2 Maint Tota B WL 4

Pavement Maintenance and Evaluation
Dr. Hozayen Ahmed Hozayen

Professor of Highway and Traffic Engineering
Hozayena@yahoo.com
0020106044758
Course Notes
Course Outline
1 – Introduction:
Project and Network Pavement management
The What, the How, and the When of PMS
Data Collection and Requirement
Pavement Management Data Needs
2 – Pavement Evaluation
Pavement Distress (Condition Survey)
Automated distress Survey
Evaluation of Pavement Safety
Pavement Roughness Evaluation
Pavement Structural Capacity
١
Course Outline (Cont.)
3 - Concept of Pavement Performance

- AASHTO Design Criteria
- Development of Serviceability Rating
- Present Serviceability Index (PSI)
- Initial and Terminal Serviceability
- Remaining Service Life and Salvage Value
4 - Maintenance Treatments
- Preventive and Corrective Maintenance
- Selection of Maintenance Treatments
- Maintenance Treatment Effectiveness
- Life Cycle Cost
Course Outline (Cont.)

5 – Preventive Maintenance
- Alligator cracks
- Block cracks
- Edge cracks
- Transverse cracks
- Longitudinal cracks
- Raveling/weathering
- Distortion
- Rutting
- Bleeding
٢
1
Introduction
to Pavement
Management
Ancient
Roads
3000 BC, roads to
build Pyramids in
Egypt
• 2000 BC, streets of

Babylon paved
• Roman highway system –
reached limits of roman
empire
http://www.dl.ket.org/latin3/mores/techno/roads/photos/9.htm
٣
Bitumen Evaluation
Material Processing Aggregate
-Penetration
-Viscosity CBR
-Flash Point Test Mix Design (145-170)°C Abrasion
Soundness
Crude Oil Refining
(Heating) Asphalt Mix Plant (150°C) Base Course and
Subbase Course
Mix lay Down and

Compaction (110°C)
(Construction)
Quality Control Tests
Pavement Maintenance
Pavement Recycling
Materials
Quality Control
Mix
Construction
Design
Maintenance
٤
٥
Step 8d- As you are digging the hole put the retrieved
soil into the plastic bag in order that the soil does not
lose moisture.
step 8h-Having the valve closed turn the gallon+cone

upside down and place the cone in the center hole of
tray and open the valve so that sand flows
٦
٧
Compaction Methods and Equipment
Smooth-Wheeled Rollers
1- Pressure Types Pneumatic-tired Roller
(Suitable for cohesive soils) Sheep’s Foot Roller
2- Vibratory Roller Types

(Suitable for gravel and sand soils)
3- Impact Types
(Plate Compaction)
Smooth-Wheeled Rollers
٨
Pneumatic-tired Roller
Sheep’s Foot Roller
٩
3- Impact Types
١٠
Pavement Structure
p
A- Flexible pavement Tire (Asphalt Concrete Mix)
Wearing Surface (AC)
t1 Tack Coat (LA)

Binder Course (A.C)
Pavement
t2 Base Prime Coat
Thickness (LA)
t3 SubBase course
(Granular materials)
Subgrade
B- Rigid pavement p
Tire
t1 Concrete slab
t2 Granular Base
Subgrade
Pavement Design
The concept of pavement design has been

elevated to specifying the best combination
of Materials, Construction polices and
Maintenance.
M–C-M
Haas & Hudson
1994
١١
Build
Build Operate
Operate Forget
Maintain
Construction
Maintenance
• Prioritization
• Treatments
• Materials
• Effectiveness
• Life Cycle cost
• Benefit quantification
• Economic Evaluation
١٢
Advanced Mix Design
Methods
History of mix design :
1- First road builders were in Asia and Egypt soon after discovery of the wheel
(3500 B.C.) Published by AASHTO 1952 “Public Roads of the Past”
2- Second, the Romans (312 B.C.).
3- Lake Asphalt + Agg. By Richardson (1873----1905)
4- Hubbard Method (asphalt mix).
5- Hveem Method.
6- Marshall Method of mix design
by Bruce Marshall (Missippi Highway Department in 1939-----Till now)
use Hummer Compaction --- Most common.
7- Superpave ( USA ) in 1993 ---Till now.
by SHRP: Strategic Highway Research Program.
Superpave: Superior Performing Asphalt Pavements
[ Gyratory Compaction + A.V. and VMA only]
8- European Method (recipes)
Stone Mastic Asphalt (SMA).
Mix Property Distress

Low Stability Deformation, Rutting
Low A.V. Bleeding, low skid resistance, Rutting
High A.V. Densification under traffic,
moisture damage
Low Flow Difficult to Compact
(harsh mix)
High Flow Difficult to Compact (Tender mix)
Low VMA Less Durable mix
١٣
Aggregate Types
Aggregate
Natural Aggregate Manufactured

