project:- survey and analysis of road pavement failures

GUJARAT TECHNOLOGICAL UNIVERSITY

Chandkheda, Ahmedabad

Affiliated

SMT.SHANTANEN HARIBAI GAJERA

ENGINEERING COLLEGE

A Report On-

SURVEY AND ANALYSIS OF ROAD PAVEMENT FAILURES

Under subject of

DESIGN ENGINEERING – 1

B. E., Semester – III

(CIVIL ENGINEERING)

Submitted by:

Group:

Sr. Name of student Enrolment No.

1. Malay B. Talaviya 161303106010

2. Shailesh C. Chavda 161303106002

3. Priyank B. Upadhyay 161303106011

4. Priyank Nakrani 161303106005

(Faculty Guide)

Academic year

(2016-2017)

CERTIFICATE

This is to Certificate That GTU

Enrolment No. Of Civil Engineering Department

from SMT.SHANTABEN HARIBHAI GAJERA ENGINEERING COLLEGE

has Completed Report on the Having Title "SURVEY AND ANALYSIS OF

ROAD PAVEMENT FAILURES", in Group Consisting of 3 Student under the

Guidance of the Faculty Guide

COUNTERSIGNED:-

Pro. Pro.

(Guide) Head of Department,

Civil Engineering. Dept., Civil Engineering. Dept.,

Smt.Shantaben Haribhai Gajera Smt.Shantaben Haribhai Gajera

Engineering College, Engineering College,

Amreli-365601 Amreli -365601

ACKNOWLEDGMENT

We acknowledges to our parents, Faculties & H.O.D, Institute

head and our friends for their humble help in completing this entire

project.

No work of significance can be claimed on result of an individual

effort and same holds true further for this project as well, for through it

carries our name the energy of many have contributed if no small

measure in completion of this project.

Team Members

1. Malay B. Talaviya 161303106010

2. Shailesh C. Chavda 161303106002

3. Priyank Nakrani 161303106005

4. Priyank B. Upadhyay 161303106011

CONTENTS

LIST OF FIGURES………………………………........................i

LIST OF TABLES………………………………………………iii

ABSTRACT ……………………………………………………..iv

CHAPTER 1 INTRODUCTION ………………………………………….1-7

1.1 Design of pavement 1

1.2 Types of Pavement Structure 2

1.3 Pavement Type 3

1.4 Causes of Pavement Failure 6

CHAPTER 2 DIFFERENT TYPE OF PROBLEM ……………………8-15

2.1 Fatigue cracking (Alligator cracking) 8

2.2 Longitudinal cracking 9

2.3 Transverse cracking 10

2.4 Block cracking 11

2.5 Edge cracking 12

2.6 Rutting 13

2.7 Potholes 13

2.8 De lamination 15

CHAPTER 3 CASE STUDY……………………………………………16-22

3.1 Introduction 16

3.2 Map 16

3.3 Problem 17

3.4 Reasons of problem 18

CHAPTER 4 SOLUTION…………………………………………...…23-33

4.1 Sealing versus Filling 23

4.2 Asphalt Resurfacing 25

4.3 Rejuvenation 26

4.4 Infrared Repair 28

4.5 Fog Seal (PASS) 29

4.6 Chip seal 30

4.7 Self-Adhering Waterproofing Membranes 31

4.8 Shallow Surface Repair (Pothole) 32

CONCLUSION………………………………………………...34

REFERENCES & BIBLOGRAPHY ………………………....35

i

LIST OF FIGURES

1.1 Design of pavement 1

1.2 Types of Pavement Structure 2

1.3 Time & Traffic 3 3




2.1 High severity alligator cracking 8

2.2 Longitudinal cracking 9

2.3 Low severity transverse crack 10

2.4 Medium to high severity block cracking 11

2.5 high severity edge cracking 12

2.6 Medium Severity Rutting 13

2.7 Potholes caused by poor drainage 14

2.8 Overlay de-lamination 15

3.1 Map of SH-34 16

3.2 Alligator Cracks 17

3.3 Transverse crack 18

3.4 Rainfall 20

4.1 Sealing 24

4.2 Basic Crack Repair Configurations 25

ii

4.3 Workers mill the existing asphalt surface in preparation for asphalt

resurfacing 26

4.4 Street sweeping with power broom 27

4.5 Application of Surface Treatment 27

4.6 Heating area to be repaired with Infrared machine 28

4.7 Adding new mix, heating and compaction 29

4.8 Application of PASS surface sealer on Metro Street 29

4.9 Proper spacing of emulsion and chip spreader 30

4.10 Chip seal placement 31

4.11 Self-Adhering Waterproofing Membranes 32

4.12 Shallow surface repair (Pothole) 33

iii

LIST OF TABLE

1 Traffic Survey 19

2 Average Rainfall in Amreli District 21

3 Guidelines for Crack Repairs 23

iv

A B S T R A C T

Generally it is observed that after the opening of newly constructed road or well maintained or

