Nazihah Sha’auzi

FEBRUARY 2021
QUESTION 1a

4-lane dual carriageway; design life, n = 20 years (urban area)

Volume for 16-hours (two-directions) = 9862 veh; 24-hours (two-directions) = 9862 x 1.2 = 11835 veh
Traffic growth, r = 0.04
Percentage of commercial vehicles, PCV = 0.10 (un-laden weight > 1.5 tons)
Terrain = Rolling
Subgrade CBR = 15%

Volume for 24-hours (one-direction) = (11835 veh) / 2 = 5917.5 ~ 5918 veh

Medium
Van & utilities Large Lorries-4 Motorcycle
Vehicle Cars & Taxis (C) Lorries-2 axles Buses (CV4)
(CV1) axles (CV3) (MC)
(CV2)
Volume on
47.5 5.6 4.0 1.7 12.0 19.7
one =
100
× 5918 =
100
× 5918 =
100
× 5918 =
100
× 5918 =
100
× 5918 =
100
× 5918
direction, = 2811.05 = 331.41 = 236.72 = 100.61 = 710.16 = 1165.85
ADT (veh)
Load
Equivalent 0 0.1 4.0 4.4 1.8 0
Factor, LEF
ADT x LEF = 2811.05 x 0 = 331.41 x 0.1 = 236.72 x 4.0 = 100.61 x 4.4 = 710.16 x 1.8 = 1165.85 x 0
=0 = 33.141 = 946.88 = 442.67 = 1278.29 =0
∑(𝐴𝐴𝐴𝐴𝐴𝐴 × 𝐿𝐿𝐿𝐿𝐿𝐿)= (0 + 33.141 + 946.88 + 442.67 + 1278.29 + 0) = 2700.98 veh
Nazihah Sha’auzi

STEP 1: Design input;

Terrain factor, T = 1.1
Lane distribution factor, L = 0.9 (2-lane per direction)

STEP 2: Design traffic;

ESALY1 (base year) = (ADT + LEF) x 365 days x L x T
= (2700.98) x 365 days x (0.9) x (1.1)
= 0.976 million

ESALDES = ESALY1 x [(1 + r)n -1]/r = (0.976) x [(1 + 0.04)20 -1]/0.04 = 0.976 x 29.78
= 29.07 million ⇒ (Traffic Category T4)

STEP 3: Sub-grade category;

Characteristic CBR value used for design= 15% ⇒ (Sub-Grade Category SG2)

STEP 4: Pavement structures; (T4 , SG2)

Conventional flexible: granular base

•Bituminous Surface Course, BSC (AC10 or AC14): 50 mm

•Bituminous Binder Course/Road base, BC (AC28): 150 mm
•Crushed Aggregate Road Base, CAB: 200 mm
•Granular Sub-Base, GSB: 200 mm
Nazihah Sha’auzi
Nazihah Sha’auzi

QUESTION 1b

i. Equipment used for transport, layout and compaction of asphalt pavement construction:
 TRUCKS/LORRIES used for long distance hauling, the trucks should be insulated using a canvas to
hold heat and keep light rain showers and dust.
 ROLLERS used for breakdown and intermediate rolling, compaction and finish rolling to remove
roller marks Generally a vibratory or static steel wheel roller is used for breakdown.
 PAVERS the prime mover which receives material from the truck The HMA is placed and compacted
to a certain degree with the paver. The paver consists of hopper to receive the HMA material from
the truck or MTD, conveyors to send the material at the back, augers to distribute the mix
transversely across the width of pavement, and screed which ensures the specific depth of the
material and preliminary compaction.

ii. It is important to achieve the right temperature during compaction as the HMA temperature directly
affects asphalt binder viscosity and thus compaction. As HMA temperature decreases, the constituent
asphalt binder becomes more viscous and resistant to deformation resulting in a smaller reduction in
air voids for a given compactive effort. As the mix cools, the asphalt binder eventually becomes stiff
enough to effectively prevent any further reduction in air voids regardless of the applied compactive
effort. The temperature at which this occurs, commonly referred to as cessation temperature, is often
reported to be about 175°F for dense-graded.