(Artificial)Aggregate
Pit. Quarry - Steel Slag
(Non-Processed Agg.) (Processed Agg.) - Blast furnace Slag
-Gravel - Electric furnace
Crushing Machine (Crusher) slag
-Sand Dense
size
Gap
Crusher Run Agg. %Pas
One
or Crushed Agg. s
Open
Aggregate Gradation Application
1- Dense (well) graded agg. (Surface layer mixes) Sieve Size
2- Open graded Agg. (Binder layer or surface drainage
mixes)
3- Gap graded Agg. (Mixes with rich asphalt cement)
4- one-size Agg. (Macadam or surface treatment)
Types of Hot Asphalt Concrete Mixes
Type Application
1-1 Dense Graded Mix Wearing Course, A.V. 3-5%
1-2 Gap Graded Mix To Resist Fatigue
1-3 Stone-Mastic Asphalt Wearing Course, A.V. 3-5%
1-4 Open Graded Friction - To Reduce Accidents.
Course (OGFC) - High drainage properties.
- Air Voids = (10 to 12)%.
1-5 Porous Asphalt Mix - To Reduce Accidents.
- High drainage properties.
- Air Voids = (15 to 20)%.
1-6 Open Graded Mixes Binder Course.
١٤
١٥
One Century
of Pavement
Research
?
SHRP?
(1988-1993)
Superpave
Contracting/Construction Technology
١٦
EVOLUTION OF PAVEMENT INDUSTRY
Pa v
eme
nt Pro
blem • Implementation
s • Improved • Automated of SHRP.
Structural Pavement • Construction
Design. Evaluation. Area
• Reliability Automation.
• Properties Vs. • In-service
Pavement Research
Evaluation concept. • Long term Pvt.

problems.
Performance
• Analysis of • Life cycle • Performance
Based Space. BOOt
AASHO cost. Pavement.
Results. Initiation of
•
• Economic SHRP. • Super pave
• Basic • Serviceability Analysis. products.
Properties Maint.
•
of • Performance. • Recycling Treatments. Efficicant
•
Materials. technology . Reliable
• LEF. LTPP.
• Evaluating
• Empirical • Better tools.
• New additive
observation Material materials.
Marshall Processing. Conceptual • Maint. Cost-
• PMS effectiveness.
CBR • AASHO Design
Test • Long term
monitoring
21st
Pre-1950’s 1950’s 1960’s 1970’s 1980’s 1990’s
Century
(Superpave Design) USA 1993

by SHRP: Strategic Highway Research Program.
Superpave Binder Test Purpose
Measure properties at high and

Dynamic Shear Rheometer (DSR)
intermediate temperatures.
Measure properties at high

Rotational Viscometer (RV)
temperatures
Bending Beam Rheometer (BBR) Measure properties at low
Direct Tension Tester (DTT) temperatures
Rolling Thin Film Oven (RTFO) Simulate hardening (durability)

Pressure Aging Vessel (PAV) characteristics.
١٧
Reliability SuperPave Asphalt Binder Grade
50 %
PG 58
- 34
98 %
PG 52
- 28
-40 -30 -20 -10 0 10 20 30 40 50 60 c
PG 58-34
Performance Minimum Pavement
Average 7 Day
Grade Temperature
Max. Pavement
Temperature
١٨
Superpave
Gyratory
Compactor
Superpave Mix Design: Level 1

Vertical Pressure = 600 K. Pascal
Angle = 1.25°
E mm N : Number of Gyrations
(Density)
N init. N des N max Select Asphalt content based on
%A.V , %VMA and Voids
filled with Bitumen
(volumetric properties)
10 100
Log Gyrations
١٩
Superpave Video
Pavement Management Systems

• What is PMS?
PMS is an integrated set of systematic
tools, procedures, and methods designed to
help highway managers and/or engineers to
make consistent, objective, and cost
effective decisions regarding pavement
maintenance, rehabilitation, or
reconstruction
٢٠
PMS - End Product
1. Which Section?
(Needs List)
2008
2009
200?
2. When to do it? 3. How to do it?
(Prediction Models) (Maintenance. Treat.)
• What is PMS?
Highway 10 How
What
Performance
Which
When Time
Which: Project
When: Time in the future
How: Rehabilitation Treatment
٢١
Introduction
• Why PMS?
– Limited Resources
– Staff Turnover
– Consistent decisions
– Structured / Objective process
– Benefits (improved condition)
Why PMS? Example 1

• Budget $2,000,000
• Needs by section:
Sec. 1 $500,000
Sec. 2 $750,000
Sec. 3 $250,000
Maintenance $500,000
• Total Needs $2,000,000
• Total Needs Less Than or Equal. Budget? (OK)
٢٢
Why PMS? Example 2
• Budget $2,000,000
• Needs by section:
Sec. 1 $500,000
Sec. 2 $750,000
Sec. 3 $500,000
Sec. 4 $750,000
Sec. 5 $500,000
Maintenance $750,000
• Total Needs $3,750,000
• Total Needs G.T. Budget? (PMS)
THE OBJECTIVE?
• Invest wisely to maximize the return
(raise the value of the highway system)
through a program that balances long-
term and short-term strategies
٢٣
Pavement Management Levels
Project Management Network Management
Budgeting
Selection of Planning
Initial Design
Pavement
Management Scheduling
System
Resource Allocation
M&R M&R
Actions Actions
Effect of Maintenance
With Preventive
Measure of Present Serviceability
Maintenance Corrective
Preventive Maintenance
Without Maintenance
Major
Maintenance
Terminal Serviceability
Design Period
0 Age (years) 20
٢٤
Maintenance Experience
14
12
10
YEARS
8
6
4
2
0
Overlay Cold Hot Chip Slurry Crack
Recycle Recycle Seal Seal Filling
PMS Process
Pavement Performance
Characteristics Prediction Model
Future
Pavement
Condition
Maintenance &
Treatment Strategy Budget & Policy
Rehabilitation
Selection Model Constraints
Strategies
Feasible
Resource Allocation
Treatment
Model
Strategies
Selected
Projects
٢٥
PMS Components
• Database (Data Integration-GIS/GPS)
• Pavement Condition Data
• Performance Forecasting
• Decision Support Tools
• User Interface
PMS Components: Database