newly widened road which is very good in the terms of level of service, But it is after some

time with the use of traffic volume and constantly changing weathers, especially after monsoon

or in monsoon the road quality is decorated at every use of traffic and after some time it gets

completely decorated with uneven crack, pot holes, ruts, crack etc…. This problem is very

much common in every road. Hence the quality and level of service is dropped down drastically

as the road user increases but maintenance is overlooked.

Pavements fail prematurely because of many factors. There are four primary reasons pavements

fail prematurely, like Failure in design, Failure in construction, Failure in materials, Failure in

maintenance.

Here for case study we will pick one cluster of Amreli City, The district head quarter of Gujarat

state. In the case study we will find the problems, causes and remedies.

The key to proper maintenance of asphalt pavements is to understand the causes of failures and

the action needed for correction before any repair work is done. To make the most of

maintenance budgets, proven methods must be used to correct failures and to prevent their

recurrence.

According to the Foundation for Pavement Preservation, pavement maintenance involves

doing the right treatment, at the right place, at the right time. To achieve this, good management

and an understanding of the choices are required. The type of traffic plays very important role

for the life of pavement. The pavement design should be perfect, precise and with long future

vision of expected traffic in coming years. If the pavement is done perfectly as per design than

heavy maintenance is reduced & only periodical maintenance occurs.

If the pavement remains failure one and doesn’t maintained as per need than V.O.C ( vehicle

operating cost), Travel time, Traffic congestion, Traffic volume, Traffic density and lots of

Precious man hours / time is wasted.

So the pavement should be well maintained and good for smooth riding to road user which

overcomes the V.O.C, Traffic congestion, Traffic volume, Traffic density and precious man

hours.

1

Chapter 1:- Introduction

1.1. Design of Pavement:-

The surface of the roadway should be stable & non-yielding, to allow the heavy

wheel load of road traffic to move with least possible rolling resistance. The road

surface should also be even along the longitudinal profile to enable the design speed.

The earth road may not be able to fulfil any of the above requirement, especially during

the varying conditions of traffic loads & the weather. At high moisture contents, the

soil becomes weaker & soft & starts yielding under heavy wheel loads, thus increasing

the tractive resistance discomfort & fatigue to the passengers of fast moving vehicle

& cyclists thus a pavement consisting of a few layers of pavement materials is

constructed over a prepared soil sub grade to serve as a carriageway.

Based on the vertical alignment & the environmental conditions of the site,

the pavement may be constructed over an embankment, cut or almost at the ground

level of the ground water to keep the sub grade relatively dry even during

monsoons.

Figure 1.1 Design of pavement

2

1.2. Types of Pavement Structure:-

Based on the structural behaviour, pavements are classified into two categories:

1.2.1. Flexible Pavements:-

Flexible pavements are those, which on the whole have low or negligible

flexural strength & are rather flexible in their structural action under the loads.

1.2.2. Rigid Pavements:-

Rigid pavements are those which possess noteworthy flexural strength or

flexural rigidity.

Figure 1.2. Types of Pavement Structure

3

1.3. Pavement Type:-

For paved roads there are five major pavement types, namely granular,

bituminous, concrete and cemented base pavements and pavements with paving blocks.

Unpaved roads constitute a separate pavement type.

1.3.1. Untreated granular-based pavements:-

This type of pavement comprises a thin bituminous surfacing, a base of

untreated gravel or crushed stone, a granular or cemented sub base and a subgrade of

various soils or gravels. The mode of distress in a pavement with an untreated sub

base is usually deformation, arising from shear or densification in the untreated

materials. The deformation may manifest itself as rutting or as longitudinal roughness

eventually leading to cracking.

