Ataklti G.

ROAD MAINTENANCE

10/18/202 The current issue of Road

4
 3.1. Road Maintenance
2

The road transport network of any country plays

a vital role in its economy ,and the physical
condition of its infrastructure is critical.

With out adequate and timely maintenance,

highways and rural roads alike inexorably
deteriorate, leading to higher vehicle operating
costs , increased number of accidents, with their
associated human and property costs and reduced
reliability of
transport service .

When repair work be delayedAtaklti

it G.will often involve
extensive rehabilitation ,and even reconstruction,
costing many times more than simpler
maintenance treatment carried out earlier.
3
Road Maintenance: Why?

 The purpose of maintenance is to ensure

that the road remains serviceable
throughout its design life.
 Maintenance is important because it:
 extends the life of the road by reducing the
rate of deterioration, thereby safeguarding
previous investments in construction and
rehabilitation,
 lowers the cost of operating vehicles on
the road by providing a smooth running
surface
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 keeps the road open for traffic and contributes to
more
reliable transport services
 sustains social and economic benefits of
improved road access.

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 Road maintenance…
4

 Late or insufficient maintenance will

increase the ultimate repair costs and
raise road user costs and
inconvenience, and reduce safety.
 The need to protect the existing
network and keep it in good condition
is paramount, often taking precedence
over new investment
 Road maintenance is therefore an
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essential function and should be carried
out on a timely basis.

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 Road
5

 Classify maintenance activities in

terms of their frequency.
 Main categories
I. Routine
ll .
Periodic
Ill .
Urgent
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 Road
6

1.Routine works:- these are works that

are undertaken each year. Activities can
be grouped into cyclic and
reactive(recurrent) works types.
 Cyclic works are those undertaken
where the maintenance standards
indicates the frequency at which
activities should be undertaken.
Examples are culvert cleaning, ditch
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 Road
7

cleaning , brush cleaning etc.., which

are dependent on environmental effects
rather than traffic levels

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 Road
8

 Reactive (Recurrent) works are those

where intervention level, defined in the
maintenance standard, are used to
determine when maintenance is needed.
 Frequency depends on engineering
and traffic characteristics of the
particular road.
Example
 Unpaved Roads-

Repair pot-holes and ruts ,blading (Light & Heavy)

…..
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 Road
9

 Paved Roads
Repair pot-holes ,Patching, Crack seal, repair
edges…….

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 Road
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ll. Periodic works:- these include activities

undertaken at intervals of several years to
preserve the structural integrity of the road,
or to enable the road increase axle loadings.
 The category normally excludes those
works that change the geometry of a
road by widening or realignment.
 Frequency depends on engineering
and traffic characteristics of the
particular road.
 Works can be grouped into the
works type of preventive,
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 Road
11
resurfacing, overlay, pavement
reconstruction.

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 Road
12

 Example
 Unpaved Roads
 Regravelling
 paved Road
 Resealing ( surface dressing) , Overlay
,Regravelling shoulders, road surface marking

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 Road
13

III. Urgent Maintenance

 Required as when
 Emergencies
 Problems needing immediate action
when a road is blocked.
 Example
 Removal of debris and other obstacles,
placement of
warning signs etc…….
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 3.1.1 Surface condition
survey
11

 Types of Surface distress:

 Paved roads distress
 Bleeding or Flushing
 Potholes
 Rutting Channels
 Subsidence
 Alligator Cracking/ Crocodile Cracking/Crazing
 Patching
 Corrugation
 Raveling

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 Lacy
 Transverse Cracking
 Longitudinal Cracking
 Low Shoulder

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 Lacy
 Surface condition survey…
12

 Unpaved roads distress

 Potholes
 Rut
 Corrugation
 Gullies
 Loose Gravel
 Improper Crown Shape
 Stoniness /Coarse
Texture Etc.
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13
Paved Roads Distresses
1/Bleeding or Flushing
 Description:- localized accumulations of
bitumen at road surface,
making the road appear
black and shiny.
 Probable Cause and Contribute factors:-
This distress is caused by excess asphalt in
the surface layer and/or low air void content
 Contribute factors include:
 Insufficient covering aggregate.
 Lack of proper rolling during placement
 Failure to protect a newly constructed surface from traffic
until the asphalt has cured sufficiently
 How to maintain
 a/ Minor Bleeding can be corrected by applying coarse sand or stone
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 screening to bolt up(secure) excess asphalt.
 b/ Major Bleeding can be corrected by cutting off excess asphalt with
motor grader. If the surfacing is excessively rough, resurfacing may be
necessary.