• Inventory data
• History data
• Condition data
• Graphical data
٢٦
PMS GIS Tools
PMS Components:Condition Data

• Condition Data (Distress):
– Roughness (IRI)
– Faulting (PC)
– Cracking (Transverse, Longitudinal, Alligator, and Block)
– Patching
– Rutting (AC)
– Joint distresses (PC)
٢٧
PMS Components: Condition
Data
• Condition Data Issues:
• Objectives / Subjective
• Repeatable / Accurate
• Distress items to collect
• Collection frequency
• Collection coverage
• Cost
• Safety
• In-house vs. Contract
• Automated vs. Manual
Node
Link
Link Node
Link
Link
Node
Node
٢٨
S01 Segment Length ≅ 100 m
S02
S03 Segment
Collection
Collection of
of Inventory
Inventory Data
Data
1 – Segment_Id
2 – Segment Exact Length
3 – Segment Width
4 – Segment_Km_Station
5 – Segment Lane No
6 – Segment Direction and Type

7 – Segment Maintenance History
٢٩
Collection
Collection of
of Condition
Condition Data
Data
Pavement Segments are evaluated based on

the following distresses:
Structural
Rutting Capacity ?
Skid
Resistance ?
Cracking
Roughness
Condition
Condition States
States
Combination of segment condition with

regard to the three main pavement distresses.
Example:
Example High Rutting, Low Cracking and
Medium Roughness.
٣٠
Condition
Condition States
States
Condition States Rutting Cracking Roughness
C1 Low Low Low
C2 Low Low Medium
. . . .
. . . .
C26 High High Medium
C27 High High High
2-
2- Data
Data Analysis
Analysis
٣١
Steps
Steps of
of Data
Data Analysis
Analysis
1 – Calculation of pavement condition index (PCI)
2 – Assignment of Segments Maintenance Actions
3 – Developing a Ranking Criteria
1- Pavement Condition Index (PCI)
The Pavement Condition Index is an

index that reflects the composite effects
of various distress types upon the overall
condition of the pavement segment. It is
used among other factors for developing
a segment ranking criteria
٣٢
The Pavement Condition Index was calculated
for each segment according to the following
equation;
Pavement Condition Index (PCI) =

100 – Σ Deduct points for each distress
The deduct points for each distress are

calculated using special curves
PCI
PCI Rating
Rating
PCI Rating
0 - 10 Failed
> 10 - 25 Very Poor
> 25 - 40 Poor
> 41 - 55 Fair
> 55 - 70 Good
> 71 - 85 Very Good
> 85 - 100 Excellent
٣٣
2- Assignment of Segments Maintenance Actions
Maintenance
Maintenance Levels
Levels
BOQ
BOQ Items
Items
Maintenance
Maintenance Levels
Levels –– BOQ
BOQ Items
Items
Maintenance
Maintenance Levels
Levels –– Condition
Condition States
States
Maintenance
Maintenance Treatments
Treatments
1- Do Nothing
2- Surface Treatment
3- Crack Sealing
4- Overlaying
5- Milling + Overlaying
6- Reconstruction
٣٤
Example
Example of
of the
the first
first function
function
Surface
50 mm Overlay
Treatment
Lane 1 Lane 2
Results
Condition of Road Network
System Output
٣٥
Crcking EvaluationofforRoad
Condition Aswan Roads
Network
High
3%
Medium
3%
Low
Cracking 94%
Condition
Rutting Evaluationof
forRoad Network
Aswan Roads
High
9%
Medium
11%
Low
80%
Rutting
٣٦
Condition
Roughness of Road
Evaluation Network
for Aswan Roads
High
16%
Medium
9%
Low
75%
Roughness
50
Percentage of Network
40
30
20
10
0
ExcellentVery Good Good Fair Poor Very Poor Failed
(85 - 100) (70 - 85) (55 - 70) (40 - 55) (25 - 40) (10 - 25) (0 - 10)
Pavement Condition
Pavement Index
(PCI)
Pavement Condition
Condition Index
Index (PCI)
(PCI)
٣٧
Example: Cracking Deduct Value
Example: Patching Deduct Value
٣٨
2
Pavement
Evaluation
٣٩
Pavement Evaluation
Pavement Distress
Pavement Roughness
( PCI )
Pavement Safety (skid resist.)
( PQI )
Structural Capacity ( PCR )
Pavement Evaluation
Pavement Distress
Pavement Roughness
Pavement Safety (Skid Resistance )
Structural Capacity
٤٠
Pavement Distress
Permanent deformation
Cracking
Surface defects (Raveling, flushing)
Patching
Distress Types
Surface Deformation Surface Defects
-Rutting - Bleeding
- Corrugation - Lane / shoulder drop off
- Depression - Polished Aggregates
- Shoving - Potholes
- Weathering & raveling
Cracking
- Alligator cracks
- Block cracks
- Edge cracks
- Joint Reflection cracks
- Longitudinal & Transverse cracks
- Slippage cracks
- Patching & Utility Cut Patching
٤١
٤٢
Automated Distress Data
• Advantages:
– Objective
– Repeatable
– Added features (video log, inventory, etc…)
– Safety factors
• Evaluation:
• Equipment
• Technology
• Capabilities
• QA/QC
• Cost
• Experience
٤٣
• Selection:
• Literature review
• Previous studies
• Demonstration results
• Control sites
• Full scale testing
• Equipment:
– Cameras
– Lasers
– Computers
– Video equipment
– Lighting
٤٤
Laser Road Surface Taster (RST)
Computer,
Printer,
Batteries, Laser Electronics
VDU with
Measuring Unit SPC Unit
Rectifier, Keyboard
DC/AC Converter Laser support
Beam
Generator Distance Recorder Accelerometer

Starter Battery,
Generator
Automated Distress Data: Equipment
٤٥
Automated Distress Data:
Equipment

Equipment
٤٦
Automated Data Collection Tools
Automated Features
٤٧
Automated Features (Cont.)