Below cessation temperature rollers can still be operated on the mat to improve smoothness and
surface texture but further compaction will generally not occur. Mat temperature is crucial to both the
actual amount of air void reduction for a given compactive effort, and the overall time available for
compaction. If a mat’s initial temperature and cool-down rate are known, the temperature of the mat
at any time after laydown can be calculated.

iii. Factors needed to ensure a good construction process;

 Meet specification for aggregate and binders.
 All the mechanisms, such as conveyor, hopper gate and auger in the paver should be working
properly so as to maintain a good and consistent amount of HMA at the correct temperature in
front of the screed.
Nazihah Sha’auzi

 Maintain the flow of materials to the paver at a speed so as to limit the time the paver is kept
waiting.
 Ensure the smooth transfer of materials from the truck to the paver, while the paver is moving.
 Control quality with properly trained and equipped personnel.
 Ensure paving with a minimum number of transverse joints.
 The reference point for screed operation should not be readjusted too much avoid
constant/frequent readjustments of the paver’s automatic controls Generally, transverse screed
marks will not affect a pavement’s structure but they will affect roughness.
 Use proper guideline to select the correct rolling techniques types and number of rollers, number
of passes and rolling pattern.
 Make sure that the equipment such as paver and rollers is in good operating condition.
 During laydown or rolling, if a problem is identified as a material or mix design related problem,
then it must be reported to the lab/plant as quickly as possible to ensure readjustments or
corrective actions.

QUESTION 2a

i. Pavement characteristics that are essential for the purpose of this assessment are;
1. Pavement roughness; this refers to irregularities in the pavement surface that affect the
smoothness of a ride. Roughness is an important pavement characteristic because it affects not
only ride quality but also vehicle delay costs, fuel consumption and maintenance costs.
2. Pavement distress; this 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.
3. Skid resistance; the force developed when a tire that is prevented from rotating slides along the
pavement surface. Inadequate skid resistance will lead to higher incidences of skid related
accidents. Skid resistance depends on a pavement surface's microtexture and macrotexture.
4. Pavement deflection; primary means of evaluating a flexible pavement structure and rigid
pavement load transfer. Surface deflection is an important pavement evaluation method because
Nazihah Sha’auzi

the magnitude and shape of pavement deflection is a function of traffic (type and volume),
pavement structural section, temperature affecting the pavement structure and moisture affecting
the pavement structure.

ii. Main defects that may cause this kind of distress;

1. Potholes Solution: Patching techniques could be used such
as partial or full-depth patching depending on the
degree of defect. If severe defect, use full-depth
patching.

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.
Possible causes: Generally, potholes are the end
result of alligator cracking. The interconnected
cracks create small chunks of pavement, which can
be dislodged as vehicles drive over them.

Consequence if left untreated: Causes roughness

on the pavement surface which could cause serious
vehicular damage when driving across potholes at
high speed. Moisture can infiltrate and might cause
hydroplaning to vehicle passing the pothole which
could cause accidents.
2. Stripping Solution: Investigate the cause of failure such as
how the moisture infiltrates the pavement. Repair
the cause such as the subsurface drainage issue.
Remove the stripped pavement and replace with
new pavement.

Description: The loss of bond between aggregates

and asphalt binder which usually occur at the
bottom of the HMA layer and progresses upward.

Possible causes: Poor aggregate surface chemistry.

Water in the HMA causing moisture damage.

Consequence if left untreated: Decreased

structural support of the pavement. Rutting,
shoving/corrugations, raveling or cracking of the
pavement.
Nazihah Sha’auzi

DECEMBER 2019
QUESTION 3

4-lane expressway at newly developed residential area; design life, n = 20 years (urban area)
Average Daily Traffic, ADT (one way) = 2500 veh
Year traffic growth, r = 0.04
Percentage of commercial vehicles, PCV = 0.10 (un-laden weight > 1.5 tons)
Terrain = Flat;
Subgrade CBR ; Mean = 18.5%
STD = 4.4%

STEP 1: Design input;

Terrain factor, T = 1.0
Lane distribution factor, L = 0.9 (2-lane per direction)
Load equivalent factor, LEF = 3.7 (commercial traffic)

STEP 2: Design traffic;

ESALY1 (base year) = ADT x 365 days x PCV x LEF x L x T
= (2500) x 365 days x (0.10) x (3.7) x (0.9) x (1.0)
= 0.304 million

ESALDES = ESALY1 x [(1 + r)n -1]/r = (0.304) x [(1 + 0.04)20 -1]/0.04 = 0.304 x 29.78
= 9.053 million ⇒ (Traffic Category T3)

STEP 3: Sub-grade category;

Probability = 85% (Normal deviate = 1.000)
Characteristic CBR value used for design; Mean – 1.000 x STD = (18.5%) – 1.000(4.4%)
= 14.1% ⇒ (Sub-Grade Category SG2)
Nazihah Sha’auzi

STEP 4: Pavement structures; (T3 , SG2)

Conventional flexible: granular base

•Bituminous Surface Course, BSC (AC10 or AC14): 50 mm

•Bituminous Binder Course/Road base, BC (AC28): 130 mm
•Crushed Aggregate Road Base, CAB: 200 mm
•Granular Sub-Base, GSB: 200 mm
Nazihah Sha’auzi

 Damage to highway structure.