Figure 1.3 Time & Traffic

1.3.2. Bitumen-base pavements:-

In bitumen-base pavements both deformation and fatigue cracking are possible.

Two types of sub base are recommended, namely either an untreated granular sub base

or a weakly stabilised cemented sub base. Rutting may originate in either the

bituminous or the untreated layers, or in both. This is illustrated in Figure. If the sub

base is cemented there is a probability that shrinkage or thermal cracking will reflect

through the base to the surfacing, especially if the bituminous layer is less than 150

mm thick or if the sub base is excessively stabilised. Maintenance usually consists of

a surface treatment to provide better skid resistance and to seal small cracks, an asphalt

overlay in cases where riding quality needs to be restored and when it is necessary to

prolong the fatigue life of the base, or recycling of the base when further overlays are

no longer adequate.

4


1.3.3. Concrete pavements:-

In concrete pavements, most of the traffic loading is carried by the concrete

slab and little stress is transferred to the subgrade. The cemented sub base provides a

uniform foundation and limits pumping of sub base and subgrade fines. Through the

use of tied shoulders, most of the distress stemming from the edge of the pavement can

be eliminated and slab thickness can also be reduced. Distress of the pavement usually

appears first as spelling near the joints, and then may progress to cracking in the wheel

paths. Once distress becomes evident, deterioration is usually rapid.


5

1.3.4. Cemented-Base Pavements:-

In these pavements, most of the traffic stresses are absorbed by the cemented

layers and a little by the subgrade. It is likely that some block cracking will be evident

very early in the life of the cemented bases; this is caused by the mechanism of drying

shrinkage and by thermal stresses in the cemented layers. Traffic-induced cracking

will cause the blocks to break up into smaller ones. These cracks propagate through

the surfacing. The ingress of water through the surface cracks may cause the blocks

to rock under traffic, resulting in the pumping of fines from the lower layers. Rutting

or roughness will generally be low up to this stage but is likely to accelerate as the

extent of the cracking increases.


6

1.4. Causes of Pavement Failure:-

Premature Failure:-

Pavements fail prematurely because of many factors. When boiled down to the basics,

there are four primary reasons pavements fail prematurely:

• Failure in design

• Failure in construction

• Failure in materials

• Failure in maintenance

1.4.1. Failure in Design:-

Most roads are not specifically designed. They have evolved from paths and trails to

the pavements we have today. This does not mean we need to go out and have a full-

blown engineering design done for every road repair. In fact, most roads work just fine.

However, there are still many issues that need to be examined. Do we understand the

conditions on the road? What is the traffic level? Has anything changed since the last

major improvement? Is anything likely to change? For low-volume roads, the most

important design challenge is accounting for weather and drainage conditions. If the

drainage is done correctly, and the road is built to certain minimums of thickness and

quality, it should hold up just fine. However, there are still many failures due to design.

Under-designed

Failure to account for conditions

Changes after construction

1.4.2. Failure in Construction:-

Just as design can lead to premature failure, poor quality construction can cause

a roadway to fail early. Many construction failures do not appear as defects for several

years, so it can be difficult to determine the reason for the failure. Whether the work is

done in-house or by contract, it is important to get the job done right. If you are doing

the work yourself, are you ready? Has the crew been trained? What training do they need

and where can you get the training? Municipalities have some of the best snow plow

crews anywhere. Part of that expertise is experience. You do something enough and you

get pretty good at it. Part of the expertise is training. Riding with that old-timer can be

some of the best training you can get. If you are contracting the work, are you ready? Do

you need an inspector for the work? Is the inspector trained and ready to make sure the

municipality gets what they pay for? What kind of contract are you using? Construction

may be the most difficult step because there are so many questions to be asked and

answered. The problem with not asking the questions is that we usually do not get a

second chance to do the work again. Fortunately, experience is a great

7

Teacher, and for most operations some basic training and practice is enough to make sure

the work is done right. Complicated and specialized work can still be problematic and

failures due to construction can occur.

Poor workmanship

Using incorrect equipment

Using equipment improperly

Failure to follow plans

Lack of training

Wrong time of year or poor weather

1.4.3. Failure in Materials:-

Using the wrong material in the right place or the right material in the wrong

place can lead to premature failure. Sometimes the problems are obvious. Sometimes the

problem does not appear to be related to the material choice. Backfilling an under drain

trench with large stone is actually a materials problem. The stones will retain silt particles

brought in by the drained water and will lead to premature plugging of the pipe. Be sure

to select the correct material for the job.