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14
Paved Roads Distresses
2/Potholes
 Description: Localized
bowl-shaped holes in the
pavement surface.

 Probable Cause & Contributing Factors;- Potholes are caused by

water penetrating the surface and causing the base/or sub grade
to become wet and unstable.
They also may be caused by a surface that is too thin or that lacks
sufficient asphalt content, lacks sufficient base, or has too many or too
few fines.
Potholes can also caused by a condition of high-severity alligator
cracking.

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 How to maintain;
Clean out hole, Remove any wet base, Shape holes so that it has
vertical sides, Prime hole, Fill hole with Ac/Surface treatment, Properly
compact with hand tamper or any appropriate means.

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 Paved Roads Distresses
15
3/Rutting Channels
 Description:
Channelized
deformation along
the wheel tracks and
appears about 50 to
80cm from the edge
of the pavement.
 Ruts are noticeable after a
rainfall, when the depressions
are filled with water.
 Probable Cause and Contributing Factors: Rutting is caused by
heavy loads and high tire pressures, possibly but not necessarily
aggravated by loss in bearing capacity and poor construction
methods.

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 How to Maintain
When there is rutting with out cracking, repair the area by replacing the
bituminous layers by materials of better compaction and if rutting is
associated with cracking, remove the old surface ,if the area shows
signs of mud being pumped to the surface, remove all wet material and
reconstruct the pavement.

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16
Paved Roads Distresses
4/ Subsidence
 Description: Vertical

depression of the road

surface, usually localized
and circular in shape, in
many instance, light
subsidence are not
noticeable until after a rain,
when water is collected.
 Probable cause and Contributing factors; It can be
result of sub grade settlement caused by saturation,
poor construction methods or possible caused by
materials poor quality.
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 How to maintain
 Repair the affected area by replacing the base or sub base
material with material of better quality and composition and
proper compaction. If the depression is sever, start
reconstructing from the sub grade.

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 Paved Roads Distresses
17
 5/Alligator Cracking/ Crocodile Cracking/Crazing

 Description; Alligator or fatigue cracking is a series of interconnected cracks,

Cracking begins at the bottom of the asphalt surfacing propagating to the
surface initially as a series of parallel longitudinal cracks. After repeated
traffic loading, sharp-angled pieces with a pattern resembling the skin of an
alligator will develop.
 Probable Cause & Contributing factors: It is mainly caused by fatigue failure of
the asphalt concrete
surface under repeated traffic loading.
 How to maintain
 To repair distress of such type, asphalt patching (Crack sealing) method of
 maintenance can be applied.
It is highly recommended that this type of failures better b e m a i n t a i ne d a t
A ta k l ti G . 1 0/
seali
th e i r e a rly stage with crack
1 8 /2 0 2 4
18
Paved Roads Distresses
 6/ Patching

 Description; A patching is
an area of pavement which
has been replaced with new
material to repair existing
pavement.

 Probable Cause & Contributing Factors; Patching is

operated in order to adequately eliminate a defect. But
sometimes, it does not correct the cause of the damage
itself. It is more or less a cosmetic solution to a defect.
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As a consequence, the damage will reappear here and
nearby. Hence patching reflects a weakness of the
pavement.

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 Paved Roads Distresses
19
 7/ Corrugation
 Description: Corrugation

is a series of closely spaced

ridges and valleys occurring
at regular interval along the
pavement. The ridges are
perpendicular to the traffic
direction and usually extend
across the whole width of the
carriageway.

 Probable Cause & Contributing factors; This type of distress

is usually caused by traffic action combined with unstable
pavement or base (inadequate stability of asphalt surface or
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 base, compaction in wave form.)
 How to Maintain
 To repair corrugation in a thin surface treatment, scarify
the pavement, add aggregate as needed, mix well, re-
compact, prime and then resurface.