 Visibility problems with spray and loss of retro reflectivity.
 Loss of capacity.
 Safety problems, reduced friction and hydroplaning.

Improper highway drainage system will lead to moisture in pavement structural layer and may cause
problems. Moisture in the subgrade and aggregate base layer lead to development of soft spot, resulting
to surface break up hence weaken these materials by increasing pore pressure and reducing the materials’
resistance to shear. Additionally, some soils expand when moist, causing differential heaving (the roadway
heaves up as the underlying soil expands). Moisture in the HMA layers can cause stripping because it,
instead of the asphalt binder, will adhere to aggregate particles.

QUESTION 4

Process of sub grade preparation, the surface must be excavated, scarified, levelled and compacted to the
required level.
 Compaction - The subgrade must be compacted to adequate density to avoid compression after
construction which may cause the pavement to deform.
 Stabilization - This can be done by adding lime, cement or emulsified asphalt mixed with subgrade soil
to improve the stiffness and strength of subgrade. Geotextiles can also be used to stabilize the
subgrade.
 Over-excavation - This process is the removal and replacement of poor subgrade soil and replaced
with quality soil.

The recommended air voids tolerance in a dense graded HMA during its service life is between 3-8%. This
percentage would produce the best compromise of pavement strength, fatigue, life, durability, raveling,
rutting and moisture damage susceptibility.
Nazihah Sha’auzi

Air voids should not exceed 8% or fall below 3% during service life because if it is not within the permissible
limits, it can cause a significant reduction in pavement life;
• Decreased stiffness and strength
• Reduced Fatigue Life
• Raveling
• Moisture Damage
• Rutting

QUESTION 5

Cause of cracks in pavement;

 Inadequate structural support, increase in loading & poor construction.
 HMA shrinkage and daily temperature cycling, asphalt binder aging & poor choice of asphalt binder.
 Turning wheels cause the pavement surface to slide and deform.
 Movement of the PCC slab beneath the HMA surface because of thermal and moisture changes.
 Shrinkage of the HMA surface due to low temperatures or asphalt binder hardening.
 Reflective crack caused by cracks beneath the surface HMA layer.

It is important to seal the cracks as soon as possible;

 Prevent Moisture - Water can penetrate through cracks and destroy the base layer pavement. Crack
sealing uses weatherproofing agents to keep moisture out of the subgrade.
 Saves Repair Costs - If left untreated for a long time, cracks may cause more serious damage and
even lead to total concrete or asphalt replacement. Neglecting cracks when they first appear could
end up high repair costs.
 Minimizes Oxidation - Pavements made from asphalt undergo oxidation, which results in cracking
and shortens its lifespan. Consistent seal coating can help reduce the oxidation rate.
 Enhances Appearance - Having cracks all over the pavement makes the landscape unsightly.
Applying a seal coat can hide small cracks, patches, and rough spots, making the pavement look like
new.
 Prolongs Pavement Life - Because seal coating prevents oxidation, erosion, and water penetration,
the resilience of the pavement surface is increased. The added protection can prolong the life of
the surface, sometimes by several years.
Nazihah Sha’auzi

Pavement A = Rutting.
 Longitudinal depression in the wheel paths after repeated application of axle loading.
 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.
 This may be due insufficient compaction of HMA layers during construction and subgrade rutting as a
result of inadequate pavement structure.

Pavement B = Depression.
 Localized pavement surface areas with slightly lower elevations than the surrounding pavement.
Depressions are very noticeable after a rain when they fill with water.
 Roughness, depressions filled with substantial water can cause vehicle hydroplaning.
 This may be due subgrade settlement resulting from inadequate compaction during construction.