Wrong material

Material does not meet specifications

Material installed incorrectly

Incompatibility with other materials

1.4.4. Failure in Maintenance:-

The most common maintenance problem is that not enough maintenance is done.

This is a budgetary, planning, and communication issue that is sometimes very difficult

to overcome. Once we decide to perform maintenance we need to remember that ALL

maintenance techniques can be designed to fit the conditions and need to be constructed

properly using the correct materials. Premature failure of pavement maintenance is

usually a failure of design, construction, or material.

Design

Construction

Material

8

Chapter 2:- Different Type of Problem

1. Fatigue Cracking (Alligator Cracking):- Fatigue cracking is commonly called alligator cracking. This is a series of

interconnected cracks creating small, irregular shaped pieces of pavement. It is caused by

failure of the surface layer or base due to repeated traffic loading (fatigue). Eventually the

cracks lead to disintegration of the surface, as shown in Figure. The final result is potholes.

Alligator cracking is usually associated with base or drainage problems. Small areas may be

fixed with a patch or area repair. Larger areas require reclamation or reconstruction. Drainage

must be carefully examined in all cases.

Figure 2.1 High severity alligator cracking

9

2. Longitudinal Cracking:-

Longitudinal cracks are long cracks that run parallel to the canter line of the

roadway. These may be caused by frost heaving or joint failures, or they may be load induced.

Understanding the cause is critical to selecting the proper repair. Multiple parallel cracks may

eventually form from the initial crack. This phenomenon, known as deterioration, is usually a

sign that crack repairs are not the proper solution.

Figure 2.2 Longitudinal cracking

10

3. Transverse Cracking:-

Transverse cracks form at approximately right angles to the centreline of the

roadway. They are regularly spaced and have some of the same causes as longitudinal

cracks. Transverse cracks will initially be widely spaced (over 20 feet apart). They usually

begin as hairline or very narrow cracks and widen with age. If not properly sealed and

maintained, secondary or multiple cracks develop, parallel to the initial crack. The reasons

for transverse cracking, and the repairs, are similar to those for longitudinal cracking. In

addition, thermal issues can lead to low-temperature cracking if the asphalt cement is too

hard. Figure shows a low-severity transverse crack.

Figure2.3 Low severity transverse crack

11

4. Block Cracking:-

Block cracking is an interconnected series of cracks that divides the pavement

into irregular pieces. This is sometimes the result of transverse and longitudinal cracks

intersecting. They can also be due to lack of compaction during construction. Low severity

block cracking may be repaired by a thin wearing course. As the cracking gets more severe,

overlays and recycling may be needed. If base problems are found, reclamation or

reconstruction may be needed. Figure shows medium to high severity block cracking.

Figure 2.4 Medium to high severity block cracking

12

5. Edge cracking:-

Edge cracks typically start as crescent shapes at the edge of the pavement.

They will expand from the edge until they begin to resemble alligator cracking. This type

of cracking results from lack of support of the shoulder due to weak material or excess

moisture. They may occur in a curbed section when subsurface water causes a weakness

in the pavement. At low severity the cracks may be filled. As the severity increases, patches

and replacement of distressed areas may be needed. In all cases, excess moisture should

be eliminated, and the Shoulders rebuilt with good materials. Figure shows high severity

edge cracking.

Figure 2.5 high severity edge cracking

13

6. Rutting:- Rutting is the displacement of pavement material that creates channels in the wheel

path. Very severe rutting will actually hold water in the rut. Rutting is usually a failure in

one or more layers in the pavement. The width of the rut is a sign of which layer has failed.

A very narrow rut is usually a surface failure, while a wide one is indicative of a sub grade

failure.

Inadequate Compaction can lead to rutting. Figure shows an example of rutting due

to sub grade failure. Minor surface rutting can be filled with micro paving or paver-placed

surface treatments. Deeper ruts may be shimmed with a truing and levelling course, with

an overlay placed over the shim. If the surface asphalt is unstable, recycling of the surface

may be the best option. If the problem is in the sub grade layer, reclamation or

reconstruction may be needed.

