Unit-IV Pavement Management System 2023

21-11-2023
PANDIT DEENDAYAL
ENERGY UNIVERSITY
Pavement Engineering Theory

Unit-IV: PAVEMENT MANAGEMENT SYSTEM
Dr. Ayyanna Habal

Assistant Professor,
Department of Civil Engineering, SOT,
Pandit Deendayal Energy University,
Gandhinagar, Gujarat - 382007,
Ayyanna.Habal@sot.pdpu.ac.in
Unit-IV: Content ENERGY
Distresses in pavements - maintenance of highways -

structural and functional condition evaluation of
pavements - pavement recycling - performance
prediction models - ranking and optimization in
pavement management
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“Pavement Engineering” by Dr. Ayyanna Habal, PDEU, Gandhinagar| Odd Sem-2023 | 2
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Pavement Management System (PMS) ENERGY
What is PMS?
Providing the RIGHT treatment, on the RIGHT
pavement, at the RIGHT time.
But how to do this?
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Distresses in Pavements ENERGY
 Distress is “Any indication of poor or unfavorable

pavement performance or signs of impending failure; any
unsatisfactory performance of a pavement short of failure”
 Surface distress modes can be broadly classified into the
following three groups:
1. Fracture: This could be in the form of cracking (in flexible
and rigid pavements) or spalling resulting from such things
as excessive loading, fatigue, thermal changes, moisture
damage, slippage or contraction.
2. Distortion: This is in the form of deformation (e.g., rutting,
corrugation and shoving), which can result from such things
as excessive loading, creep, densification, consolidation,
swelling, or frost action.
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Distresses in Pavements ENERGY
3. Disintegration: This is in the form of stripping. raveling or

spalling, which can result from such things as loss of bonding,
chemical reactivity, traffic abrasion, aggregate degradation,
poor consolidation/compaction or binder aging.
 Thus, surface distress will be somewhat related to roughness

(the more cracks, distortion and disintegration – the rougher
the pavement will be) as well as structural integrity (surface
distress can be a sign of impending or current structural
problems).
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Pavement Performance ENERGY
Factors affecting pavement performance

 Subgrade soil
 Pavement materials characteristics
 Binder (Asphalt and Cement)
 Aggregate
 Modifiers for binder
 Additives or stabilizing agents (e.g., WMA, lime and
cement)
 Traffic loading
 Environment
 Moisture; and Any problem in these factors will
lead to distresses in pavements!
 Temperature
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Distresses in Flexible Pavements ENERGY
 Commonly observed distresses in flexible pavement
Cracking
Deformation
Deterioration
Mat problems
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Contd… ENERGY
Category Distress Type
Longitudinal, fatigue, transverse,

Cracking
reflective, block, edge
Rutting, corrugation, shoving,

Deformation
depression
Delamination, potholes, patching,
Deterioration raveling, stripping, polished
aggregate
Mat problem Segregation, bleeding, Delamination
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Cracking ENERGY
• Types
– Fatigue
– Thermal/Transverse
– Block
– Edge
– Longitudinal
– Reflection
– Slippage
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Fatigue Cracking ENERGY
 Cracks in asphalt layers that are caused by repeated

traffic loadings. The cracks indicate fatigue failure of the
asphalt layer.
• Causes
– Insufficient strength
– End of pavement life
– Too heavy of loads
• Treatment
– Remove and replace
– Mill and overlay
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“Pavement Engineering” by Dr. Ayyanna Habal, PDEU, Gandhinagar| Odd Sem-2023| 10
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Thermal/Transverse Cracking ENERGY
 Cracks that are predominately perpendicular to

pavement centerline caused due to expansion and
contraction.
• Causes
– Contraction and
Expansion of Pavement
with Changing
Temperatures
• Cures
– Crack Filling
– Full-Depth Reclamation
– Thick Overlay
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Longitudinal Cracks ENERGY
 Cracks that are approximately parallel to

pavement centerline and are not in the wheel path.
• Causes
– Low Temperatures
• Cures
– Crack Sealing
– Thick Overlay
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Block Cracking ENERGY
 Pattern of cracks that divides the pavement into

approximately rectangular pieces
• Causes
– High Void Content
– Oxidative Hardening of the
AC
– Thermal Cracking
• Cures
– Crack Filling/Sealing
– Seal Coat
– Thick Overlay
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Edge Cracking ENERGY
 Crescent-shaped cracks or fairly continuous cracks that

intersect the pavement edge and are located within 2 feet
of the pavement edge, adjacent to the unpaved shoulder.
• Causes
– Soil Movement Beneath
Pavement
• Cures
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Reflective Cracking ENERGY
 Cracks in HMA overlay surfaces that occur over joints in

concrete or over cracks in HMA pavements
• Causes
– Existing cracks or joints in the
underlying structure
– Concrete slab movements
• Cures
– Crack Filling
– Extensive Pre-Overlay Repair
– Crack & Seal
– Saw & Seal
– Interlayer
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Slippage Cracking ENERGY
 U-shaped cracks in areas of braking, turning,

accelerating
• Causes
– Poor bond between asphalt
surface and underlying layer
• Cures
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Recap from last lecture ENERGY
 Pavement Management System (PMS)

 Distresses in Pavements
 Pavement Performance
 Distresses in Flexible Pavements
 Cracking
– Fatigue
– Thermal/Transverse
– Block
– Edge
– Longitudinal
– Reflection
– Slippage
 Surface Defects
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Contd… ENERGY
Category Distress Type
Longitudinal, fatigue, transverse,

Cracking
reflective, block, edge
Rutting, corrugation, shoving,

Deformation
depression
Delamination, potholes, patching,
Deterioration raveling, stripping, polished
aggregate
Mat problem Segregation, bleeding, Delamination
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Surface Defects ENERGY
 Deformation
– Rutting
– Shoving
– Deformation
 Deterioration
– Polishing
– Stripping
– Raveling
– Potholes
– Patching
 Mat problem
– Segregation,
– Bleeding,
– Delamination
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Rutting ENERGY
 Longitudinal surface depression that develops in the

wheel paths of flexible pavement under traffic. It may
have associated transverse displacement
• Causes
– Low Air Voids
• Asphalt content
too high
– Smooth, Rounded Aggregate
• Excessive amounts
of natural sand
– Excess Dust
• Cures
– Remove/Replace 100 mm
– Micro-surfacing
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Shoving ENERGY
 A longitudinal displacement of a localized area of the

pavement surface.
• Causes
– Unstable Mix
– Braking, stopping or
accelerating traffic
– Slippage between layers
• Cures
– Remove and Replace
– Mill and Overlay
– Thick Overlay
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Bleeding ENERGY
 Excess bituminous binder occurring on the pavement