Best rehabilitation techniques for pavement B = Reconstruction. Since depression deformation effect the
layer under the subgrade hence reconstruct the pavement could be the best rehabilitation since it will
include removal and rebuilding of all part of the pavement using new materials and construction
specification.
Nazihah Sha’auzi

JUNE 2019

QUESTION 3

Recycling method best applied is Full Depth Reclamation (FDR). This process generally used for
rehabilitation work. Some process involved in this method ae:
Step 1-Pulverization
Step 2-Mixing of Additives
Step 3-Grading and Compaction
Step 4-Chip Seal or Fog Seal on Stabilized Base
Step 5-Placing Asphalt Surface
The four main steps in this process are pulverization, introduction of additive, compaction, and application
of a surface or a wearing course. If the in-place material is not sufficient to provide the desired depth of the
treated base, new materials may be imported and included in the processing.

Materials involved; additives, such as asphalt emulsions and chemical agents.

Benefits of FDR;
[1] It saves money: do not have to be excavated the old base layers (they are mixed in during the
process) and new material does not have to be hauled in.
[2] Fast: the reconstruction process goes much more quickly when everything is done right in place.
[3] Environmentally friendly: since new base materials do not have to be imported to the site and all
existing material is recycled into that location, with excess recycled for other uses, it is one of the
most environmentally friendly options available.

Effects of inappropriate road drainage system to the community living in mountainous area;

1. Failure of formation slopes

2. Flow along the road side for long distances, slips and landslides may occur causing road failures
3. Erosion of side slopes, side drains and formation of gullies may result; The flowing water on surface
cause erosion on the hill side also result in erosion of embankment cut and hillside.
Nazihah Sha’auzi

QUESTION 4

Dowel bars are commonly used as a load transfer device across joints, especially for pavements with heavy
traffic. The primary advantage of dowel bars is to transfer load without restricting horizontal joint
movements due to temperature and moisture expansion and contraction in the concrete slabs. Also, dowel
bars play a role to maintain the vertical and horizontal alignment of slabs. The load transfer efficiency
depends on a number of dowel-joint parameters, including modulus of dowel support, dowel bar diameter,
dowel length, dowel bar spacing, dowel looseness, joint opening width, and subgrade strength.

Dowel bars can be placed either before PCC placement by using dowel baskets, or after PCC placement by
using an automatic dowel bar inserter. Skewed, shallow or excessively corroded dowels can fail causing
faulting and/or cracking at the joint. Typically dowel bars are protected from corrosion by the application
of epoxy coating or stainless-steel cladding. Additionally, dowels should be lightly coated with a lubricant
such as grease or oil to prevent bonding with the PCC.

Different types of concrete pavement;

1. Jointed Plain Concrete Pavement (JPCP)
2. Jointed Reinforcement Concrete Pavement (JRCP)
3. Continuously Reinforced Concrete Pavement (CRCP)

Advantages
 Low maintenance and operation cost.
 Higher life span (Life span may be up to 40 years
whereas flexible pavement has a life span of
only 10-20 years).
 It has high flexural strength.
 It has good resistance to petroleum products,
oils, and chemicals.
 More environment-friendly than flexible
pavement.
 It distributes loads in a wider area and can bear
a large amount of load due to slab action.
Disadvantages
 High initial cost required for construction.
 Maintenance is difficult than flexible pavement.
 Requires at least 28 days of curing before high
traffic movement because concrete gains its 99%
efficiency/strength in 28 days.
 Any excessive deformations occurring due to
heavier wheel loads are not recoverable in this
pavement type( settlement is permanent).
Nazihah Sha’auzi
QUESTION 5
Types of failures due to environmental distress and structural distress in a flexible pavement;
Environmental distress
1. Bleeding
• The phenomenon of formation of a film of • Alligator cracks are also called as map cracking.
asphalt binder over the surface of the pavement
surface is called as bleeding. The occurrence of
bleeding will give a shiny glass like reflecting
surface. The layer will have bubbles which are
seen as blisters. The asphalt binder formed will • A parallel of longitudinal cracks will propagate
be sticky in nature. The filling of asphalt binder
into the aggregate voids during hot weather
conditions and their expansion in later situations
will result in bleeding. The bleeding can be
caused due to the following factors:
• Excessive asphalt binder in the mix
• Excessive application of the binder during
surface treatment
• Lower air void content - no adequate voids
for the bitumen to penetrate
2. Block cracking
• This is also called as thermal cracking. The
cracking is happening in the form of blocks. These
cracks are interconnected making the pavement
to divide into rectangular pieces (almost
rectangular). The size of each rectangle may vary
from one foot by one foot to ten foot by ten foot.
This is spread over a wide pavement area. But
these are observed in areas of no traffic. This is
an after effect of environmental exposure, hence
it is called thermal cracking. The temperature
effects and aging are the possible reasons.
Structural distress
1. Alligator (fatigue)
This is a fatigue failure caused in the asphalt
concrete. A series of interconnected cracks are
observed due to such distress. The tensile stress
is maximum at the asphalt surface (base).
with time and reaches the surface. Repeated
loading and stress concentration will help the
individual cracks to get connected. These will
resemble as a chicken wire or similar to the
alligator skin. This is termed as the alligator
cracking. It is also known as the crocodile
cracking. These cracking is observed only in
areas that have repeated traffic loading.
Alligator cracking is one of the major structural
distress.
2. Depressions
• There are certain areas in the pavement that are
localized and have a lower elevation compared
to the surrounding pavement level. These
lowering are depressions found on the
pavement. They are mainly noticed only when
they are filled with water usually after rain.
• Depressions in flexible pavements are a very
common distress found in parking lot
construction as well as in overlays.
• These depressions can be caused either by the
foundation soil settlement due to continuous
loading or it can be formed during the
construction. There are different severity levels
that are considered for the depression in the
flexible pavement that is constructed for airfield
purposes.
Nazihah Sha’auzi