Figure 2.6. Medium Severity Rutting

7. Potholes:-

Potholes are bowl-shaped holes similar to depressions. They are a progressive

failure. First, small fragments of the top layer are dislodged. Over time, the distress will

progress downward into the lower layers of the pavement. Potholes are often located in

areas of poor drainage, as seen in Figure Potholes are formed when the

14

pavement disintegrates under traffic loading, due to inadequate strength in one or more

layers of the pavement, usually accompanied by the presence of water. Most potholes

would not occur if the root cause was repaired before development of the pothole. Repair

by excavating and rebuilding. Area repairs or reconstruction may be required for extensive

potholes.

Figure 2.7 Potholes caused by poor drainage

15

8. De-lamination:-

De-lamination is a failure of an overlay due to a loss of bond between the overlay and

the older pavement. Common causes of de-lamination include: wet or dirty surface during

paving of the overlay, failure to use a tack coat, or poor compaction of the overlay. Proper

paving techniques, including cleaning the surface and use of tack coat, will reduce the chances

of de-lamination.

Figure 2.8 Overlay de-lamination

16

Chapter 3:- Case Study

3.1. Introduction:-

Amreli is a small city in Gujarat& it’s a district head quarter. The peninsula

extends southwest into the Arabian Sea and is bounded on the northwest by the Gulf of

Kachchh and on the southeast by the Gulf of Khambhat. Area, about 60,000 km² (about

23,000 sq. mi).Amreli has variety of lands like Medium black, loamy, sandy, and rocky.

Main crop of this province is Cotton & Other local crop like Bajra, Wheat, sugar cane &

Vegetables & in Fruits Main Is Mango.

Amreli is located in Saurashtra region of Gujarat state with 20°45" to 22°15" North

Latitude and 70°13" to 71° 45" East Longitude. It falls under the North Saurashtra Agro

Climate Zone of Gujarat.

The regional transport system of Amreli is essentially a road based system. The city of

Amreli is connected to other parts of the country through a developed regional road (state

highway and District Roads) system.

3.2. Map:-

Figure 3.1 Map of SH-34

17

3.3. Problem:-

Our case study on SH-34 (Amreli city).we will see in our study most common

problem is Alligator Cracking and Transverse cracking. Main reason of road creaking is

heavy loading vehicles passing on road. 24X7 hours transport heavy loading vehicles on

road.

Figure 3.2 Alligator Cracks

18

Figure 3.3 Transverse crack

3.3. Reasons Of Problem:-

3.3.1. Traffic:-

Traffic is the most important factor influencing pavement performance.

The performance of pavements is mostly influenced by the loading magnitude,

configuration and the number of load repetitions by heavy vehicles. The damage

caused per pass to a pavement by an axle is defined relative to the damage per

pass of a standard axle load, which is defined as an 80 kN single axle load (E80).

Thus a pavement is designed to withstand a certain number of standard axle load

repetitions (E80’s) that will result in a certain terminal condition of deterioration.

Road Sections having relatively heavy traffic of more then 7000 P.C.Us

per day either in April or October or both round of Traffic Census – 2014

19

ROAD SH-34

District Amreli

Width of Carriage Way (Mt.) 10.00

Auto Riksha April October

652 685

Car Old Tech. April October

653 686

Mini Bus April October

1451 1523

Std Bus April October

1335 1402

LCV April October

1358 1415

2-XL Truck April October

680 713

3-XL Truck April October

1514 1589

M-XL Truck April October

1337 1406

Two Wheeler April October

1766 1853

Sub Total (6-17) April October

2034 2136

Tract with Trailer April October

519 498

Tract without Trailer April October

475 498

Animal Driven Vehicle. April October

13772 14403

Grand Total (18+19) April October

13794 14405

Table 1. Traffic Survey

20

3.3.2. Rainfall:-

Rainfall is most of the common factor pavement failure. Since past 10

Years the average rainfall in this area has increased unexpectedly so exisisting

roads are not designed according that intensity of rain. Moisture can significantly

weaken the support strength of natural gravel materials, especially the sub grade.

Moisture can enter the pavement structure through cracks and holes in the surface,

laterally through the sub grade, and from the underlying water table through

capillary action. The result of moisture ingress is the lubrication of particles, loss

of particle interlock and subsequent particle displacement resulting in pavement

failure.Average rainfall of Amreli city is 552mm.

Figure 3.4 Rainfall

21

Sr. No. Year

Average rainfall at

Amreli Head Quarter

(In M.M.S.)