surface.
• Causes
– Too high asphalt content
• too rich a plant mix
• improperly constructed
seal coat
• too heavy prime or tack
coat
• Cures
– Sand blot
– Micro-surfacing
– Seal coat
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Polished Aggregate ENERGY
 Surface binder worn away to expose and polish coarse

aggregate
• Causes
– Soft aggregate
– Heavy traffic
• Cures
– Seal coat
– Micro-surfacing
– Thin Overlay
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Stripping ENERGY
 The loss of the adhesive bond between asphalt cement

and aggregate
• Causes
– presence of water in asphalt concrete
– Incompatible combination
– Freeze-thaw
• Cures
– Seal coat
– Micro-surfacing
– Thin Overlay
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Raveling ENERGY
 Separation of coarse aggregate from fine aggregate
• Causes
– Asphalt binder unable to hold
aggregate in place
• dusty aggregates
• segregation
• low in-place density
• aged asphalt binder
• Stripping
• Cures
– Seal Coat
– Micro-surfacing
– Thin Overlay
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Potholes ENERGY
 Bowl-shaped holes of various sizes in the pavement

surface. Minimum plan dimension is 150 mm
• Causes
– Raveling of cracks
– Moisture damage
– Freeze-thaw
– Insufficient strength
• Cures
– Patch
– Milling and Overlay
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Patch Deterioration ENERGY
 Distress/Failure in patched portion
• Causes
– Poor bonding to existing pavement
– Improper compaction
– Poor materials
– Propagation of
original distress
• Cures
– Remove and replace
– Re-patch
– Assess original distress
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Network Survey Vehicle (NSV) ENERGY
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Distresses in Rigid Pavements ENERGY
 Distresses in CC Pavements are mainly two types

1.Structural – Primarily effect the pavement’s ability to carry
traffic load
All cracks are not structural. Any uncontrolled/random crack like
longitudinal, transverse, intersecting cracks that extends through the depth
of slab (>D/2) is to be considered as a structural crack. Structural cracking
is often caused due to excessive loading, long joint spacing, shallow or late
sawing of joints, inadequate thickness, pumping, excessive warping
stresses etc..
2. Functional – Mainly affect the riding quality of the traffic

These distresses do not necessarily reduce the load carrying capacity of the
pavements but affects the riding quality, and safety.
Ex: Roughness, Loss of surface texture, faulting, scaling, raveling etc..
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Contd… ENERGY
Basic Distress Mechanisms in CC pavements

 Temperature-related:
• Low-temp. mid-slab cracking
• High-temp. joint / crack distress
 Load-related:
• Fatigue
• Faulting
 Moisture-related:
• Pumping
• D-Cracking
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Manifestation of distress in CC pavements are classified in the

form of:
1. Cracking
a) Plastic Shrinkage Cracks
b) Edge cracks
c) Corner cracks/breaks
d) Longitudinal and Transverse cracks
e) Durability “D” cracks
f) Punchouts
2. Surface Defects
a) Pop-outs/Small holes
b) Scaling
c) Ravelling
d) Polished aggregate/Glazing/smooth surface
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Contd… ENERGY
3. Joint Defects
a) Spalling
b) Sealant failure
c) Faulting at joints
4. Other Defects
a) Blowups
b) Pumping
c) Drop off
d) Patch Deterioration
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Plastic or Shrinkage Cracks ENERGY
 Hairline cracks formed during PCC setting and curing.

Usually, they do not extend through the entire depth of
the slab.
Possible Causes:
• Drying shrinkage stresses in surface
• Poor curing
• Hot windy conditions
• Excessive water at surface (bleeding)
• Excessive cement content
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Longitudinal Cracks ENERGY
 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.
Possible Causes:
• Excessive drying shrinkage stresses
• Inadequate depth of joint or late joint cutting
• Excessive joint spacing
• Sudden thermal and moisture gradient changes
• Down hill paving
• Channelized or static heavy loading,
• Loss of sub-grade support,
• Settlement of embankment
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Transverse Cracks ENERGY
 Transverse cracks cross the slab in a direction nearly

perpendicular to the pavement centerline and the direction
of traffic.
Possible Causes:
• Overloading and excessive tensile stresses in concrete
• Inadequate depth or late initial joint groove sawing
• Excessive joint spacing.
• Misaligned, corroded, locked dowel bars
• Delays of concrete placing for more than 30 min.
• Sudden thermal and moisture gradient stress changes
• Settlement/poor sub-base support at localized area
• Incorrect location of transverse joints at/over cross
drainage structure/utility duct
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Distresses in Flexible Pavements

 Deformation
– Rutting
– Shoving
– Deformation
 Deterioration
– Polishing
– Stripping
– Raveling
– Potholes
– Patching
Distresses in Rigid Pavements
 Mat problem  Cracking
– Segregation,
– Bleeding, – Plastic Shrinkage Cracks
– Delamination – Longitudinal and Transverse cracks
– Edge cracks
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Manifestation of distress in CC pavements are classified in the

form of:
1. Cracking
a) Plastic Shrinkage Cracks
b) Edge cracks
c) Longitudinal and Transverse cracks
d) Corner cracks/breaks
e) Durability “D” cracks
f) Punchouts
2. Surface Defects
a) Pop-outs/Small holes
b) Scaling
c) Ravelling
d) Polished aggregate/Glazing/smooth surface
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Contd… ENERGY
3. Joint Defects
a) Spalling
b) Sealant failure
c) Faulting at joints
4. Other Defects
a) Blowups
b) Pumping
c) Drop off
d) Patch Deterioration
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Diagonal Crack or Corner Breaks ENERGY
 A portion of a JCP separated from the slab by a diagonal crack

intersecting the transverse and longitudinal joint, which extends down
through the slab, allowing the corner to move independently from the
rest of the slab.
Possible Causes:
• Excessive thermal and moisture gradient stresses
• Excessive joint spacing
• Unstable sub-grade or loss of sub-base support
(settlement of utility trench, etc.)
• Excessive over loading
Frost action
• Poor load transfer
• Dowel bar restraint
• Curling, thin slabs are particularly susceptible to this
cause
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Punchout ENERGY
 A localized area of CRCP bounded by two transverse cracks and a

longitudinal crack. Aggregate interlock decreases over time and
eventually is lost, leading to steel rupture and allowing the pieces to be
punched down into the subbase and subgrade.
Possible Causes:
• Localized poor concrete
• Loss of foundation support
• Poor drainage at edge with paved
shoulder
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Multiple Structural Cracks ENERGY
 Any uncontrolled or random intersecting cracks that extends through the

depth of slab (>D/2).
Possible Causes:
• Lack of sub-grade support
• Excessive over loading
• Weak concrete
• End of service life
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Ravelling or Scaling ENERGY
 The deterioration of the upper 3 to 12 mm of the concrete surface,

resulting in the loss of surface mortar.
Possible Causes:
• Segregation at surface
• Crazing or fine alligator cracks
• Frost action
• Unsound or dirty aggregates
• Weak concrete (too much water, too much
fine aggregate)
• Inappropriate curing
• Excessive Abrasion
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Popout, Pothole ENERGY
 Small pieces of PQC that break loose from the surface leaving small
divots or pock marks. Popouts range from 25 - 100 mm (1 - 4 inches) in
diameter and from 25 - 50 mm (1 - 2 inches) deep.
Possible Causes:
• Loss of contaminated or non durable concrete
pockets at surface
• Lack of homogeneity, uniformity and
consistency of the mix
• Loss of aggregate from concrete surface:
thermal expansion, freeze-thaw
• Inadequate compaction
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Loss of Surface Texture/