3. Raveling 3. Potholes
• The dislodgement of aggregate particles will • In road surfaces where a portion of the same has
result in the disintegration of the hot mixed broken away, cause a disruption by forming a
asphalt progressively from the surface to pothole. These are also called as a kettle.
downward direction. This failure is called as • The pavement fatigue is the main reason behind
raveling. This dislodgement is the loss of bonding the formation of potholes. The occurrence of
between the aggregate particles and the asphalt fatigue cracking will interlock to form alligator
binder. The aggregates are sometimes coated cracking. These chunks between the cracks
with dust particles that result in lack of bonding. formed in the pavement will become loose and
This will make the aggregate to bind with the dust will be picked out under continuous loading and
rather than the binder. stresses. This will leave a pothole on the
pavement.

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. Without timely patching, water can enter the subgrade and cause larger and more serious
pavement failures.

A full-depth or deep patch is considered a permanent repair, while a thin surface patch or a “throw and go”
pothole repair is usually temporary. Materials for patching include hot mix asphalt, asphalt emulsion mixes,
stockpile patching mixes, and proprietary patching mixes with special blends of aggregate and modified
binders.

A high quality HMA patch can be considered a permanent repair although many patches are done as
emergency repairs in poor conditions.

Full-depth patching is the removal of the entire pavement surface layer, regardless of its thickness, over
the patching area. Deep patching is the removal of four inches or more of the pavement surface course.
Full-depth patching applies to either asphalt or concrete pavements, but deep patching applies only to
asphalt pavements. Patching material can be just about any HMA or cold mix asphalt material as well as
certain types of slurries. Typically, some form of HMA is used for permanent patches, while cold mix is often
used for temporary emergency repairs.
Nazihah Sha’auzi

DECEMBER 2018

QUESTION 4

Types of Portland Cement Concrete (PCC) pavement;

1. Jointed Plain Concrete Pavement (JPCP)

 Contain enough joints to control the location all of the expected natural cracks. All necessary
cracking occurs at joints and not elsewhere in the slabs.
 JPCP do not contain any steel reinforcement. However, there may be load transfer devices such
as dowel bars at transverse joints and deformed steel bars such as tie-bars at longitudinal joints.
 The problems that may occurs are pumping and faulting.

2. Jointed Reinforcement Concrete Pavement (JRCP)

 Contain steel mesh reinforcement (sometimes called distributed steel).

 In JRCP, designers intentionally increase the joint spacing and include reinforcing steel to hold
together mid-panel cracks.
Nazihah Sha’auzi

 Because of performance issues caused by the embedded steel being incapable of holding
together mid-panel cracking and the resultant erosion/faulting of such cracks that include no
load transfer devices and other joint-related issues, only a handful of agencies still employ JPCP
designs.
 The problems that may occurs are load transfer failure and large tensile strength.

3. Continuously Reinforced Concrete Pavement (CRCP)

 Do not require any transverse contraction joints.