Average rainfall in Amreli

district (in M.M.S.)

1 2005 709 578.6

2 2006 414 447.8

3 2007 234 306.9

4 2008 509 541.5

5 2009 573 559

6 2010 667 676.3

7 2011 413 601.4

8 2012 1223 1088

9 2013 1167 823.8

10 2014 1357 1069

Table 2. Average Rainfall in Amreli District

578.6

447.8

306.9

541.5 559

676.3

601.4

1088

823.8

1069

0

200

400

600

800

1000

1200

Average rainfall in Amreli district (in M.M.S.)

Average Rainfall In Amreli District (In M.M.S.)

2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

22

3.3.3 Construction Quality:-

Failure to obtain proper compaction, improper moisture conditions

during construction, quality of materials, and accurate layer thickness (after

compaction) all directly affect the performance of a pavement. These conditions

stress the need for skilled staff, and the importance of good inspection and

quality control procedures during construction.

3.3.4. Maintenance:-

Pavement performance depends on what, when, and how maintenance

is performed. No matter how well the pavement is built, it will deteriorate over

time based upon the mentioned factors. The timing of maintenance is very

important, if a pavement is permitted to deteriorate to a very poor condition, as

illustrated by point B in Error! Reference source not found. Then the added life

compared with point A, is typically about 2 to 3 years. This added life would

present about 10 percent of the total life. The cost however of repairing the road

at point B is minimum four times the cost if the road had been repaired at point

A. The postponement of maintenance hold further implications, in that for the

cost of repairing one badly deteriorated road (Point B), four roads at point A

would have to be deferred, which would mean that in a few years the

rehabilitation cost could be 16 times as much. Thus, postponing maintenance

because of budget constraints, will result in a significant financial penalty within

a few years. Amreli municipal corporation is small, they are can’t maintenance

daily, so create problem.

23

Chapter 4:- Solution

Crack repairs are the proper and timely maintenance of cracks using sealing or

filling techniques to extend pavement life. Crack repairs are very cost effective if done properly.

A crack repair program begins by determining if crack repairs are suitable for the type of

distress.

4.1. Sealing versus Filling:-

There are two distinct techniques used to repair cracks: sealing and filling.

• Crack sealing

The placement of specialized materials either above or into working cracks

using unique configurations to prevent the intrusion of water and debris into the crack.

Working cracks are defined as those that experience significant horizontal movements,

generally greater than about 1/8 inch over the course of the year. Working cracks are

generally more widely open during winter months, and less open in summer months.

Cold weather causes the pavement surface to contract, which opens the cracks.

• Crack filling

The placement of materials into nonworking cracks to reduce infiltration of

water and to reinforce the adjacent pavement.

It is important to remember that sealing uses more flexible materials than filling. This

allows the seal to move with the crack. Sealing material is more expensive, but is

usually worth the extra money. Substantial savings can result if the cracks are not

moving.

Showing table the basic guidelines for choosing between crack sealing and crack filling.

Crack

Characteristics Sealing Filling

Crack width 1/4" to 3/4" (5 to 19 mm) 1/4" to 1" (5 to 25 mm)

Edge deterioration

(spalls, secondary

cracks)

Minimal to none

(equal to or less than 25%

of crack length)

Moderate to none

(equal to or less than 50%

of crack length)

Annual horizontal

Movement equal to or less than 1/8" (3 mm) less than 1/8" (3 mm)

Type of crack

• Transverse thermal

• Transverse reflective

• Diagonal

• Working longitudinal

• Longitudinal reflective

• Longitudinal cold joint

• Longitudinal edge

• Distantly spaced block

Preparation

• Routing/sawing

• Cleaning/drying

• Backer rod (if required)

• Blowing out debris

Table 3. Guidelines for Crack Repairs

24

Figure 4.1 Sealing

4.1.1. Materials:-

Various materials can be used to repair cracks. There are many different

desirable characteristics. All crack repair materials need to have good adhesion to

the sides of the crack. Installation and performance issues are also factors that

need to be examined the desirable properties of the various materials. The most

commonly used crack treatment materials and provides recommendations for use,

as well as basic cost information. As a general rule, materials that are more

flexible will perform better in sealing operations. Polymer and rubberized

materials have shown the best performance.