Glazing/Smooth Surface
ENERGY
 Surface mortar and texturing worn away to expose coarse aggregate in

the concrete.
Possible Causes:
• Movement of construction traffic at an early
age
• Wear and tear under high volumes of traffic
particularly
• under wet or uncleaned surface
• Poor texturing during construction
• Soft and mono-mineral aggregates
• Frequent braking and turning sections
• Non durable concrete
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Joint Separation ENERGY
 Movement of slab due to shoulder movement or due to slippage

resulting in increased joint width.
Possible Causes:
• Insufficient or incorrect tie bar installation in
longitudinal joints
• Shoulder movement
• Downhill slipping of slabs on a steep
gradient/super elevation
• Slippage of tie-bars at sharp curves
• High Embankment/black cotton soil
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Joint Seal Defects ENERGY
 Any distress associated with the joint sealant, or lack of joint sealant.
Possible Causes:
• Hardening or softening of sealant by UV
radiations
• Stripping of joint sealant
• Adhesion failure of bond between walls of
groove and sealant
• Pressing of small stones and other
incompressible matter into the sealant.
• Inadequate curing before opening to traffic
• Lack or absence of sealant
• Weed growth in the joints
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Spalling ENERGY
 Cracking, breaking, chipping, or fraying of the concrete slab surface

within 0.6 m of a joint or crack.
Possible Causes:
• Ingress of stones and other incompressible
material into joint
• Dynamic traffic loads at slab ends, mechanical
damage
• Weak concrete, poorly compacted or non
durable, particularly at construction joints
• Failure or defects of dowel load transfer system
• Slab overstressing
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Faulting ENERGY
 A difference in elevation across a joint or crack usually associated with

un-doweled slabs.
Possible Causes:
• Differential settlement/ support due to inadequate
foundation / or growth of tree roots
• Reduction in lack of load transfer due to
separation of slabs
• Along transverse joints or cracks: build up of
material under the approach slab; ingress of water
internal erosion and pumping
• Warping or curling following either moisture or
temperature gradients
• Settlement of sub-grade or shoulder drop off
caused by heavy traffic
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Blow up or Buckling ENERGY
 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.
Possible Causes:
• Accumulation of incompressible material
in the joints
• Excessive expansion resulting from
combined adverse thermal and moisture
conditions
• Wrong spacing of joints
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Dropoff (Lane to Shoulder) ENERGY
 The vertical elevation difference between the pavement's surface and the
adjacent shoulder surface.
Possible Causes:
• Settlement of shoulder
• Erosion of unpaved shoulder due to
surface run-off in rainy season
• Poor quality of shoulder material i.e.
not suited for the purpose
• Wear and tear from parked vehicles
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Pumping ENERGY
 Movement of material underneath the slab or ejection of material from

underneath the slab as a result of water pressure.
Possible Causes:
• Ingress of water through cracks
and damaged joints
• Poor or in-operational/choked
sub surface drainage
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Distresses in Rigid Pavements

 Cracking
– Plastic Shrinkage Cracks
– Longitudinal and Transverse cracks
– Edge cracks
– Corner cracks/breaks
– Durability “D” cracks  Joint Defects
– Punchouts – Spalling
 Surface Defects – Sealant failure

– Pop-outs/Small holes – Faulting at joints
– Scaling
– Ravelling
 Other Defects
– Polished aggregate/Glazing/smooth – Blowups
surface – Pumping
– Drop off
– Patch Deterioration
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Concrete Pavement Maintenance ENERGY
 The evaluation of exiting pavement condition is the most important part

of assessing the maintenance needs.
 The maintenance strategy will be determined according to the level of
deterioration
 The condition of the existing pavement largely determines the types of
treatments to be considered.
 Characterization includes the types of distress, width & depth of crack,
percentage area affected; joint defects etc..
Pavement Condition
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Condition Survey ENERGY
As part of road maintenance program, every year condition survey

of the pavement has to be carried out to:
1. Assess the existing pavement condition, and
2. Identify the pavement distresses
Pavement Condition Survey based on:

a) Visual Rating
b) Profile/Faulting/Roughness measurement
c) Deflection tests by FWD
d) Texture depth, friction/skid resistance tests by sand patch, British
pendulum and Mu-meter
e) Drainage condition survey
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Rating System ENERGY
 The routine survey and recording of the surface condition and

rating of severity of defects is important for assessing the
maintenance strategy.
 Rating system as per IRC-SP: 83 is shown in following table.
Five Level Distress Rating System
Distress Rating Slab Condition Severity (Defects) Rating
0 Excellent No distress
1 Very Good Minor
2 Good/Average Moderate
3 Fair Major
4 Poor Extreme
5 Very Poor Unsafe/Unserviceable
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Functional Condition ENERGY
Texture depth, friction/skid resistance tests by sand patch,

British pendulum and Mu-meter
Sand patch, British pendulum and Mu-meter tests are carried to asses the
surface characteristics like: texture, and friction, skid resistance of concrete
pavement.
Sand Patch Method British Pendulum
Mu-meter
Between 0.65 to 1.25 mm

[As per IRC:15-2002] BPN value between 45 to 55
[As per TRL Road Note No. 27]
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Profile/Faulting/Roughness
measurement
ENERGY
 The roughness of a pavement is commonly reported in terms of

unevenness index as measured by the bump integrator.
 The maximum permissible roughness values recommended by
IRC:SP:16 for different type of road surfaces are given in
following table.
Permissible Roughness Values for EW, NH, and SHs in India [IRC:SP:16-2019]
Condition of Road Surface
Wearing Type Good Fair Poor
RI mm/km IRI m/km RI mm/km IRI m/km RI mm/km IRI m/km
Bituminous (BC,
<1800 <2.55 1800-2400 2.55 – 3.30 >2400 >3.3
SMA, SDBC)
Cemented <2000 <2.81 2000-2400 3.30 – 2.81 >2400 >3.3
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Deflection tests by FWD ENERGY
 FWD test is conducted to asses the structural condition and

load transfer efficiency (LTE) of cracks and joints in
concrete pavements
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Drainage condition survey ENERGY
 Drainage evaluation needs to be included to assess any potential future

problems caused by moisture and run-off especially where the average
rainfall exceeds 500 mm per year.
 The moisture may penetrate the pavement through cracks or joints due to
delamination or oozing out of sealant from the walls of the groove.
 The condition and effectiveness of side drainage also require recording,
particularly, before the monsoon period.
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Methods for Repairing Concrete