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20
Paved Roads Distresses
 8/Raveling

 Description; Raveling is the wearing away of the pavement surface by

progressive loss of aggregate from the road surface.
 Probable Cause & Contributing Factors: This distress can be caused by
hardened asphalt binder or a presence of poor quality mixture. In addition,
raveling may be caused by certain types of traffic, e.g. Tracked vehicles.
 How to Maintain
 When a small percentage of the pavement is raveling, repair with a skin
patch. When a large percentage of the pavement shows raveling, the
pavement should be resurfaced.

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 Paved Roads
21

9/Transverse Cracking
 Description: Cracks

extending across the

pavement at
approximately
perpendicular to the
pavement center line.
 Probable Cause & Contributing Factors;
these may be caused by thermal stresses
of AC surface due to daily temperature
cycling or some form of construction fault.
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 Paved Roads
22
 How to Maintain
 This type of damage can be maintained by
sealing the cracked area.

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 Paved Roads
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10/ Longitudinal Cracking

Description: Cracks extending

parallel to the pavement’s
centerline.

 Probable Cause & Contributing factors; These types of

damage can be caused by ;
• poorly constructed lane joint.
• Thermal stresses in AC surface due to daily temperature
cycling.
• How to maintain
• Crack sealing can be used to maintain this type of
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 Paved Roads
24
damage.

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 Paved Roads Distresses
23

11/Low Shoulder

Description; Low shoulder is a difference in elevation between

shoulder.

 Probable Cause & Contributing Factors; This is

caused by shoulder erosion ,shoulder settlement or
by building up the road way with out adjusting the
shoulder level.
 How to Maintain
 Level the shoulder with the edge of the pavement
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with appropriate material and better compaction.

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 Paved Roads Distresses
24

12/ Lacy Edge

Description; Cracking and disintegration of the outer edge of

pavement.

 Probable Cause & Contributing Factors; This distress is

accelerated by traffic loading and be caused by erosion of
the edge of the paved surface ,lack of shoulder support,
shoulder unstable or too low. This damage occurs in
pavements in which the road base & shoulders are of the
same type of material.
 How to Maintain
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 Repair the affected area by applying Asphalt patching
with bitumen and aggregate (surface treatment) or with
cold mix.

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 Unpaved Roads Distresses
25

1/ Potholes

Description: Bowl-shaped
depression in the road surface.

 Probable Cause & Contributing Factors: Potholes are

caused by the loss of material from the road surface
due to the wear and tear action of traffic. They are
exacerbated under the presence of water inside the
hole. The road then continues to disintegrate because
of weak spots in the underlying soil and loosening
surface material.
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 How to Maintain
• Spot regravelling
• Regravelling of the total width of the pavement.

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26
Unpaved Roads

Small Potholes can be repair by spot regravelling

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 Unpaved Roads
Distresses
2/ Rut
 Description: Surface
depression in the wheel
path that is
parallel to centerline of the
road.

 Probable cause & Contributing Factor: Ruts are caused by

permanent deformation of the road layers due to repeated
vehicle activities. It can be aggravated by a deficiency of
bearing capacity of the sub grade material.
 How to maintain
10/18/20 Ataklti
 Unpaved Roads

Distresses
Fill the depression similar material as the pavement
and compact it by keeping the crown shape. For area
of high severity ,re-gravelling is recommended.

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28
Unpaved Roads Distresses
3/Corrugation

Description: Closely spaced ridges and valleys (ripples) at regular In

traffic direction.

 Probable Cause & Contributing Factors :This type of distress

can be caused by traffic and loose aggregate. This distress
usually occurs on hilly, on curves, in area of acceleration or
deceleration, or in areas where the road is soft or potholed.
 How to maintain

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 To repair this type of damage blading is recommended.
The frequency of blading depends up on the level of
traffic and pavement material type.

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29
Unpaved Roads Distresses

 Corrugation can be clearly seen just after it has

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rained

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30
Unpaved Roads Distresses
4/Gullies

Description :Channels formed by the loss of surfacing material as

a result of the flow of water over the
road, Gullies can occur transversely
or longitudinally.

 Probable Cause and Contributing Factors: This type of distress

is caused by loss of shear strength of surfacing material by
tractive forces induced by flowing water. The type of material
also contributes to this phenomenon.
 How to Maintain
 Formation of gullies could be avoided by properly maintaining
side ditches and grading or regravelling is recommended to
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maintain roads that are damaged by gullies.