Processing
• Fully Automated:
٤٨
Pavement Evaluation
Pavement Distress
Pavement Roughness
Structural Capacity
Measuring Pavement Roughness

using a Profilograph
• Roughness is an indication of the longitudinal irregularities
of the pavement surface which influence vehicle ride.
• Roughness is a good indicator of how well the road is

serving the travelling public.
• Studies have shown that roughness affects the costs of

vehicle operation and the life cycle costs of pavements.
• A significant portion of pavements are rehabilitated due to

an unacceptable ride rather than the structural problems.
• ASTM: E 1082-85, E 1364, E 1274, AASTHO: T 286-90
٤٩

٥٠
International Roughness Index (IRI) :
A ratio of the accumulated suspension
motion to the distance traveled obtained
from a mathematical model of a standard
quarter car traversing a measured profile at a
speed of 80 km/h (50 mph). Expressed in
units of meters per kilometer (inches per
mile), the IRI summarizes the longitudinal
surface profile in the wheel-path.
California Profilograph
٥١
“Rideability”
Seeing the surface of a highway the way

motor vehicles do.
that means:
Collecting and interpreting road

profiles.
International Roughness Index (IRI)

Using profiles to simulate vehicle response (What the
public “feels”)
50 mph
Measured
Profile Body Mass
IRI
Suspension Spring
and Damper
Axle Mass
Tire Spring
Computer Algorithm
٥٢
PAY SCHEDULE
PROFILE INDEX IRI PAY ADJUSTMENT
Inches per mile per 0.1 Inches per mile per 0.1 mile Pavement Thickness Pavement Thickness
mile section (mm/km per section (m/km per 0.16 km less than 8 inches 8 inches (200 mm)
0.16 km section) section) (200 mm) and greater
1 (16) or less 45 (0.71) or less $375.00 $875.00
Over 1 to 2 (16 to 32) Over 45 to 50 (0.71 to 0.79) $225.00 $525.00
Over 7 to 8 (110 to 126) Over 70 to 75 (1.10 to 1.18) -$150.00 -$350.00
Over 11 (174) Over 90 to 95 (1.42 to 1.50) -$750.00 -$1750.00
Over 95 (1.50) (1) (1)
(1) Corrective work required
٥٣
Pavement Evaluation
Pavement Distress
Pavement Roughness
Structural Capacity
Surface frictional properties using

the British pendulum tester
• Preparation of apparatus
– Leveling
– Zero adjustment
– Slide length adjustment Zero
• Procedure
– Dry and Wet Conditions
– The Skid Number is equal to 100
times the friction factor and can be
described as: rubber
• 46 or greater adequate friction
characteristics
• 45 to 30 medium friction
characteristics
• 29 or lower poor friction
characteristics.
– Report
– Coefficient of friction
٥٤
Pavement Evaluation
Pavement Distress
Pavement Roughness
Structural Capacity
Pavement Structure
p
Flexible pavement Tire
Wearing Surface
t1 ( E,µ)
Binder Course
Pavement
t2 ( E,µ) Base
Thickness
t3 ( E,µ) SubBase course
(Granular materials)
Subgrade
( E,µ)
٥٥
Example Given: E2 = 1500 psi
Case Load Value (Ibs Load Tire Pressure
Configuration P = psi
a 75,000 Single 100

b 75,000 Single 200
c 150,000 Single 100
d 150,000 Dual 100
e (gear) Dual Tandem 100
75,000
(wheel)
Stress and Deflection Distribution

σ ∆
a b
a
Z e Z e
c b c
d d
LEGEND
-- a -- b
-- c -- d -- e
٥٦
Comments
1- At all small z, the stresses and deflections are significantly
affected by the tire pressure, and vice-versa for greater z,
(case a, b).
2- At big depths, the stresses are significantly affected by the
load value and vie-versa for smaller z, (case a, c).
3-Comparing case z with d):
at z < (d/2) σ single = σ dual (peq = ps)
at z > 2S σ dual = 2σ single (peq = 2ps)
4- Comparing case a with e:
at z < (d/2) σ d.T. = σ single (peq = ps)
at z > 2 St σ d.T. = 4σ single (peq = 4ps)
COMPUTER PROGRAMS FOR