Pavements
ENERGY
Repair techniques can be broadly classified as:

1) Preventive Techniques – Aimed to slow down occurrence of the
distress so as to ensure longer service life of pavement.
Example: Joint and crack resealing
2) Corrective Techniques – Aimed to slow down the major

rehabilitation works to extend the service life of pavement. Example:
Diamond grinding, Grooving, Retexturing, Slab stabilization, Cross-stitching,
Retrofitting of dowel bars etc..
3) Concrete pavement Restoration (CPR) Techniques – Repair

and maintenance operations without any overlay
4) Rehabilitation – Strengthening involving overlay options
5) Reconstruction – Undertaken after end of service life or due
to severe distresses in longer stretches due to faulty design/construction
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Texturing ENERGY
 Texturing of polished concrete surface exhibiting inadequate friction can

be done using Diamond grinding method.
 It corrects irregularities by removing a thin layer of hardened concrete,
using closely spaced diamond saw blades.
 The grinding operation normally removes between 4 and 6 mm per pass
and results in a smooth, quiet, longitudinally grooved surface texture.
Link to Video: https://www.youtube.com/watch?v=sYZDeBFy8Qg

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Joint and Crack Resealing ENERGY
 Single, shallow fine/hair cracks do not require repair

 Fine interconnected cracks are repaired with low viscosity
epoxy resins.
 Full depth cracks and damaged joints shall be sealed without
delay to minimize ingress of water into the pavement
structure. This should be followed with dowel retrofit or full
depth repair.
Link to Video: https://www.youtube.com/watch?v=tJSdI6y503c

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Retrofitting of Dowel bars ENERGY
 New dowel bars shall be placed at cracks where

displacements occur and at joints if the existing bars are
damaged (misaligned, bent or corroded dowels, dowel
socketing or dowel slot widening, pavement lock-up).
 At least three bars in every wheel track at 300-375 mm
spacing shall be installed as per standard procedure.
 For existing dowel bars, there can be two ways of retrofitting.
If there are no cracks along the existing dowel bars, the
retrofit slots can be cut out in the land space between the
existing bars and new bars be installed.
 However, if the existing bars are corroded or surrounding
concrete is cracked, the retrofit slot be cut out encompassing
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damaged bar.
Retrofitting of Dowel bars ENERGY
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Stitching of Concrete Roads ENERGY
 Crack stitching with inclined tie bars (cross-stitching) may be used

for cracks in reasonably good condition in order to arrest
movement of slabs and slab pieces.
 Stitching maintains aggregate interlock, prevents the crack from
vertical and horizontal movement or widening and provides
added reinforcement and strength.
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Full Depth Repair (FDR) ENERGY
 FDR is recommended, if weak concrete is identified or suspected or the

pavement had multiple type of distresses such as cracking, ravelling, large
pop-outs/potholes and compression failure as blowups etc.
Removal of damaged portion by Saw cutting Compaction of Base Drilling in to PQC for Dowel bar installation
Installation of Dowel bar with Grout

discs Placement of fresh Concrete Bull Floating the Repair Area
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Concrete Overlay ENERGY
 If the existing rigid pavement is structurally weak based on the prevailing

traffic or the wearing surface needs improvements in riding quality an
overlay over rigid pavements is generally laid as per IRC:SP: 17
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Some Useful Video Links ENERGY
• Baker Rod Installation and Sealant filling in contraction joints

of CC road [Link to Video:
https://www.youtube.com/watch?v=-7Bj2r5RPBM]
• PQC Construction with sensor slip farm paver [Link to Video:

https://www.youtube.com/watch?v=CJkeHrlp9tU]
• DLC & GSB Construction using paver [Link to Video:

https://www.youtube.com/watch?v=zV2aLS3IyQk]
• CC pavement rehabilitation [Link to Video:

https://www.youtube.com/watch?v=2UpDs13R5jE ]
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Summary ENERGY
 Concrete Pavement Maintenance

 Condition Survey
 Rating System
 Functional Condition
– Roughness measurement
 Structural Condition by FWD
 Drainage condition
 Methods for Repairing Concrete Pavements
– Texturing
– Joint and Crack Resealing
– Retrofitting of Dowel bars
– Stitching of Concrete Roads
– Full Depth Repair (FDR)
– Concrete Overlay
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Recycling of Pavements
Dr. Ayyanna Habal

Department of Civil Engineering, SOT,
Pandit Deendayal Energy University,
Gandhinagar, Gujarat - 382007,
Ayyanna.Habal@sot.pdpu.ac.in
35
21-11-2023
Contents ENERGY
Introduction
Need For Recycling
Recycling: Benefits & Challenges
Recycling Methods
Case Studies
Conclusions
Takeaway
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Concerns with old Pavements ENERGY
 Stripping
 Raveling
 Cracking
 Potholes, etc…
Potholes
 Total failure of Pavement
Cracking
Raveling
Total failure of Pavement
Overlay/Repair/Reconstruction? Or How about Recycling?
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Source: Google Images “Pavement Engineering” by Dr. Ayyanna Habal, PDEU, Gandhinagar| Odd Sem-2022| 72
36
21-11-2023
What is Recycling? ENERGY
Recycling of Bituminous Pavement is reclamation and re-use of existing pavement

materials for:
 Bituminous layer (resurfacing, repaving or reconstruction) As Bituminous Mix
(>15 penetration
 Stabilization value)
As black rock
 Sub-base or Base course
 Embankments
 Subgrades As a fill material
 Earth fills Schematic of Recycling Process
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Need for Recycling ENERGY
 Depletion of natural resources (Stone quarries and crude oils)
 Increased construction cost (Requires lot of new materials)
 Disposal problems associated with old pavements
 Scarcity of new materials (Disappearing stone quarries)
 Environmental issues (GHG emission, disposal, quarrying etc..)
 Ecological imbalance etc… (Mountains are disappearing due to

quarrying)
So, it is important to recycle existing materials to overcome these problems
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
37
21-11-2023
Advantages of Recycling ENERGY
 Energy conservation
 Conservation of asphalt binder and aggregates
 Preservation of environment by using old materials
 Reduced GHG emissions
 Reduced cost and time of construction
 Eliminates the disposal problem associated with RAP material
 Preservation of existing pavement geometrics etc.
 Helps to construct sustainable pavements
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Indian Standards Recycling ENERGY
IRC120-2015
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
38
21-11-2023
Challenges with Recycling ENERGY
Reclaimed Asphalt Pavement (RAP) material is processed old pavement material contains
asphalt binder and aggregates
 RAP material is highly variable
 Processing and Quality Control of RAP
 Coating of fresh aggregates when used with RAP material
 Blending efficiency of RAP binder with fresh binder
 Additives are mandatory for reasonably high RAP content
 May require modification in HMA plant
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Recycling Methods ENERGY
Recyclin
g
In-situ In-plant
Recyclin Recyclin
g g
Hot Cold Hot Cold