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 Unpaved Roads Distresses
31

 Measurement of gulley with steel ght edge

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32
Unpaved Roads Distresses
5/Loose Gravel

 Description; Unbound
coarse gravel material on the
road surface. Loose gravel
may be distributed over the
full width of the road but most
frequently is concentrated away
from the
normal road wheel path and
forms berms (mound) in the
center or along the shoulder ( the
less traveled area)

 Probable Cause & Contributing Factors; This type of distress can be caused
by wear and tear action of traffic on unsurfaced roads which will eventually

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 loosen the larger aggregate particles from the soil binder. This distress can
also be caused by raveling of weakly bound material due to lack of
compaction or poor composition ( e.g. Grading, plasticity).
 How to Maintain
 Blend fine material with the loose gravel to increase cohesion and moist compact
the material.

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33
Unpaved Roads Distresses
6/ Improper Crown Shape

Description: Poorly
shaped cross section of
the road with
a slope that doesn’t drain water
from the road surface.

 Probable Cause & Contributing Factors: This type of damage

can be the result of ruts, potholes and subsidence formation on
the road surface. Lack of routine maintenance to retain the
crown of the road.
 How to maintain
Ataklti 10/18/20
 Maintain proper crown shape of the road by blading, for area
of high severity, re-gravelling is recommended.

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 Unpaved Roads
34

7. Stoniness /Coarse Texture

Description: The exposure of large size aggregate (larger than

the road surface.

 Probable Cause and Contributing Factors: This type of

distress occurs by wearing away of fines from pavement
under traffic load or by wind or water erosion of fines
from the road surface.
 How to Maintain
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Unpaved

Roads
Regravelling of the surface with a recommended
aggregate size can be utilized to maintain roads with
such type of damage.

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 Unpaved Roads
35

Road with high roughness due to coarse texture

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36

THANK YOU

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 Rehabilitation Design
37

Data Collection
• Pavement Condition
Survey(road inventory Field work
and road condition)
• Deflection Survey
• Other Field activities

Analysis Need YES

for Damage quantifiers NO
Rehabilitatio Pavement quality rating
n

rehabil Design of rehabilitation

Overlay
itation other than overlay
Selection of -Deflection procedure
alterna -Reconstruction
Preferred -Effective thickness -Recycling
tive procedure
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 Rehabilitation Design
37
-Alternative method
-
Mai
nte
nan
ce
-No
acti
on
-
Pro
ject
rec
ons
ide
rati
on

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 3.2. Road Rehabilitation
38

 Rehabilitation and construction are not

maintenance.

 Rehabilitation and construction are major

works needed when maintenance has failed
or improvements have to be made.

 You need machines, fuel and spare parts.

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 It is expensive and should be avoided
unless no alternative exists.

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 Rehabilitatio
39

 are works that are needed to restore a

road to a maintainable condition.

 When a road is first constructed it is

relatively high level of ride quality, or
serviceability.

 As time goes on the combined effect of

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 Rehabilitatio
40

traffic, age, and climatic cause the

pavement to deteriorate, or decrease in
serviceability.

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 Rehabilitatio
41

 Importance of road rehabilitation

 Increaseskid resistance.
 Improve pavement profile (level up).

 Improve ride ability

 Increase structural capacity of the pavement.

 Reduce the rate of deterioration

 Improve surface drainage.

 Reduce water infiltration.

 Retard environmental deterioration.

 Enhance appearance

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 Rehabilitati
42

 Points to be considered in road

rehabilitation
Type and severity of the defects

Economy

Availability of materials

Importance of the road to be rehabilitated

Availability of skilled man power and professionals

Availability of equipment’s
 Rehabilitation on asphalt
concrete pavement
42

 There are essentially three main

rehabilitation options available for
asphalt concrete.
 These options include the following:
Recycling
1
Resurfacing/overlay/
2
Surface treatment /some what maintenance
3
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 Rehabilitation
43

A) Recycling
 Recycling refers to any process that utilizes
materials from an existing pavement for reuse in
the same or other pavements.

