CHAPTER 5

PAVEMENT MAINTENANCE
Pavement Management System
Pavement Management System
A Pavement Management System (PMS) is a set of tools or methods that can assist
decision makers in finding cost effective strategies for providing, evaluating, and
maintaining pavements in a serviceable condition.

Pavement Management System consists of two basic components:

(1) A comprehensive database, which contains current and historical information on

pavement condition, pavement structure, and traffic.

(2) A set of tools that allows us to determine existing and future pavement conditions, predict
financial needs, and identify and prioritize pavement preservation projects.
A PMS encompasses a wide spectrum of activities:
• Planning
• Programming of investments
• Design
• Construction
• Maintenance
• Periodic evaluation of performance

The function of management at all levels involves:

• Comparing alternatives
• Coordinating activities
• Making decisions
• Implementing decisions efficiently and economically
The basic purposes of PMS are:

• To achieve the best value possible for the available

public funds.

• To provide safe, comfortable and economical

transportation.

PMS involves two main levels:

(1) NETWORK LEVEL

(2) PROJECT LEVEL

NETWORK LEVEL PAVEMENT MANAGEMENT

Administrative decisions affect programs for the entire roadway system.

This management system considers the needs of the network as a whole and provides
information for a statewide program of new construction, maintenance, and rehabilitation.

The goal is to optimize the use of funds over the entire system.

Managers at this level compare the benefits and costs for several alternative programs and
then identify the program and budget that will have the greatest benefit/cost ratio.
PROJECT LEVEL PAVEMENT MANAGEMENT

Technical decisions are made for specific projects.

At this level detailed consideration is given to alternative design, construction,

maintenance, and rehabilitation activities for specific projects.

This is accomplished by comparing benefit/cost ratios of several design alternatives and

picking the design alternative that provides the desired benefits for the least total cost over
the projected life of the project.
 PAVEMENT EVALUATION PROCESS

Pavement management comprises the following processes:

1) Asset inventory and condition assessment, or network information

2) Screening or identification of candidate sections

3) Treatment identification and selection

4) Quantity and cost estimation

5) Analysis of past trends and prediction of future trends

6) Reporting of current and future conditions, work programme.

PAVEMENT MAINTENANCE
Pavement Evaluation
Pavement Evaluation can be divided into two categories:

(1) Functional Evaluation

~ used to provide information about surface characteristics that involves
road user’s safety, comfort and serviceability.

(2) Structural Evaluation

~ focuses on the ability of the pavement structure to withstand traffic
loading and environmental effects.
 Evaluation Type Pavement Function Pavement Characteristic Examples of Indices and
Indicators

FUNCTIONAL Serviceability Roughness IRI (International

EVALUATION Roughness Index)
PSI (Present Serviceability
Index)
QI (Quality Index)
Safety Texture Microtexture
Macrotexture
Skid Resistance Skid Resistance Coefficient

IFI (International Friction

Index)
STRUCTURAL Structural Capacity Mechanical Properties Deflections
EVALUATION
Pavement Distress Cracks, Defects
Profile Deformations
Bad fatigue cracking

Fatigue cracking from frost actio

Fatigue cracking from edge failure

Block Cracking

Shoving
Depression

Patching
HMA bleeding from over-asphalting

bleeding in wheel path

Pothole from fatigue cracking

From segregation

Ravelling due to low density

Rutting from mix instability

Pavement Structural Evaluation Methods

Destructive Testing, which involves sampling and testing in situ and at the
laboratory, includes the following methods:
• Coring
• Dynamic Cone Penetrometer (DCP)

DCP is an instrument designed to measure of the in situ

strength of subgrade, base, subbase and weakly
cemented materials.
Pavement Structural Evaluation Methods

Non-destructive testing (NDT) is one of the most reliable methods for

structural evaluation.
Two of the most common NDT equipment are:

(1) Benkelman Beam

(2) Falling Weight Deflectometer (FWD)
BENKELMAN BEAM

The Benkelman Beam is a simple device that operates on the lever arm
principle.
The Benkelman Beam is used with a loaded truck, typically 80 kN (18,000 lb)
on a single axle with dual tires inflated to 480 to 550 kPa (70 to 80 psi).
Measurement is made by placing the tip of the beam between the dual tires
and measuring the pavement surface rebound as the truck is moved away.
BENKELMAN BEAM

The Benkelman Beam is low cost, but is also slow, labor intensive and does
not provide a deflection basin.
FALLING WEIGHT DEFLECTOMETER

The FWD is a trailer-mounted system where the operation control computer

is usually located in the tow vehicle.
To perform a test, the vehicle is stopped and the loading plate (weight) is
positioned over the desired location.
The sensors are then lowered to the pavement surface and the weight is
dropped.
Multiple tests can be performed on the same location using different weight
drop heights.
FALLING WEIGHT DEFLECTOMETER

Impulse loading Sensors

mechanism
FALLING WEIGHT DEFLECTOMETER

The advantage of an impact load response measuring device over a steady

state deflection measuring device is that:

• it is quicker
• the impact load can be easily varied
• it more accurately simulates the transient loading of traffic
Correlation between Benkelman Beam and FWD