Process Process Process Process
(HIR) (CIR) (HIP) (CIP)
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
39
21-11-2023
Hot In-situ Recycling (HIR) ENERGY
 The pavement is heated, and surface is

scarified to the required depth.
 Further, depending on the requirement fresh

aggregate and binder are added.
 The materials are mixed well and compacted

in one go.
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Cold In-situ Recycling (CIR) ENERGY
Cold In-situ Recycling at Bangalore University
 The milled material from the existing Full Depth reclamation (FDR)
pavement is mixed with new aggregate
and binder at ambient temp.(cement,
emulsion or foamed bitumen).
 Then the materials are mixed well and
compacted in one go.
Source: Google Images
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
40
21-11-2023
Hot In-plant Recycling (HIP) ENERGY
The RAP is combined with fresh materials in HMP. The resultant mix is heated to an elevated
temp. and mixed thoroughly to produce HMA. Transported to the site and paved.
Milling RAP Stockpile HMA Plant Paving
Double Drum Asphalt

Mixing Plant
Can we use 100% RAP?
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
RAP Characterization ENERGY
Milling Collection of RAP from Stockpile
Centrifuge extractor
Distillation using Rotary evaporator (ASTM D 5404) (ASTM D2172)
Absolute Viscosity
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
41
21-11-2023
Cold In-plant Recycling (CIP) ENERGY
The RAP is combined with fresh aggregates and emulsion/foamed bitumen and mixed
thoroughly at ambient temperature to produce Cold mix. Transported to the site and paved.
Milling RAP Stockpile Asphalt Mixing Plant Paving
Emulsion or Foamed
Bitumen is used as fresh
binder
Foaming equipment
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mix Design (Marshall/Superpave) ENERGY
Compaction
RAP Mix
Testing
Short term Aging
Conditioning
Compacted Sample
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
42
21-11-2023
Recycling Projects in India ENERGY
 Main road in Jnanabharathi Campus of Banglore University in front of Civil

Department Banglore, Karnataka. The stretch was evaluated for roughness, & stiffness
by MERLIN, & Geo-gauge, respectively.
 Hyderabad-Vijayawada section on NH-9 (91+700 RHS) near Chitiyala village, Andra

Pradesh
 18th Km on Reasi-Pauni Highway, Jammu.
 PWD Road Approach to BBH Mines (SH-48), Chitradurga, Karnataka
 Urban roads of Kolkata city : Recycling of an Urban Road using Foam Bitumen: An
Indian Experience [Authors: M. Amaranatha Reddy, K. Sudhakar Reddy, and B.B. Pandey]
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Contd… ENERGY
 The main carriageway section of Tumku - Honnavar Highway, NH-206 near Tumkur
strengthened by FDR with a Commercial cementitious Stabilizer. FWD test was done to
verify design modulus and GPR test was done to check the uniformity & crack formation
in cementitious layer.
 Chennai-Tada NH 5 Section total of 12 km with width of 8. 75 m.
 Baroda-Halol phase 1&2 total length of 17 km recycled using foam bitumen as binder.
 Ahmedabad-Mehsana 6 km of cold recycling to a depth of 160 mm under rehabilitation by

cold recycling using foam bitumen as binder.
 Hot in-situ recycling of Mehrauli to Badarpur under Delhi PWD.
 Recycling of roads in Delhi under Delhi PWD.
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
43
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Cold In-situ Recycling (CIR) – A Case

Study
ENERGY
• A 250 m stretch of main road in Bangalore University Campus was selected for Recycling.
• Surface and Structural conditions was checked, the stretch was badly damaged with
many severe distresses like cracking, ravelling and pothole formations.
• At many parts of the stretch the surface course was disintegrated which decreased the
riding quality
Objective:
Laboratory and field
evaluation of recycled
pavement with cementitious
stabilizer
Pavement condition before rehabilitation
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Test track details ENERGY
• A 250 m length test track is located on the main road of BU which connects Mysore road
with ORR.
• Based on the condition of the existing road the stretch was selected for FDR and
stabilization using commercial cementitious stabilizer.
• The stretch was of four sub-sections. In all the sections the existing sub-base course was
not disturbed. In order to study the effect of stabilizer, the RAP material was mixed with
different dosages of RBI stabilizer.
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
44
21-11-2023
Laboratory Investigations ENERGY

[to evaluate strength and durability]
For 0%, 4%, 5% and 6% dosage of stabilizer and

cured for 3, 7, 14, 28, 56 and 90 days
 OMC and MDD by Mod. Proctor Density Test

 California Bearing Ratio (CBR)
 Unconfined Compressive strength
 Durability as per IRC: SP: 89-2010 [>100%]
 Dynamic Young's Modulus through UPV Test
 Dorry’s Abrasion Test [Failed]
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Construction of test track ENERGY
 FDR or milling to required depth using asphalt zipper

 Spreading of fresh aggregates and stabilizer
 Dry Mixing
 Watering as per OMC
 Wet mixing and Compaction
 Tack Coat Application
 SDBC Surfacing
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
45
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Quality Control (QC) ENERGY
 Quality Control Tests
i) Pre-Construction:
• Gradation, OMC-MDD, and suitability of all the materials are checked in the
laboratory.
ii) Post-Construction
• During the construction of the test section quality control tests like Gradation,
MC, Field Density are checked
• After the construction surface finish is checked and if any irregularities are
there then immediately rectified.
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Field Investigations ENERGY

[Structural and Functional]
For all five test sections

Functional Condition:
 Visual Condition Survey for distresses
 Unevenness Measurement using MERLIN and Straight Edge
Structural Condition:
 Geogauge Test [for stiffness]
 Benkelman Beam Deflection (BBD) Test, and
 Dynamic Cone Penetrometer (DCP) Test
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
46
21-11-2023
Results ENERGY
Results of GeoGauge, DCP and BBD Studies
GeoGauge DCPT BBD
Corrected
Section Elastic CBR, %
Stiffness, CBR DCP Value, Characteristic
Modulus log10(CBR)=2.48-
K (MN/m) (%) mm/blow Deflection, Dc
(MPa) 1.057log10(DCP)
(mm)
1st Section
23.86 207 173 0.707 435 0.931
(4% RBI)
2nd Section
32.86 285 332 0.487 646 0.854
(5% RBI)
3rd Section
36.57 317 400 0.446 715 0.819
(6% RBI)
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Critical Strain Analysis ENERGY
Comparison of Permissible Subgrade Strain Values
Cumulative Std Subgrade Permissible Strains (micro strains)