 Determining an appropriate spacing between the cracks is part of the design process for this
type of pavement.
 CRCP designs generally cost more than JPCP or JRCP designs initially due to increased quantities
of steel. However, they can demonstrate superior long-term performance and cost-
effectiveness.
 The problems that may occurs are punchout.

QUESTION 5

These problems occur during the construction may be due;

[1] Do not meet specification for aggregate and binders.
[2] The mechanisms, such as conveyor, hopper gate and auger in the paver not working properly so as it is
not maintaining a good and consistent amount of HMA at the correct temperature in front of the
screed.
[3] The flow of materials to the paver are not maintain at a speed so as to limit the time the paver is kept
waiting.
[4] Paving lower than a minimum number of transverse joints.
Nazihah Sha’auzi

[5] Inadequate compaction results in a pavement with decreased stiffness, reduced fatigue life,
accelerated aging, decreased durability, rutting, raveling and moisture susceptibility.

Difference between structural and functional overlays;

Structural overlays Functional overlays
• Typically used to address surface distresses or • Correct structural deficiencies and are designed
improve ride quality. using the methods presented (or other
• Generally, not designed and rely on past methods).
experience. • A structural overlay is generally very thick and
• To provide a safe smooth riding surface to the the preparation prior to the placement of the
traveling public. overlay can be extensive.
• They are usually thin (1 to 2 inch) and do not
require extensive repair work prior to the
overlay. The preparation prior to the overlay is
minimal. It will consist of some crack sealing and
maybe milling.
Nazihah Sha’auzi

JUNE 2018
QUESTION 3

Parameters to be checked on the quality of asphalt mixture of the QC and QA;

[1] Density, optimum bitumen content, air voids = QC
[2] Equipments used = QA

Earthwork operations;
 The purpose of earthworks is to level the ground to the required level (either road finished level or at
least 200 mm higher than road formation level) which bound to be the subgrade of the pavement.
 Consist of excavation, backfill, transportation, stockpiling, spreading, compaction, forming embankment
and slopes, etc. as is necessary up to the formation levels
 The tests will be conducted on soil if the soil are found to be unsuitable (e g organic, marine clay) where
as it need to be treated, remove and replaced with suitable material.
 During earthworks, the temporary water course ditches, drains, pumps and silt trap are need to be
provided to maintains earthworks free from water.

The equipment used in the earthwork construction stages are various types of compactors with various
function as example Smooth wheel, Pneumatic, Vibratory & Sheep foot.

QUESTION 4

The road maintenance is important because in developing countries, traffic is rapidly growing, age of stock
increases and asset become more and more complex. Road maintenance provides safety, economic,
environmental and social well- being benefits. It may have better stopping distances, which is an important
factor in accident prevention. Fewer collisions mean less injuries and a lower risk of fatality. Which in turn
Nazihah Sha’auzi

saves money in relation to healthcare, but also prevents the real-life consequences for those who may
experience this type of event. A smooth ride is more comfortable to travel over, and our transit can be
consistently faster. This means that goods arrive at their destination intact and vehicle damage from surface
defects and potholes is reduced too. Vehicle owners have reduced running costs, freeing some income to
utilize in other ways. The implications of a sustained road maintenance schedule have wide and real
benefits which cuts across all areas of a society.

Categories of the road maintenance;

1) Crack seals
2) Fog seals
3) Slurry seals
4) Bituminous surface treatments (BST)
5) Patches

Recycling method best applied is Full Depth Reclamation (FDR). This process generally used for
rehabilitation work. Some process involved in this method ae:
Step 1-Pulverization
Step 2-Mixing of Additives
Step 3-Grading and Compaction
Step 4-Chip Seal or Fog Seal on Stabilized Base
Step 5-Placing Asphalt Surface
The four main steps in this process are pulverization, introduction of additive, compaction, and application
of a surface or a wearing course. If the in-place material is not sufficient to provide the desired depth of the
treated base, new materials may be imported and included in the processing.

Materials involved; additives, such as asphalt emulsions and chemical agents.

Benefits of FDR;
[1] It saves money: do not have to be excavated the old base layers (they are mixed in during the
process) and new material does not have to be hauled in.
[2] Fast: the reconstruction process goes much more quickly when everything is done right in place.
[3] Environmentally friendly: since new base materials do not have to be imported to the site and all
existing material is recycled into that location, with excess recycled for other uses, it is one of the most
environmentally friendly options available.