


 

JOINT LOAD TRANSFER SYSTEM DETERIORATION

Description: Transverse crack or corner break developed as a result of

joint dowels.

Problem: Indicator of a failed load transfer system, roughness.

JOINT LOAD TRANSFER SYSTEM DETERIORATION

Possible Causes: Load transfer dowel bars can fail for

two principal reasons:

Corrosion. If inadequately protected, dowel bars can corrode over

time.

The corrosion products occupy volume, which creates tensile

stresses around the dowel bars, and a severely corroded dowel bar
is weaker and may fail after repeated loading.

Misalignment. Dowel bars inserted crooked or too close to the slab

edge may create localized stresses high enough to break the slab.
Misalignment can occur during original construction or during
dowel bar retrofits.


 

LINEAR (PANEL) CRACKING

Description: Linear cracks not associated with corner breaks or blowups that
extend across the entire slab. Typically, these cracks divide an individual slab
into two to four pieces.
Problem: Roughness, allows moisture infiltration leading to erosion of
base/subbase support, cracks will eventually spall and disintegrate if not
sealed
Possible Causes: Usually a combination of traffic loading, thermal gradient
curling, moisture stresses and loss of support.
Repair: Slabs with a single, narrow linear crack may be repaired by crack
sealing. More than one linear crack generally warrants a full-depth patch.

PATCH

• Rigid pavement patches are used to treat

localized slab problems such as spalling,
scaling (e.g., reactive aggregate distress,
over-finishing the surface), joint
deterioration, corner breaks or punchouts.

• If the problem is limited in depth, then a

partial depth patch may be appropriate,
otherwise a full depth patch is
recommended.


 

PATCH
• A high quality patch can be considered a
permanent repair, although all patches are
treated as a form of pavement distress.

• Although HMA is sometimes used for

emergency patches, PCC should be used
for permanent patches. Fast-setting PCC
is often used to minimize setting time.

PATCH

• Partial depth patches are used to restore

localized areas of slab damage that are
confined to the upper one-third of slab depth.

• Generally, this includes light to moderate

spalling and localized areas of severe scaling
(ACPA, 1995).

• Partial depth patches are usually small, often

only 50 - 75 mm (2 - 3 inches) deep and
covering an area less than 1 m2 (10.8 ft2)
(ACPA, 1995).

• The generally partial depth patching process

proceeds as follows (ACPA, 1995):


 

PATCH METHOD
• Locate the area to be patched. Extend the patch beyond the damaged
area by 75 - 100 mm (3 - 4 inches).

• Remove the damaged material. Removal is usually accomplished by

sawing and chipping. Small areas can be removed by sawing around the
patch edges and then chipping out the interior. The patch should be
deep enough to remove all the damaged material.

• Clean the area to be patched. Sandblasting or water blasting removes

loose particles and creates a rough texture to which the bonding agent
can adhere.

• Apply a bonding agent. A cementitious grout is used to help the patch

material bond to the original slab material.

• Place, finish and cure the PCC. The PCC should be placed so that the
patch is of the same elevation as the surrounding slab. Finishing the
patch from the center to the edges helps push the PCC patch material
firmly against the existing slab and increases the potential for a high
strength bond.

PATCH METHOD

• Full depth patches are used to restore

localized areas of slab damage that extend
beyond the upper one-third of slab depth
or originate from the slab bottom.

• Generally, this includes spalling,

punchouts, corner breaks, moderate to
severe slab cracking and localized areas
of severe scaling (e.g., reactive aggregate
distress, over-finishing the surface)
(ACPA, 1995).


 

mdyusri@uthm.edu.my 73