Axles PANDEY M S NAGKUMAR PRESENT STUDY
662 (1st Section)
10 MSA [107] 690 800 620 (2nd Section)
607 (3rd Section)
Comparison of Permissible Radial Tensile Strain Values

Cumulative Std Permissible Radial Tensile Strains (micro strains)
Axles PANDEY M S NAGKUMAR PRESENT STUDY
138 (1st Section)
10 MSA [107] 282 350 130 (2nd Section)
128 (3rd Section)
By comparing the obtained strain values with permissible strain values, it is

clear that the obtained strains are within the permissible limits of 10 MSA
repetitions
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
47
21-11-2023
Cost Analysis ENERGY
• The general idea of recycling is to improve the performance of the pavement at

minimum cost.
• A typical cost analysis done for computing the conventional design and cold
recycled experimental stretch constructed with commercial stabilizer.
• By considering the cost of material, labour and equipment, cost of construction, of
various layers as per schedule of rates Karnataka state PWD
Cost for Conventional Method Cost for RBI treated Stretch

(Rs)/Km (Rs)/Km
1,53,50,950.00 88,10,220.00
Overall cost of 42 % saving can be achieved by In-situ recycling and stabilizing

the existing pavement with cementitious stabilizer.
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Conclusions ENERGY
 The study stretch was in good condition even after heavy traffic has moved for almost
six months and one monsoon season.
 After eight months the average unevenness of pavement was increased by 7.75 %.
 For the test sections treated with 4%, 5% and 6% the increase in elastic modulus, CBR
value and reduction in deflection values indicates better structural condition of
pavement treated with higher dosage of stabilizer.
 From the strain analysis it is clear that the study stretch can perform well for the
design period of ten years.
 From the cost analysis it was found that about 42 % savings can be achieved by In-situ
recycling and stabilizing the existing pavement with cementitious stabilizer.
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
48
21-11-2023
Takeaway ENERGY
• Recycling is an excellent way of rehabilitation of deteriorated pavements with

reference to local conditions–
– Depleting natural resources,
– Increase of road elevation due to frequent overlays
– Disposal of RAP etc.
• On-going research results indicate use of high RAP (>30%) is possible without
adversely affecting performance.
• Experiences from field studies are not well documented/published
• More studies are needed with emphasis on use of high RAP in bituminous layers
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Micro-surfacing : A Pavement Preservation Technology
49
21-11-2023
Contents ENERGY_
Introduction
Need For Microsurfacing
Microsurfacing: Benefits & Challenges
Microsurfacing Process
Case Studies
Conclusions
Takeaway
-------------------------------------------------------------------------------------------------------------------------------------
Need for Microsurfacing ENERGY_
Pavement Preservation Concept
The RIGHT treatment,

on the RIGHT
pavement,
at the RIGHT time
-------------------------------------------------------------------------------------------------------------------------------------
50
21-11-2023
Microsurfacing ENERGY_
Microsurfacing is a laboratory designed mixture of well-graded fine aggregates,

polymer modified bitumen emulsion and water, and applied using a specialized
paver.
-------------------------------------------------------------------------------------------------------------------------------------
Advantages ENERGY_
 Arrests deterioration of oxidized, raveled and polished pavement surfaces
 Extends life of existing pavement delaying expensive reconstruction
 Helps to correct skidding issues by restoring and enhancing surface friction
 Lesser emissions compared to HMA applications
 Reduces water infiltration making the road surface impermeable
 Addresses minor rutting issues up 1½” in depth
 Aesthetics Appearance
 Can be opened to traffic in 2-3 hours- minimizes traffic delays
-------------------------------------------------------------------------------------------------------------------------------------
51
21-11-2023
Limitations/Challenges ENERGY_
 Only applicable for structurally sound pavements
 Being very thin layer, the unevenness may be corrected marginally -

Shall be laid on pavements with satisfactory riding quality
 Existing pavement surface should not have any severe distress
 May not be successful for surface with wide and deep cracks (> 6
mm).
 Cannot be laid by manual methods, Microsurfacing paver is

essential.
 Shall be used only on existing bituminous surfaces

-------------------------------------------------------------------------------------------------------------------------------------
Microsurfacing Components ENERGY_
Proportioned, mixed & uniformly spread

 Modified bitumen emulsion
over a properly prepared surface using a
specialized paver.
 Crushed Aggregates
 Water
Modified
 Mineral filler Emulsion
Water
Additive
 Mix Control Additive
Mineral
Filler
Aggregate
Microsurfacing Ingredients Microsurfacing Paver
-------------------------------------------------------------------------------------------------------------------------------------
52
21-11-2023
Microsurfacing Paver
Schematic of Microsurfacing Paver ENERGY_
Crushed Cement Modified

aggregate additive Emulsion
water
Water Flows
Spreader
box
Mixture Brown &

Mixing time Homogeneous Mixture
Direction 15 to 45 seconds Black
Breaking Time
60 to 120 seconds
Open to Traffic in Appr. Two Hours
-------------------------------------------------------------------------------------------------------------------------------------
53
21-11-2023
Schematic of Microsurfacing Paver ENERGY_
(1) Aggregate bin 1

(2) Mineral filler bin
(3) Additive storage 2
(4) Metered aggregate
(5) Metered bitumen emulsion
(6) Metered water & additive
(7) Pugmill
(8) Microsurfacing
(9) Surfacing spreader box 3
5 4
(10) Brown to black color
(11) Road water spray bar
7
9 8 6
11
10
-------------------------------------------------------------------------------------------------------------------------------------
Microsurfacing Paver ENERGY_
Back view
Spreader box
Side view
-------------------------------------------------------------------------------------------------------------------------------------
54
21-11-2023
Bitumen Emulsion
Bitumen Emulsion ENERGY_
Bitumen emulsion is a mixture of fine droplets

of bitumen and water.
Used for applying
Prime Coat Tack Coat Microsurfacing

Also used for Cold Recycling, Ready mixes, maintenance and
patch works etc..
-------------------------------------------------------------------------------------------------------------------------------------
55
21-11-2023
Type of Emulsions ENERGY_
Emulsions
Setting Time Particle Charge Modification

 Slow Setting, Unmodified
 Medium Modified
Setting, and (Polymer or
 Rapid Setting Latex)
IS 8887 - Bitumen Emulsion for Roads