 In the case of the former, the reclaimed materials

may be reprocessed immediately through an on-
the-spot recycling train or in a relatively short time

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 through a central asphalt plant.

 In the case of the latter, the reclaimed materials

may be reprocessed and then used on a different
roadway.

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 Rehabilitation…
44

Types of recycling
 Surface recycling
 Surface recycling is a hot or cold, in-place process
that targets the top 25 to 50 mm of pavement.
 Both cold- and hot-mix recycling operations target
the surface and a portion or all of the base.
 However, cold-mix recycling can be done either
in-place or at a central plant, while hot-mix
recycling is performed at a central plant.
 This operation is divided in to two basic
processes:
 Pavement removal, and
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 Hot surface recycling.

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Rehabilitation…
45

 Cold-mix recycling.
 Cold-mix recycling is a process in which reclaimed asphalt
pavement (RAP) materials are combined with new recycling
agent and/or aggregate to produce cold-mix paving
materials.

 This process, which can be done in-place or at a central

mixing plant, requires no heat, and is performed to a depth
greater than 25 to 50 mm.

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 The resulting cold-mix material is most often used as a
base course, on
which a protective asphalt surface layer is placed.

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 Rehabilitations…
46

 Advantages
 Significant structural improvements can be
achieved without changes in horizontal and
vertical geometry.
 Most types and severities of pavement
distress can be treated.
 Reflection cracking can be delayed or eliminated.

 Pavement ride quality can be improved.

 Hauling costs can be minimized.

 Pavement profile, crown, and cross-slope can be

improved.
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 Production rate is high.
 Engineering costs are low.

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 Rehabilitati
47

 Hot-Mix Recycling
 Hot-mix recycling is the process in which all
or some portion of the pavement structure is
removed, reduced to the desired size, and
mixed hot with additional asphalt cement at
a central plant.
 The process normally includes the addition
of new aggregate, and may include the
addition of a recycling agent.
 The finished product is generally required to
meet standard materials specifications and
construction requirements for the type of AC
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 Rehabilitati
48
mixture being produced (e.g., base, binder,
or surface course).

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 Rehabilitati
49

 Hot mix recycling is considered a

proper remedy for many pavement
defects.
 In general, it can be used to correct
mixture deficiencies, to restore
pavement smoothness, and to increase
the overall strength of the pavement.

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 Rehabilitati
50

 The construction sequence for hot-

mix recycling typically consists of
the following four activities:
 Full-or partial-depth removal of the pavement.
 Reduction of the RAP to the appropriate size.

 Reprocessing of the RAP through a hot-mix

plant with the addition of one or more of the
following: virgin aggregate, new asphalt
cement, and recycling agent.
 Placement and compaction of the recycled hot-mix
as a
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 Rehabilitati
51
base, binder, or surface course.

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 Overlay part of rehabilitation
50
/resurfacing/…
Introduction
 A flexible overlay
pavement, with
accumulated traffic
loads and time in
service, may suffer
one or more of the
following
deficiencies:
 Excessive rutting
 Excessive cracking
 Inadequate ride quality
 Inadequate skid resistance
of surface
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 Overlay …
51

Introduction ….
 In some cases, a pavement may be
adequately maintained and may not have
the above-listed deficiencies, but the
pavement may have the following
problems:
 Excessive maintenance costs
 Inadequate structural capacity for the expected
future traffic loads.
 In all of the above cases, treating the
pavement with an overlay is the most
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commonly used method for
 restoring or upgrading the pavement to its
desired condition and level of serviceability.

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 Types of
52

 The types of overlay on flexible

pavements include the following:
 Asphalt concrete overlay on flexible pavement
 Conventional Portland cement concrete
overlay on flexible pavement, in which the
concrete layer is placed un bonded over the
asphalt surface.
 Ultra-thin
Portland cement concrete overlay
on flexible pavement, in which a thin
concrete layer of 10 cm (4 in.) or less is
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 Types of
53
placed bonded over the asphalt surface.