4.1.2. Configuration:-

Crack repair material is placed in a specific configuration that is most

suitable for the application. Three basic configurations are shown in Figure. There

are many other specialized configurations, but they are all variants or

combinations of the three shown.

25

Over band

Flush-Fill Reservoir

Figure 4.2 Basic Crack Repair Configurations

4.1.3. Limitations:-

Crack repairs do not restore the structural integrity of the pavement.

They can improve the strength of the pavement during wet periods, such as

spring thaw, by eliminating or reducing the inflow of water under the

pavement.

Cracks should be sealed when they are at the middle of their

working range. This allows the cracks to expand and contract with less

stress on the sealant. A sunny day in spring or fall is a very good time to

seal cracks, if all of the other weather factors are favourable.

4.2. Asphalt Resurfacing:-

Asphalt surfaces have a typical service life of 8 to 12 years, depending on

traffic and weather conditions. Asphalt resurfacing is necessary when the asphalt

surface has reached the end of its service life or if other methods of restoration cannot

repair the roadway. A new asphalt surface will improve driving conditions as well as

the aesthetics of the roadway. Asphalt resurfacing is a multi-step process that usually

involves several work crews, accompanied by proper construction signs and work-zone

traffic control measures to maintain public safety. Resurfacing an asphalt roadway

requires the following steps:

Adjustment (lowering) of utilities to allow milling machines to traverse the roadway

without damaging utility assets.

Removal (milling) of old surface using a milling machine. All milled surfaces must

be cleaned by the milling contractor and marked appropriately to safely direct

traffic. (Milling may not be required on streets with no curb and gutter; however, the

edges of streets with no curb and gutter may be trimmed prior to milling in order to

provide a more uniform milled surface.)

26

Re-adjustment (raising) of utilities so that they will again be flush with the new

surface that will be applied.

Application of a tack coat to milled surface to serve as a binder for the new surface

that will be applied.

Application of new paving surface by paving machines.

Application of new thermal plastic pavement markings on new pavement surface.

Below are pictures of the asphalt resurfacing process.

Figure 4.3 Workers mill the existing asphalt surface in preparation for asphalt

resurfacing

4.3. Rejuvenation:-

Rejuvenation is a preventive maintenance technique applied to newly paved

streets to replenish lighter oils and rejuvenate the roadway in order to prolong its service

life. Because the cost of applying surface treatments is minimal compared to resurfacing

the roadway, Metro makes an effort to utilize surface treatments to extend the service

life of streets throughout on County Rejuvenation Process includes following steps:

Before surface treatment can be applied, the roadway must be cleaned. A power

broom is used to clean the roadway surface.

The surface treatment will be applied from a distributor truck.

Workers will manually spray corners and hard to reach areas.

The street will be covered with a layer of sand for approximately 24 hours while the

surface treatment cures.

The sand will be swept by the contractor.

Below are pictures of the surface treatment process.

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Figure 4.4 Street sweeping with power broom

Figure 4.5 Application of Surface Treatment

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4.4. Infrared Repair:-

A technique where infrared heating systems apply heat to pavement surfaces and

aid in the removal of existing material and replacement with new asphalt mixture.

Infrared thermal bond bituminous pavement patching is a method of blending new

asphalt mix with infrared heated existing blacktop pavement to create a joint-free integral

patch. A special machine is used to heat the existing blacktop to a depth of approximately

two inches without oxidation or burning. There is no flame in direct contact with the

existing blacktop surface. The unit is also equipped with chambers which are capable of

storing up to four tons of fresh bituminous materials at a consistent temperature.

Infrared Repair includes following steps:

Before repair can be made the area must be heated with infrared machine.

New mix is added.

The new mix is heated with the infrared machine.

The repair are is compacted.

Below are pictures of the infrared repair process.

Figure 4.6 Heating area to be repaired with Infrared machine

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Figure 4.7 Adding new mix, heating and compaction

4.5.Fog Seal (PASS):-

PASS emerged in the test sections as a good material to minimize ravelling and

extend lifetime of roadways that were last paved 8 to 9 years back. PASS is polymer

modified asphalt surface sealer applied as a fog seal. The image below shows the

application of PASS on Metro roadways. PASS lets Metro Nashville extend a

roadway’s lifetime by about 5 years before resurfacing is needed.