BB = 1.33269 + 0.9374*FWD

where

BB = Benkelman Beam deflection (inches x 10-3)

FWD = FWD center load deflection (inches x 10-3)

corrected to 9000 lb load applied on 11.8 in diameter plate

R2 = 0.86

(based on unpublished data collected by Washington DOT Materials Laboratory in 1982 - 1983)
PAVEMENT REHABILITATION
 Rehabilitation of existing pavement

Conventional Method Recycling Method

Surface Treatment

Hot in Place Recycling

Thin Overlay

Mill and Pave Functional Defects

Structural Defects
Thick Overlay
Cold in Plant
 Cement
Recycling
Reconstruction (Partial and Full)  Foam Bitumen
Cold in Place  Emulsion
Recycling  Lime
A bituminous surface treatment (BST), 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;

1 Waterproof layer to protect the underlying pavement

2 Increased skid resistance,
3 A filler for existing cracks or raveled surfaces,
4 An anti-glare surface during wet weather and an increased reflective surface for night
driving.

Historically, BSTs have been in use since the 1920s, primarily on low volume gravel roads. BSTs are
increasingly in use as a preventative maintenance procedure on flexible pavements of good structure.
 A BST offers preventive maintenance from the effects of sun and water, both of which may deteriorate the
pavement structure.

 BSTs create a new wearing course, as well as a waterproof covering for the existing pavement.

 A BST makes it more difficult for water to enter the base material, and preventing freeze thaw damage for
those locations with below freezing temperatures.

 BSTs also increase the surface friction of the pavement, due to the addition of the cover aggregate. This
combats the effects of raveling, which can make the pavement slippery and stopping difficult.

 A BST gives good, gripping texture to the pavement surface.

 BSTs should be applied to a distress-free to moderately distressed pavement surface. A two to four year
service life is common, while five year service lives are achievable.
Milling, or grinding, takes a much different approach than either patching or peel & pave in that it removes
built-up layers of deteriorated asphalt down to a specific depth, making room for a new surface. It is ideal for
larger areas.

 How Does Mill & Pave Work?

Mill & Pave begins by grinding up the existing asphalt into a tiny, gravel- like material (often referred to
as “millings”). The millings are then hauled off-site and can easily be recycled. The newly-grinded surface is
then layered with tack and set to receive a fresh, smooth coat of asphalt. In many cases, mill & pave
is done on large surface areas where a peel and pave or patch is just not sufficient and not cost- effective.
Milling can also remove distresses from the surface, providing a better driving experience and/or longer
roadway life.

Some of the issues that milling can remove include;

I. Raveling: aggregate becoming separated from the binder and loose on the road
II. Bleeding: the binder (asphalt) coming up to the surface of the road
III. Rutting: formation of low spots in pavement along the direction of travel usually in the wheel path
IV. Shoving: a washboard like effect transverse to the direction of travel
V. Ride quality: uneven road surface such as swells, bumps, sags, or depressions
VI. Damage: resulting from accidents and/or fires
 What is an asphalt overlay?
 Asphalt overlay is a paving method of applying a new layer of asphalt to a deteriorating
surface.

 Rather than tearing up an old asphalt surface entirely, an asphalt overlay project will use the
existing layers as a base for the new asphalt pavement.

Some asphalt surfaces with severe damage like rutting, potholes, large cracks, and
expansions will need to be milled before an overlay is applied.

How long will an asphalt overlay last?

When done properly, resurfacing existing asphalt can add an extra 8-15 years to the current
driveway or parking lot. However, a newly reconstructed pavement will last anywhere between 20-
30 years with proper care and maintenance.
 Patching is the process of filling potholes or excavated areas in the asphalt pavement.

 Quick repair of potholes or other pavement disintegration helps control further deterioration and
expensive repair of the pavement.

 Surface patching should be performed to a standard commensurate with resource availability

and the objective of retaining a smooth ride as long as possible.

 Since patching materials are one of the larger material costs a high quality patch is one of the
most cost effective means of utilizing available resources.
Reconstruction is the removal and rebuilding of all (including subgrade) or part of the
road pavement using fresh material and new construction specifications.

Pavements that have failed severely are usually those where deterioration has been
allowed to occur without maintenance.
There are two types of reconstruction:

(1) Full-depth reconstruction

Full reconstruction is needed when the subgrade layer as well as the pavement layers
have deteriorated beyond repair. The rebuilding will include the subgrade.

(2) Partial-depth reconstruction

Partial reconstruction is needed when the road base has been contaminated and it has
lost its inherent stability. The rebuilding does not include the subgrade.
Identifying Full Reconstruction

Full reconstruction may be needed for the following combination of failures:

• Pavement surface which suffer from crocodile cracks with rut depths of more than 25 mm,
without shoving.
• Pavement surface which suffers cracking with rut depth of more than 15 mm and deep shoving.

Identifying Partial and Base Reconstruction

Partial reconstruction may be needed for the following failures or combination of failures:

• Spalling and crocodile cracking with rut depth of less than 15 mm.
• Shoving with rut depth less than 15 mm.
• Crocodile cracking with block size less than 100 mm with shoving.