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 Types of
54

 Asphalt overlays may be used to correct

both surface deficiencies (raveling,
roughness, slipperiness) and structural
deficiencies.
 Surface deficiencies in asphalt
pavements usually are corrected by thin
resurfacings (functional overlays),
usually range from 2.5cm to 5cm thick
fine grained top size dense mix.
 structural deficiencies require overlays
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 Types of
55
designed on factors such as pavement
properties and traffic loadings (structural
overlays)

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 Types of
56

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 Types of
57

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 Overlay Design Procedure
56

 Overlay design procedures that have

been used can be grouped into three
main categories as follows:
1.Component analysis design
2.Deflection-based design
3.Analytically-based design

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 Overlay…
57

 Component analysis design

A component analysis overlay design
procedure basically involves evaluating
the condition of the components
(pavement layers) in the existing
pavement to be overlaid, and comparing
them to equivalent thicknesses of new
pavement materials to be placed.
 The required overlay thickness is equal

to the difference between the required

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total thickness and equivalent thickness of
the existing layer.

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 overlay…
58

 A deflection-based overlay design

procedure basically uses the surface
deflection caused by a
nondestructive test (NDT) to estimate
the structural capacity of an existing
pavement.
The required overlay thickness is the
additional pavement thickness that
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will be required to bring the NDT
deflection to the desired level.

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A deflection-based overlay design (cont’d)

 This type of design procedure is usually
based on the empirical correlations
between certain NDT
deflections(Benkelman beam , Dynaflect
and FWD and field performances.
 Because of the empirical nature of this
procedure, the applicability of a
particular procedure is usually limited to
regions of similar conditions (such as,
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climate, soil type and pavement
materials used), and the same NDT test
procedure used.

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Analytically-based design
 An analytically based (or mechanistic)
overlay design procedure is based on the
analysis of stresses and strains in a
pavement due to the expected traffic
loads, and the correlations of the
analytical stresses and strains to
performance.
 The required overlay thickness is the
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additional pavement thickness that will
be required to bring the expected
stresses and strains to the acceptable
levels to prevent failure.

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Two methods of overlay design are

recommended
1. Deflection Procedure adapted
from Asphalt institute
2. An effective thickness or
component analysis adapted from
AASHTO
It is Recommended that both methods
always be used for comparison purpose.it
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is unlikely that the methods will agree

exactly.

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Deflection Procedure
 The deflection procedure recommended
herein uses the results of a deflection
survey conducted with a Benkelman Beam.
 The steps involved in the procedure are
Step-1.Determine representative rebound
deflection(RRD)
Step-2.Determine the design future traffic in
terms of cumulated equivalent standard axle
load(ESAs).
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Step-3.Determine the required overlay

thickness.

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Step-1
 The individual deflection
measurements recorded during the
deflection survey must be adjusted by
a temperature adjustment factor which
can be read from Figure
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66

Ataklti G.
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67

 The mean and standard deviation of

the adjusted individual deflection
readings are then calculated.
 The representative rebound deflection

RRD is taken as: RRD = ( x + 2s) c

Where:
x is the arithmetic mean of the individual
deflection measurements adjusted for
temperature
s is the standard deviation of the adjusted
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individual measurements
c is a critical period adjustment factor

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 c is a critical period adjustment factor

The critical period is the interval during which
the pavement is most likely to be damaged
by heavy loads.
 The Asphalt Institute (Ref. 11) recommends
the following methods for determining the
critical period adjustment factor:
a) Obtain a continuous record of measured
rebound values for a similar pavement in a
similar environment and on a similar
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subgrade, and determine the most critical

period. Then either:

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1) Make the rebound measurements during

the critical period, in which case the
adjustment factor, c, equals 1.0. Or:
2) Make the rebound measurements at any
time and adjust to the critical deflection by
letting the adjustment factor, c, equal the
ratio of the critical period deflection to the
deflection for the date of the test.
b. If no record of comparable deflection data is
available
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, make the rebound measurements at any
time and make any needed adjustments
using engineering judgment.