-------------------------------------------------------------------------------------------------------------------------------------
Tests on Emulsions ENERGY_
 Residue on 600 micron sieve - homogeneity of sample
 Viscosity by Saybolt Furol Viscometer - To spray and coat the aggregate
 Storage Stability - settlement rate, help to ascertain proper mixing prior to use
 Particle Charge - Affects the bonding between aggregate and emulsion
 Residue by evaporation - Percentage of binder present in emulsion phase
 Tests on residue – To check the quality of bitumen
Breaking of Emulsions
 When applied on road, breaks down and the binder starts binding the aggregates, though
the full binding power develops slowly as and when the water evaporates.
 First sign of breakdown is change in color from chocolate brown to black
Source: IS 8887
-------------------------------------------------------------------------------------------------------------------------------------
56
21-11-2023
Crushed Aggregates
Tests on Aggregates ENERGY_
 Gradation
 Impact
 Water absorption Requirements as per
Properties
IRC:SP:81-2008
 Sp. Gravity
Impact value, % 30
 Polished Stone Value (PSV), and
Specific gravity ----
 Sand equivalent tests
Water absorption, % Max.2
Sand equivalent value Min. 50
Polished Stone Value (PSV), Min. 55
-------------------------------------------------------------------------------------------------------------------------------------
57
21-11-2023
Aggregate Gradation ENERGY_
Type II (4-6 mm) Type III (6-8 mm)

Sieve size, mm
Percent passing Percent passing
9.5 mm -- 100
6.3 mm 100 90-100
4.75 mm 90 – 100 70 - 90
2.36 mm 65 – 90 45 - 70
1.18 mm 45 – 70 28 - 50
600 micron 30 – 50 19 - 34
300 micron 18 – 30 12 - 25
150 micron 10 – 21 7 - 18
75 micron 5 – 15 5 - 15
-------------------------------------------------------------------------------------------------------------------------------------
Ref: IRC:SP:81 “Pavement Engineering” by Dr. Ayyanna Habal, PDEU, Gandhinagar| Odd Sem-2022| 115
Polished Stone Value (PSV) Test ENERGY_
Significance:
 To evaluate the polishing
resistance of aggregates
used in surface course
According to MoRT&H, the aggregate

Specimens are clamped PSV should be > 55%
around the Rim
-------------------------------------------------------------------------------------------------------------------------------------
Ref: BS 812 part 114 “Pavement Engineering” by Dr. Ayyanna Habal, PDEU, Gandhinagar| Odd Sem-2022| 116
58
21-11-2023
Sand Equivalent Test ENERGY_
Significance:
 Access fines and clay are not desirable in asphalt mixes
 The sand equivalent test quantifies the relative abundance of sand versus clay.
 Lower SE value i.e., higher clay is considered unsuitable for asphalt mixes.
Ref: ASTM D2419, AASHTO T176

-------------------------------------------------------------------------------------------------------------------------------------
Microsurfacing Mixture
59
21-11-2023
Specifications for Microsurfacing ENERGY_
IRC: SP: 81 (2008), “Tentative Specifications for Slurry Seal and

ISSA A-143
Microsurfacing”,
By Indian Roads Congress (IRC)
-------------------------------------------------------------------------------------------------------------------------------------
Requirements of Microsurfacing Mixture ENERGY_
Laboratory designed mixture of polymer modified bitumen emulsion, aggregate, mineral

filler, water and other additives accurately proportioned, and mixed to satisfy following
requirements.
Parameter Requirements
Mix time, minimum 120 s
Consistency, minimum 3 cm
Wet cohesion, with in 30min, minimum 20kg.cm
Wet stripping, pass%, minimum 90 %
Wet track abrasion loss, (1 hour soak), 538g/m2

maximum
-------------------------------------------------------------------------------------------------------------------------------------
60
21-11-2023
Microsurfacing Process ENERGY_
1. Calibration of paver
2. Preparation of Existing Surface
3. Placement of the mix
-------------------------------------------------------------------------------------------------------------------------------------
Calibration of Microsurfacing Machine ENERGY_
-------------------------------------------------------------------------------------------------------------------------------------
61
21-11-2023
Preparation of Existing Surface ENERGY_
Surface shall be cleared of

all loose material,
vegetation, and other
objectionable material.
Cracks Sealed with Crack Sealant
Milling rut areas
-------------------------------------------------------------------------------------------------------------------------------------
Placement of Microsurfacing Mixture ENERGY_
-------------------------------------------------------------------------------------------------------------------------------------
62
21-11-2023
Skid Resistance ENERGY_
• To measure surface frictional

property of field pavement or
laboratory samples
Before After
-------------------------------------------------------------------------------------------------------------------------------------
Microsurfacing Projects in India ENERGY_
 NH-7, Krishanagiri Thopur Ghat road, Tamil Nadu
 Ahmedabad-Vadodara expressway, Gujarat
 Sardar Patel Road, Chennai, Tamil Nadu
 IIT Guwahati approach road, Assam
 Delhi roads, Delhi
-------------------------------------------------------------------------------------------------------------------------------------
63
21-11-2023
Microsurfacing on Krishanagiri-Thopur ENERGY_

Ghat road-A case study
The 11km stretch of a four lane divided carriageway on NH-7 passing through the hilly terrain of
Thopur Ghat near Dharmapuri in Tamilnadu.
-------------------------------------------------------------------------------------------------------------------------------------
Test Results ENERGY_
Requirements as per
Latex Modified Emulsion Lab Tests Results
IRC:SP:81-2008
Residue by evaporation (%) 63.4 60 (min)
Penetration test at 250C/100g/5sec 80 40-100
Softening Point test (0C) 59 57 (min)

Ductility test at 270C (cm) 88 50 (min)
Requirements as per
Properties Results
IRC:SP:81-2008
Impact value, % 27 30 Crushed Aggregates

Specific gravity 2.69 ----
Water absorption, % 0.6 Max.2
-------------------------------------------------------------------------------------------------------------------------------------
64
21-11-2023
Tests on Microsurfacing Mixture ENERGY_
Requirements as per
Tests Results
IRC:SP:81-2008
Mix time, in seconds 133 120 (minimum)
Set Time, in minutes 75 ----
Wet stripping, Pass%, min 95 90
-------------------------------------------------------------------------------------------------------------------------------------
British Pendulum Tester ENERGY_
According to IRC:SP:81, the skid number should be > 65%
-------------------------------------------------------------------------------------------------------------------------------------
65
21-11-2023
Takeaway ENERGY_
 Selection of the “RIGHT” treatment at the “RIGHT” time is very important for
successful Pavement Maintenance Strategy.
 Microsurfacing is a designed mixture of well-graded aggregates, polymer modified
bitumen emulsion and water, and applied using a specialized paver.
 IS 8887, and IRC:SP:81-2008 can be used to characterize emulsion, and design
Microsurfacing mixtures, respectively.
 The setting time of Microsurfacing mixture was found to be 1 hour 15minutes; hence
the micro-surfaced pavement can be opened to the traffic in a short duration of about
one and half hour.
 Microsurfacing is an excellent way of restoring surface quality & skid resistance
-------------------------------------------------------------------------------------------------------------------------------------
Assignment-IV ENERGY_
• Prepare detailed write-up on following topics
1. Performance prediction models
2. Ranking and optimization in PMS
Deadline: 21-11-2023
-------------------------------------------------------------------------------------------------------------------------------------
66
21-11-2023
References ENERGY
1. IRC:SP: 83-2008 “Maintenance, repair and rehabilitation of cement concrete pavements”