ANALYSIS OF LAYERED SYSTEM
1- LAYER 5 – Analysis of 5-layer system developed by
Chevron.
2- Layer 15 – Analysis of 15-layer system.
3- LAYIT.
Consider stress sensitive behavior of unbound material
E = A (ө)B
Where ө = Sum of principal stresses.
4- ELSYM5 –5-layer system developed by Institute of
Transportation and Traffic, University of
California.
٥٧
5- BISAR (BISTRO,old version)
- developed by Shell Research.
- Analyzes 10- layer system.
- Advantages over other Programs:
1- Consideration of tangential loads.
2- Capability of modeling variable friction at
interface.
ALL USE ( E , µ ) as input and give stress,

strain, deflection
Pavement Structural Capacity

Determining Elastic Modulus E
Design Given (E) get (Deflection)
Existing Pavement
Measure Deflection to get ( E)
Back-Calculation
٥٨
Dynaflect
Falling Weight Deflectometer
٥٩
Benkelman Beam Deflection Test
• Signs, flags, etc. for traffic control.
• Preparation of apparatus
– Leveling
– Check the beam before use, by means of
calibration unit
Dial
• Procedure
– Bring test vehicle to stopped position at
beginning of test section
– Position the bean between the wheels so that
the probe is 1.37 forward
– Drive the test vehicle approx. 7.62 forward at a
creep speed (3-5 km/hr) and record the
maximum dial reading
– Record the maximum and final dial reading
(D1, Df )
– Usually takes cores
• Report
– Pavement deflection = 2 * (D1 – Df)
During the test, turn the buzzer on (dial gauge vibrators). The
function of the buzzer is to create a small amount of vibration within
the dial indicator to remove the possibility of it sticking.
Failure to lock the beam before lifting may result in damage to the
dial gage.
٦٠
Calibration unit
California Traveling Deflectometer
٦١
Field Sampling
• Cores of size 4 or 6 inches

in diameter for measuring
thickness and specific
gravity
• 60 cm * 60 cm slab for the

extraction test
Rutting
٦٢
Rutting
Structural Failure
Fatigue (longitudinal) Cracking
٦٣
Low Temperature (Transverse) Cracking
CRACKS
٦٤
Water Damage (stripping)
Corrugation
٦٥
Bleeding
Raveling
٦٦
Alligator Cracks
Block Cracks
٦٧
Patching
Rutting, Settlement, Corrugation, …etc.

Structural Failure
٦٨
3
Concept of
Pavement
Performance
AASHTO
Design
Method
٦٩
Design Methods of Flexible Pavements
Theoretical Method Empirical Method Empirical- Mechanistic

(Mechanistic) (Field Empirical- Theoretical
Observations)
- Boussinesq Theory - Group Index (GI) - Asphalt Institute
(one – layer ) - Corps of Engineering method (AI method)
(Stiffness Factor) (CBR method).
- National Crushed
Stone Association
(NCSA method)
(CBR).
- AASHTO method
AASHTO Method of Pavement Design

Basic Definitions:
Serviceability: The ability of a pavement section to
serve the traffic for which it was designed.
Pavement Performance: The ability of pavement to
satisfactory serve traffic over a period of time.
(i.e., trend of serviceability with time).
Distress: is the defect or distortion that might tack
place in the pavement structure.
٧٠
Axle Loads
• Single Axle
• Tandem Axle
• Triple Axle
TRUCKS
٧١
BUSES
AXLE LOADS
٧٢
Equivalent Factors for Axle Loads
Standard Load : Single Axle Load (SAL)
Weight =18000 Ibs or 18 Kilo-Pounds or 18-Kip or W18
No. of repetitions of the SAL
No. of load applications or No. of ESALs
LOAD EQUIVALENCY FACTOR (LEF)
Damage due to any load
LEF =
Damage due to 18-kips SAL
Pavement Damage may be :Deflection,Cracks,Strain,……
<2m <2m <2m

6
22 16
Tandem Single
Triple Axle
Axle Axle
AASHTO – Design Equation

Log (W18)= [ZR.S0] + 9.36 Log (SN + 1) – 0.2 + 2.32Log Mr
- Log [ ∆ PSI ]
- 8.07 + 4.2 – 1.5
1094
0.4 +
Where: (SN + 1)5.19
W18 = Accumulated No. of 18- kips SAL Applications.
ZR = Standard Normal deviation at Reliability Level
(R)[it is Assumed that average values
are used for all inputs .
S0 = Overall Standard deviation (Variation in
pavement performance prediction
(0.35 – 0.45 ) for Flexible pavement,
(0.25 – 0.35 ) for Rigid Pavement)
٧٣
Where:
SN = Structural Number of a pavement layer with
a resilient Modulus Mr
∆PSI = P0 – Pt
= Initial Serviceability – Terminal Serviceability
The AASHTO equation is applied to determine [SN]
Of each layer which can be obtained by trials or by
.
The AASHTO equation can also be applied to

determine W18 for a given pavement section.
PERFORMANCE CURVE
Po (Initial serviceability)
5.0
PSI PSI
Terminal serviceability
(Pt) Design
0.0 period Pavement Age or No. of 18-kips
Applications
No.of (EALS) or Pavement Age (year)
Terminal serviceability (Pt) is the minimum acceptable level of
serviceability after which a major corrective maintenance is
required
٧٤
Pavement Serviceability Index (PSI) :
A subjective rating of the pavement condition
made by a group of individuals riding over the
pavement.
Design Procedure: (to determine d1.d2,d3,)

*- Determine SN for each layer
Mr base ……….SN base
from AASHTO eq.:
Mr Subbase ……….SN Subbase
Input data:
Mr subgrade ……….SN subgrade
R, S0, ∆PSI, EALS
*- Determine Layer Coefficient (a)
Mr W.S. ……….a1 Note: Layer Coefficient
Mr base ………. a2 can be obtained based on
Mr Subbase ……...a3 CBR of base or Subbase
layer
*- Determine Drainage coefficient for base and Subbase
Drainage quality base. + Saturation condition base
…m2 (Page 39)
٧٥
*- Determine Drainage coefficient for base and Subbase
Drainage quality Subbase. + Saturation condition Subbase
…m3
d1 d1 d1 Wearing Surface (layer 1) a1
d2 d2 Base (layer 2) SN base a2 m2
d3 Subbase (layer 3) SN base a3 m3
Subgrade (layer 4) SN subgrade
EXAMPLE for AASHTO Design Method