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 Example
Rebound deflections were measured for a
section of asphalt pavement under uniform
temperature conditions. The measurements
were made under an 8.2 tone axle load and
the pavement temperature was estimated
to be 17° C. The aggregate road base of the
pavement was 350 mm thick. The
measurements were made at the end of the
rainy season and may reasonably be
considered to be representative of the
critical period. the pavement being
0.6 0.5 0.4 0.7 0.8 0.6 0.5 0.7 0.5 0.8
6 6 8 7 1 3 6
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considered for a future traffic of 5*10^6

ESAs. Individual measurements of
deflection, are given below:
Measured efl
D cti

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 Solution
Step-1 Determine a representative rebound
deflection
1. Temperature adjustment for the individual
recorded deflection by the factor reading
from the figure

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Measured deflections (under Deflection adjusted for
8.2 tone axle temperature
1.04
0.6 0.62
0.56 0.58
0.46 0.48
0.7 0.72
0.8 0.983
0.68 0.71
0.57 06
0.71 0.74
0.53 0.55
0.86 0.9
Mean adjusted value(mm) 0.673
Standard deviation(mm) Ataklti G. 0.130
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Representative deflection(mm) 0.932
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 Step-3
 To find the thickness of asphalt concrete
overlay required, enter the overlay thickness
design chart.

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Effective analysis Procedure

The required thickness of asphalt concrete

𝑇𝑜 𝑆𝑁𝑛𝑒𝑤 − 𝑆𝑁𝑒𝑓𝑓 /𝑎0

overlay is computed as

wher =
e

𝑆𝑁𝑛𝑒𝑤 =
T0 = required overlay thickness in centimeters
structural numberof a

𝑆𝑁𝑒𝑓𝑓 =
new pavement (centimeters)
effective structural
number of the existing
pavement (centimeters)
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 Design of Asphalt overlay
𝑎0 = structural coefficient of the AC overlay
83

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 Design of Asphalt overlay

𝑆𝑁𝑛𝑒𝑤
84

 - It requires the determination of the

required structure of a new pavement for the
specific subgrade strength and traffic applicable
to the project.
 𝑎0- as given for new AC surface course materials
may be used for the structural coefficient a 0 of the
AC overlay.
 𝑆𝑁𝑒𝑓𝑓 requires knowing the existing pavement
structure and using the equation:
𝑆𝑁𝑒𝑓𝑓 = a1T1 + a2T2m2 + a3T3m3
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Where
T1, T2, T3 = thicknesses (in centimeters) of
existing pavement surface, road base, and
subbase layers
a1, a2, a3 = corresponding structural layer
coefficients
m2, m3 = drainage coefficients for granular
road base and subbase

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MATERIAL SURFACE CONDITION COEFFICIENT

Little or no alligator cracking and/or only low-severity transverse
AC Surface cracking 0.35 to 0.40

<10 percent low-severity alligator cracking and/or

<5 percent medium- and high-severity transverse cracking 0.25 to 0.35

>10 percent low-severity alligator cracking and/or

<10 percent medium-severity alligator cracking and/or 0.20 to 0.30
>5-10 percent medium- and high-severity transverse cracking
>10 percent medium-severity alligator cracking and/or
<10 percent medium-severity alligator cracking and/or 0.14 to 0.20
>10 percent medium- and high-severity transverse cracking
>10 percent high-severity alligator cracking and/or
>10 percent high-severity transverse cracking 0.08 to 0.15

Granular No evidence of pumping, degradation, or contamination by 0.10 to 0.14

Roadbase or fines. 0.00 to 0.10
Subbase Some evidence of pumping, degradation, or contamination by fines.

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Quality of Drainage Water Removed Within

Excellent 2
Good
Fair Poor Very P

Percent of Time Pavement Structure is Exposed to Moisture

Levels
Approaching Saturation
Quality of Drainage Less Than 1% 1-5% 5-25% Greater Than
25%
Excellent 1.40-1.35 1.35-1.30 1.30-1.20 1.20
Good 1.35-1.25 1.25-1.15 1.15-1.00 1.00
Fair 1.25-1.15 1.15-1.05 1.00-0.80 0.80
Poor 1.15-1.05 1.05-0.80 0.80-0.60 0.60
Very Poor 1.05-0.95 0.95-0.75 0.75-0.40 0.40
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 Example-2
An existing pavement is made up of the following
layers
-5cm Ac surfacing T1
-15cm Granular road base T2
-15cm Sub base T3
 The AC surface shows less than 10 percent
of low- severity cracking, very little medium
and high-severity transverse cracking and
Road base and subbase courses show no
evidence of degradation or contamination. The
quality of drainage is considered fair and the
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pavement structure is exposed to levels near
saturation on the order of 5%.