2. Caltrans “Slab Replacement Guidelines”, January 2003
3. FHWA-HRT-13-092: “Distress Identification Manual for the Long-Term Pavement
Performance Program” May 2014, (Fifth Revised Edition)
4. Rajib B. Mallick and Tahar El-Korchi, Pavement Engineering – Principles and Practice,
CRC Press (Taylor and Francis Group)
5. W. Ronald Hudson, Ralph Haas and Zeniswki, Modern Pavement Management, Mc Graw
Hill and Co.
6. https://www.faa.gov/airports/engineering/pavement_design/
7. https://www.airporttech.tc.faa.gov/Products/Airport-Pavement-Software-
Programs/Airport-Software-Detail/ArtMID/3708/ArticleID/4/FAARFIELD-142
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
“Pavement Engineering” by Dr. Ayyanna Habal, PDEU, Gandhinagar| Odd Sem-2023 |
133
References ENERGY_
1. IRC: SP 81-2008, “Tentative Specifications for Slurry Seal and Microsurfacing”, 2008.
2. ISSA A143, “Recommended Performance Guidelines for Micro-Surfacing”, 2010.
3. IS 8887-2004, “Bitumen Emulsion for Roads (Cationic Type) – Specification”, march 2004.
4. National Cooperative Highway Research Program (NCHRP), Synthesis 411 “Microsurfacing”,
TRB 2010
5. IRC: 82-1982, “Code of Practice for Maintenance of Bituminous Surface of Highways”, 1982.
6. Jain.P.K, Sanjay Deori, Sunil Jain, Prof. P.K.Sikdar “Merits and Demerits of The Use of
Microsurfacing “ -CRRI, New Delhi
7. Gujar, R. S., Chauhan, K. A., & Dadhich, G “Microsurfacing–An Eco-Efficient Tool for Road
Safety and Pavement Maintenance. International Journal of Sustainable Construction
Engineering and Technology, 4(2), 47-51, 2013.
-------------------------------------------------------------------------------------------------------------------------------------
67
21-11-2023
Some References ENERGY_
 IRC: 120-2015, “Recommended Practice for Recycling of Bituminous Pavements”, IRC publication 120,
Indian Roads Congress (IRC), New Delhi, 2015.
 IRC: 37-2018, “Guidelines for the design of flexible pavements”, IRC publication 37, Indian Roads Congress
(IRC), New Delhi, 2018.
 Habal, A., Kavya, P., and Amarnath, M. S. (2013) “Performance Evaluation of Cold Recycling Experimental
Stretch Constructed with RBI grade-81 at Bangalore University” International Journal of Research in
Engineering and Technology (IJRET), Volume 2013; 2(13): 180–186.
 Habal, A., Amarnath, M. S., and G L Sivakumar Babu. (2015) “Laboratory Investigations on Stabilized
Reclaimed Asphalt Pavement (RAP) Material” Journal of Indian Road Congress (IRC), Volume 43, No 7, July
2015. pp 5-10.
 Satander Kumar and Anukul Saxena, “Soil and Aggregate Stabilization for Sustainable Pavement”
NBM&CW, December 2010
 National Cooperative Highway Research Program (NCHRP), Synthesis 421 “Recycling and Reclamation of
Asphalt Pavements Using In-Place Methods”, TRB, Washington D.C, 2011.
 IRC: SP 89-2010, “Guidelines for Soil and Granular material Stabilization using Cement, Lime and Fly ash”,
Indian Roads Congress
-------------------------------------------------------------------------------------------------------------------------------------
Thank you! ENERGY_
Any Questions…?
Dr. Ayyanna Habal

Dept. of Civil Engineering,
SOT, PDEU, Gandhinagar.
ayyanna.habal@gmail.com
https://sites.google.com/view/ayyannahabal/home
-------------------------------------------------------------------------------------------------------------------------------------
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Unit-IV Pavement Management System 2023

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21-11-2023

Pavement Engineering Theory

Dr. Ayyanna Habal

Unit-IV: Content ENERGY

Distresses in pavements - maintenance of highways -

Pavement Management System (PMS) ENERGY

Distresses in Pavements ENERGY

 Distress is “Any indication of poor or unfavorable

Distresses in Pavements ENERGY

3. Disintegration: This is in the form of stripping. raveling or

 Thus, surface distress will be somewhat related to roughness

Pavement Performance ENERGY

Factors affecting pavement performance

Distresses in Flexible Pavements ENERGY

 Commonly observed distresses in flexible pavement

Category Distress Type

Longitudinal, fatigue, transverse,

Rutting, corrugation, shoving,

Fatigue Cracking ENERGY

 Cracks in asphalt layers that are caused by repeated

Thermal/Transverse Cracking ENERGY

 Cracks that are predominately perpendicular to

Longitudinal Cracks ENERGY

 Cracks that are approximately parallel to

Block Cracking ENERGY

 Pattern of cracks that divides the pavement into

Edge Cracking ENERGY

 Crescent-shaped cracks or fairly continuous cracks that

Reflective Cracking ENERGY

 Cracks in HMA overlay surfaces that occur over joints in

Slippage Cracking ENERGY

 U-shaped cracks in areas of braking, turning,

Recap from last lecture ENERGY

 Pavement Management System (PMS)

Category Distress Type

Longitudinal, fatigue, transverse,

Rutting, corrugation, shoving,

Surface Defects ENERGY

 Longitudinal surface depression that develops in the

 A longitudinal displacement of a localized area of the

 Excess bituminous binder occurring on the pavement

Polished Aggregate ENERGY

 Surface binder worn away to expose and polish coarse

 The loss of the adhesive bond between asphalt cement

 Separation of coarse aggregate from fine aggregate

 Bowl-shaped holes of various sizes in the pavement

Patch Deterioration ENERGY

 Distress/Failure in patched portion

Network Survey Vehicle (NSV) ENERGY

Distresses in Rigid Pavements ENERGY

 Distresses in CC Pavements are mainly two types

2. Functional – Mainly affect the riding quality of the traffic

Basic Distress Mechanisms in CC pavements

Distresses in Rigid Pavements ENERGY

Manifestation of distress in CC pavements are classified in the

Plastic or Shrinkage Cracks ENERGY

 Hairline cracks formed during PCC setting and curing.

Longitudinal Cracks ENERGY

 Linear cracks not associated with corner breaks or blowups

Transverse Cracks ENERGY

 Transverse cracks cross the slab in a direction nearly

Recap from last lecture ENERGY

Distresses in Flexible Pavements