Given: 1- Design Reliability (R) = 95%
2- Overall Standard Deviation (S0) = 0.4
3-Total EALS = Daily EASL *365*D.D.*Lane
Dist. *Growth Rate (y)
= 1500*365*0.7*0.75*0.04
Note: Growth Rate (y)
According to Design Period.
4-MR of layer(i) …….from Get
Structural No. (SN) for each layer except W.S.
5- ∆ PSI = Initial Serviceability (P0) – Terminal Serv. (Pt)
= 4.2 – 2.2 = 2.0
6- Get Layer Coefficient (a) for Each Layer from
٧٦
MR (psi)
350,000 d1 W. S. (layer 1) ..
30,000 d2 Base (layer 2) SN1 SN Base
10,000 d3 Subbase (layer 3) SN2 SN subbase
3,000 Subgrade (layer 4) SN4 SN subgrade
SN base = a1 d1
SN s.base = a1 d1 + a2 d2 m2
SN subgrade = a1 d1 + a2 d2 m2+d3 m3
Where
m = Drainage coefficient from table 6.1 Page
39
(1) (2) (3) (4) (5)

R So EAL Mr PSI
50
10
EAL (million)
5.0 = 1.0
Psi
MR (psi)*103
99 40
RELIABILITY (R)
20
1.0 2.0
0.2
i=
0.5 Ps
So
0.1 5
0.4
90 0
SN
0.6
Get SNi
60
50
٧٧
Present Serviceability Rating (PSR)(PSI) =
f ( Cracking, Rutting,Bleeding,…..etc).
Present Serviceability Index (PSI) = 0 to 5
Present Performance Rating (PFR =

f ( Roughness, Rutting,Bleeding,…..etc).
Riding Comfort Index (RCI) = 0 to 10
٧٨
Effect of Maintenance
With Major
Measure of Present Serviceability
Maintenance Resurfacing
Major
Without Maintenance
Major
Maintenance
Terminal
Serviceability
Design Period
0 Age (years) 20
Life Cycle Costing :

An economic assessment of an item,
system, or facility and competing
design alternatives considering all
significant costs of ownership over the
economic life, expressed in terms of
equivalent dollars.
٧٩
Salvage Value :
The remaining worth of the pavement at
the end of the analysis period. There are
generally two components of salvage value:
residual value, the net value from recycling
the pavement, and serviceable life, the
remaining life of the pavement at the end
of the analysis period.
DEVELOPMENT OF PSR & PSI

PSR = MEAN OF RATINGS BY A PANEL OF RATERS
ON A SCALE FROM (0) (VERY POOR) TO (5)
(VERY GOOD).
PHYSICAL MEASURMENTS WERE ALSO MADE ON
THESE PAVEMENT INCLUDE:
(1) SLOPE VARIANCE (SV).
Σ (S i – S-)2
SV = n
WHERE: n = number of points S1 S2
Si = slope
S- = mean slope
٨٠
(2) RUT DEPTH (RD)
RD
(3) CRACKING & PATCHING (C + P)
RELATIONSHIPS BETWEEN PSR & THESE

PHYSICAL MEASURMENTS
PSR = 5.03 – 1.91 log (1+SV) – 1.38 RD2 – 0.01√(C + P)
THE PSR ESTIMATED FROM

OBJECTIVE
MEASUREMENTS ARE TERMED PSI
(PRESENT SERVEASIBILITY INDEX).
PSI = PSR +ERROR
MINIMUM PSI:
FOR EXPRESSWAY……… 2.5
FOR LOW VOLUME…….. 2.0
OBJECTIVE PHYSICAL MEASURES
DISTRESS SURVEY
Flexible Rigid
Pavement Pavement
٨١
Rigid Pavement
Distress Survey
٨٢
Pavement Quality
versus pavement
Condition Index
٨٣
4
Maintenance
Treatments
٨٤
MAINTENANCE TYPES
Preventive Maintenance: Corrective Maintenance:

-- Chip Seals -- Thin Overlay
-- Slurry Seals -- Rehabilitation
-- Crack Sealing -- Deep Patching
-- Patching
PSI
Pr
ev PSI Corrective
en
t ive
Time
Time
٨٥
Corrective Maintenance :
Maintenance performed once a
deficiency occurs in the pavement; i.e.,
loss of friction, moderate to severe
rutting, extensive cracking or raveling.
Preventive Maintenance :
Planned strategy of cost-effective

treatments to an existing roadway system
and its appurtenances that preserves the
system, retards future deterioration, and
maintains or improves the functional
condition of the system (without
increasing the structural capacity).
٨٦
٨٧
٨٨
Fog Seal :
A light application of slow setting asphalt
emulsion diluted with water. It is used to
renew old asphalt surfaces and to seal small
cracks and surface voids.
٨٩
Rubberized Asphalt Chip Seal:
A variation on conventional chip seals in
which the asphalt binder is replaced with a
blend of ground tire rubber (or latex rubber)
and asphalt cement to enhance the elasticity
and adhesion characteristics of the binder.
Commonly used in conjunction with an
overlay to retard reflection cracking.
Chip Seal -A surface treatment in which a