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 Solution
Determination of
coefficients(Structural

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layer coefficient and

Drainage coefficients)

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 Structural layer coefficient Ac-0.3 Road

base and subbase=0.12
 Drainage
coefficient Road base
and subbase=1
𝑆𝑁𝑒𝑓𝑓 = a1T1 + a2T2m2 + a3T3m3
0.3*5 + 0.12*15*1 + 0.12*15*1=5.1cm

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𝑆𝑁𝑛𝑒𝑤 for Subgrade strength class S-4 and Traffic class T-
94

6 is given
The following structural layer coefficients are
recommended:
 Bituminous surface: a1 = 0.44

 Bituminous road base: a1 = 0.30 (note: use

0.25 for in- place recycled materials)
 Cement or lime stabilized road base: a2 = 0.15 to
0.20
 Granular road base: a2 = 0.14

 Cement or lime stabilized subbase: a3 = 0.12

 Granular subbase: a3 = 0.11

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 Granular capping layer: a3 = 0.09

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An adequate new pavement structure (cf

ERA Pavement Design Manual Volume I -
2002) consists of:
 10cm AC surfacing
 20cm Granular roadbase
17.5cm subbase
𝑆𝑁𝑛𝑒𝑤 = a1T1 + a2T2 + a3T3


𝑆𝑁𝑛𝑒𝑤 = 0.44*10 + 0.14*20

+0.11*17.5=9.13cm
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The required overlay thickness is
𝑇𝑜 = 9.13 − 5.1 /0.44 =9.15 rounded to 10cm

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85

 In designing an overlay for an existing

pavement, it is imperative to perform a
thorough evaluation of the existing
pavement to determine its areas of
deficiency and deterioration.
 The causes of the deficiencies and/or
deterioration need to be determined so
that the proper pretreatments and
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materials for use in overlay can be
selected.

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This section describes

pavement’s:
functional,

structuraland
safety performance

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Functional Performance
 The functional performance of a pavement
is the ability of the pavement to serve its
users in its primary function, which is to
provide a safe and smooth driving surface.
 The most commonly used measure of
functional performance of a pavement are
its ride quality, which is commonly
quantified in terms of
 Present Serviceability Rating (PSR),
 Present Serviceability Index (PSI),
 Riding Comfort Index (RCI), and
 Ride Number (RN).
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 Roughness is commonly quantified
in terms of International Roughness
Index (IRI).

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 PSR of less than 2.5 was considered to be unacceptable

for
primary highways,
 a PSR of less than 2.0 was considered to be
unacceptable for secondary highways.

 where:
 SV = average slope variance in units of 10-6.
 RD = average rut depth in inches.
 C +P = cracking and patching in ft2/1000 ft2.
The estimated PSR obtained from the measured
physical characteristics is termed PSI.
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Structural Performance
 Structural performance of a pavement
is its ability to sustain the applied traffic
loads without showing distress.
 Deficiencies in a pavement’s structural
performance
can be manifested through its observed
distresses.
 The three main types of distresses are:
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(1) cracking, (2) rutting, and (3) raveling

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Safety Performance
 Two main common concerns in the
evaluation of pavement safety are
 the skid resistance of pavement
surface under wet condition, and
 the potential for hydroplaning.
 The pavement surface’s skid
resistance under wet condition is
commonly measured by the
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Locked Wheel Skid Trailer.

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Safety …
 Measurements of skid resistance are
made in terms of skid number (SN40),
which is defined as:
SN =100 f
where:
 f =friction factor, or coefficient of friction
as measured by this test.
 A skid number of over 35 on a wet surface
is generally considered to be acceptable,
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while a skid number of less than 25 is

considered unacceptable.

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 Hydroplaning
 Hydroplaning is the condition when the vehicle tires
loss contact due to the
 accumulation of water on the pavement surface.
 This can be caused by excessive rutting and/or
insufficient cross slope in the pavement, which can
cause accumulation of water on the pavement
surface.
 A rut depth of 0.5 in. (10 mm) or more can create a
potential for hydroplaning.
 The absence of an open graded friction course on
the pavement surface also increase the potential
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for accumulation of water and thus the potential
for hydroplaning.

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THANK YOU
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