pavement surface is sprayed with asphalt
(generally emulsified) and then immediately
covered with aggregate and rolled. Chip seals
are used primarily to seal the surface of a
pavement with non load-associated cracks and
to improve surface friction, although they also
are commonly used as a wearing course on low
volume roads.
٩٠
Slurry Seal :
A mixture of slow setting emulsified asphalt,
well graded fine aggregate, mineral filler, and
water. It is used to fill cracks and seal areas of
old pavements, to restore a uniform surface
texture, to seal the surface to prevent moisture
and air intrusion into the pavement, and to
provide skid resistance.
Sand Seal :
An application of asphalt material covered with
fine aggregate. It may be used to improve the
skid resistance of slippery pavements and to
seal against air and water intrusion.
٩١
Sandwich Seal :
A surface treatment that consists of application
of a large aggregate, followed by a spray of
asphalt emulsion that is in turn covered with an
application of smaller aggregate. Sandwich
seals are used to seal the surface and improve
skid resistance.
Scrub Seal :
Application of a polymer modified asphalt to
the pavement surface followed by the broom
scrubbing of the asphalt into cracks and voids,
then the application of an even coat of sand or
small aggregate, and finally a second brooming
of the aggregate and asphalt mixture. This seal
is then rolled with a pneumatic tire roller.
٩٢
٩٣
٩٤
٩٥
Crack Filling :
The placement of materials into non-
working cracks to substantially reduce
infiltration of water and to reinforce the
adjacent pavement. Working cracks are
defined as those that experience significant
horizontal movements, generally greater
than about 2 mm (0.1 in.). Crack filling
should be distinguished from crack sealing.
Crack Sealing :
A maintenance procedure that involves
placement of specialized materials into
working cracks using unique configurations
to reduce the intrusion of incompressible
into the crack and to prevent intrusion of
water into the underlying pavement layers.
Working cracks are defined as those that
experience significant horizontal
movements, generally greater than about 2
mm (0.1 in.).
٩٦
Factors for selecting a maintenance
treatment
٩٧
٩٨
٩٩
Microsurfacing :
A mixture of polymer modified asphalt
emulsion, mineral aggregate, mineral filler,
water, and other additives, properly
proportioned, mixed and spread on a paved
surface.
Dense-Graded Asphalt Overlay :

An overlay course consisting of a mix of
asphalt cement and a well graded (also
called dense-graded) aggregate. A well
graded aggregate is uniformly distributed
throughout the full range of sieve sizes.
١٠٠
Open-Graded Friction Course Overlay
(OGFC) :
An overlay course consisting of a mix of asphalt
cement and open-graded (also called uniformly graded)
aggregate. An open-graded aggregate consists of
particles of predominantly a single size.
Stone Mastic Asphalt Overlay :

An overlay course consisting of a mix of asphalt cement,
stabilizer material, mineral filler, and gap-graded aggregate.
The gap-graded aggregate is similar to an open-graded
material but is not quite as open.
Surface Texture :
The characteristics of the pavement surface that contribute to
both surface friction and noise.
١٠١
5
Preventive
Maintenance
I. Cracking
A. Alligator Cracking:
Low - Longitudinal disconnected hairline cracks no

greater than 1⁄8- inch wide.
١٠٢
A. Alligator Cracking (cont.)
Moderate - Longitudinal cracks in wheel paths

forming an alligator pattern; cracks may be lightly
spalled and about 1⁄8- to 1⁄4-inch wide.
High - Pieces appear loose with severely spalled edges;

cracks are 1⁄4-inch or greater and pumped fines may
appear on the surface.
١٠٣
Possible Causes:
•Insufficient pavement structure

•Inadequate base support
•Poor base drainage
•Aging and traffic loading
Maintenance Treatments:
•Do Nothing
•Fog Seal
•Scrub Seal
•Slurry Seal
•Chip Seal/Armor Coat
•Thin Cold Mix Overlay
•Thin Hot Mix Overlay
•Patching
١٠٤
B. Edge Cracking
Low - Hairline cracks just beginning to show;

random with no pattern; may be up to 1⁄8-inch wide.
B. Edge Cracking (cont.)
Moderate - Cracks 1⁄8- to 1⁄4-inch located 1 to 2 feet

from the edge of the road; may have an alligator pattern.
١٠٥
high - Cracks greater than 1⁄4-inch; may have loose

or missing pieces or potholes or alligator cracking.

Possible Causes :
•Traffic Loading
•Environmental
•Low Shoulder
•High Shoulder Holding Water
3. Maintenance:
Do Nothing
Crack Fill
Thin Cold Mix Overlay
Shoulder Maintenance
١٠٦
C. Longitudinal Cracking:
Low - Hairline crack (s) running parallel to centerline.
C. Longitudinal Cracking (cont.)
Moderate - Cracks parallel to centerline are about 1⁄8-

inch wide.
١٠٧
High - Single cracks are wider than 1⁄8-inch.
Possible Causes:
•Traffic Loading (wheel path cracks)
•Environmental (frost action)
•Improper Construction Practices
•(joint cracks)
•Poor Drainage
•Reflection Cracks
١٠٨
•Do Nothing
•Crack Seal/Fill
•Scrub Seal
•Patching
D. Random/Block Cracking:
Low - Hairline cracks, essentially transverse but may

connect to longitudinal; spacing of 50 to 100 feet.
١٠٩
D. Random/Block Cracking (cont.)
Moderate - Cracks range from hairline to 1⁄8-inch

wide and may be slightly spalled.
High - Cracks greater than 1⁄8-inch wide that are

random or have a block pattern, similar to a turtle shell.
١١٠
2. Possible Causes:
•Environmental (thermal)
•Aging
•Do Nothing
•Crack Seal/Fill
•Fog Seal
•Scrub Seal
•Slurry Seal
١١١
E. Transverse Cracking:
Low - Hairline to 1⁄4-inch wide cracks perpendicular to

centerline with no distortion.
E. Transverse Cracking ( cont.):
Moderate - Cracks 1⁄4- to 1⁄2-inch in width,

perpendicular to centerline and the full width
of the pavement; slight distortion.
١١٢
High - Cracks 1⁄2- to 2-inch wide; larger cracks

often are spalled and/or have noticeable distortions
near them. Cracks greater than 2 inches wide and
causing extremely rough ride are rated “X”.

Possible Causes:
•Environmental (thermal)
•Swelling or shrinkage of the subgrade
•Reflection cracks
•Settlement (trench, backfill)
١١٣
•Do Nothing
•Crack Seal/Fill
•Fog Seal
•Scrub Seal
•Slurry Seal
•Mill
•Patching
II. Raveling:
Low - Minimal loss of aggregate or binder.
١١٤
II. Raveling ( cont.):
Moderate - Some aggregate loss; small areas

may be stripped away.
High - Sections greater than one square foot

may be pitted, stripped or eroded away.
١١٥
Possible Causes
•Poor mixture quality
•Asphalt hardening due to aging
•Insufficient asphalt content
•Improper construction methods

•Do Nothing
•Fog Seal
•Scrub Seal
•Slurry Seal
١١٦
III. Distortion:
Low - Slight waves, sags, humps, corrugations

or wash boarding of the pavement.
III. Distortion ( cont.):
Moderate - Similar to low except distortions

can be felt while riding in a vehicle.
١١٧
III. Distortion ( cont. ):
High - Shoving and major changes in pavement

profile that require vehicles to slow from normal
speeds.
Possible Causes
•Inadequate support or overloading
•Thermal and moisture stresses (freeze-thaw)
•Loss of bonding between base layer
•and surface layer Static load (depressions)
•Soft AC (shoving)
١١٨
•Do Nothing
•Crack Seal
•Mill
•Patching
IV. Rutting
Low - Depressions in the wheel path less than

1⁄8-inch.
١١٩
IV. Rutting ( cont. )
Moderate - Wheel path depressions of 1⁄4- to

1⁄2-inch.
High - Wheel path depressions greater than 1⁄2-

inch.
١٢٠
Possible Causes:
•Poor mixture quality
•Insufficient support
•Improper construction procedures
• Do Nothing
• Chip Seal/Armor Coat
• Mill
• Thin Cold Mix Overlay
• Thin Hot Mix Overlay
V. Bleeding (Excess Asphalt):
Low - Intermittent films of bituminous

material create a shining, reflective surface.
١٢١
V. Bleeding (Excess Asphalt) ( cont. ):
Moderate - Large areas or continuous strips of

bituminous films where little, if any, aggregate
can be seen.
High - Excess bituminous material appears

wet and actually liquefies during hot weather.
١٢٢
Possible Causes:
•Mixture problems (bad oil, stripping
•aggregate, low air voids, high AC
•content, etc.)
•Improper construction practices
•Paving over excess asphalt
•Do Nothing
•Mill
١٢٣

2 Maint Tota B WL 4

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Pavement Maintenance and Evaluation

Dr. Hozayen Ahmed Hozayen

3 - Concept of Pavement Performance

Course Outline (Cont.)

• 2000 BC, streets of

Mix lay Down and

Quality Control Tests

step 8h-Having the valve closed turn the gallon+cone

2- Vibratory Roller Types

Sheep’s Foot Roller

t1 Tack Coat (LA)

The concept of pavement design has been

Mix Property Distress

Low A.V. Bleeding, low skid resistance, Rutting

High A.V. Densification under traffic,

Low Flow Difficult to Compact

High Flow Difficult to Compact (Tender mix)

Low VMA Less Durable mix

Natural Aggregate Manufactured

Types of Hot Asphalt Concrete Mixes

Evaluation concept. • Long term Pvt.

(Superpave Design) USA 1993

Superpave Binder Test Purpose

Measure properties at high and

Measure properties at high

Rolling Thin Film Oven (RTFO) Simulate hardening (durability)

-40 -30 -20 -10 0 10 20 30 40 50 60 c

Superpave Mix Design: Level 1

Pavement Management Systems

Why PMS? Example 1

• Total Needs $2,000,000

• Total Needs Less Than or Equal. Budget? (OK)

PMS Components: Database

PMS Components:Condition Data

2 – Segment Exact Length

6 – Segment Direction and Type

Pavement Segments are evaluated based on

Combination of segment condition with

C1 Low Low Low

C2 Low Low Medium

C26 High High Medium

C27 High High High

1 – Calculation of pavement condition index (PCI)

2 – Assignment of Segments Maintenance Actions

3 – Developing a Ranking Criteria

1- Pavement Condition Index (PCI)

The Pavement Condition Index is an

Pavement Condition Index (PCI) =

The deduct points for each distress are

Condition of Road Network

Example: Patching Deduct Value

Automated Distress Data

Automated Distress Data

Generator Distance Recorder Accelerometer

Automated Distress Data: Equipment

Automated Distress Data:

Automated Distress Data:

Measuring Pavement Roughness

• Roughness is a good indicator of how well the road is

• Studies have shown that roughness affects the costs of

• A significant portion of pavements are rehabilitated due to

• ASTM: E 1082-85, E 1364, E 1274, AASTHO: T 286-90