Figure 4.8 Application of PASS surface sealer on Metro street

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4.6. Chip seal:-

Also known as a surface treatment, a chip seal is a layer of asphalt emulsion

covered by a layer of single-sized aggregate. Timing of the construction, and the weather

during construction, have major influences upon the success or failure of a chip seal.

Chip seals will be discussed in more detail later in this chapter. Figure shows the proper

spacing between the laying of the emulsion and the chip spreader during a chip sealing

operation.

Figure 4.9 Proper spacing of emulsion and chip spreader

Chip seals are the most common thin wearing course. Many of their details are

applicable for all other wearing courses.

This section is not intended to cover everything about chip seals, it is merely guide to help

explain the process and the most critical factors involved. Additional training and experience

is needed for someone to become an expert. If you are interested in training your crew, check

with a local in a chip seal, an asphalt emulsion is sprayed on a cleaned road surface, and

immediately spread with a layer of single-sized stones. The stones are then rolled. This

orients and seats them within the emulsion layer. Figure illustrates these steps. A few days

later the surface is lightly boomed to remove any loose aggregate.

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Figure 4.10. Chip seal placement

4.6. Self-Adhering Waterproofing Membranes:-

As a pavement ages, imperfections appear, joints become prominent and cracks

occur, allowing water to infiltrate into and weaken the sub grade causing even more

damage to the pavement. Asphalt overlays are commonly used over asphalt and concrete

surfaces to extend the life of the pavement and reduce the effects of aging, saturated sub

grade and fatigue. Eventually, the process will repeat itself, as cracks and joints reflect

through the new overlay.

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Figure 4.11 Self-Adhering Waterproofing Membranes

4.7. Shallow Surface Repair (Pothole):-

• Usually the result of loss of bonding

• Seldom deeper than 50 mm if repaired in time

Method

• Identify, mark, excavate and clean to 75 mm deep

• Cover entire exposed area with bitumen emulsion tack coat(Especially edges)

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• Place asphalt (HMA or CMA) in hole and rake level (just above road level)

• Compact with hand tamper, plate compactor or roller

• Sweep all loose material from the patch area

• Blind with sand if required and open to traffic

• Check for level (see QC requirements)

• Seal joins with geo-synthetic strip and blind entire Patch with sand (< 4.75 mm)

Figure 4.12 Shallow surface repair (Pothole)

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CONCLUSION

After referring the literature survey & theory concept of pavement failure we can come on

following conclusion......Which can help to improvise the quality of maintenance & minimise

the number of repairing.

The pavement should be designed with precise future forecasting.

The pavement should be constructed as per design only.

The pavement should be maintained periodically...i.e. On the maintenance concept of

routine, Periodic & complete maintenance.

The road user should be as per consideration only...if the nature of traffic changes due

to unexpected growth of the area than it should be well maintained.

There should not be any delay in maintenance.

The nature of traffic plays vital role for the life span of pavement so at the time of

designing assumption of the future traffic is very much important.

The authority should adopt the modern Or latest technology in maintenance.

The modified maintenance equipment should be used for batter result Or to minimise

the maintenance or Increase the life cycle of pavement with batter service to the road

user.

Adoption of maintenance should be based on the type of problem of pavement failure

and the most appropriate treatment should be preferred.

The treatment should be such a good way that it minimise the maintenance of

pavement.

The maintenance should be done in off peak hours or in odd hours so the traffic is

least affected.

The suitable weather should be preferred at the time of maintenance of pavement.

The use of material for the maintenance should be of batter quality & appropriate

according to the topography and situation.

The safety standards to be maintained at the time of maintenance by the worker by

wearing safety goods and warning sign boards are to be placed at working area so the

traffic can be regularised in smooth way.

At the time of maintenance the used material or the treatment for maintaining the

pavement should be environment friendly.

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REFRENCES & BIBLOGRAPHY

A Text Book of Transportation Engineering By S. P. Chandola.

Roads, Railways, Bridges & Tunnel Engineering By G. S. Birdi.

Traffic Engineering & Transport Planning By L. R. Kadiyali.

Highway and Airport Engineering by V. B. Priyani.

Highway and Airport Engineering by S. C. Rangwala.

Transportation Engineering &Planning. 3/Edi. By Papacostas&Prevedouros.

Highway Engineering by Khanna & Justo.

Different websites....

www.google.com

www.neptl.org.in

https://www.google.co.in/solutionforpavementfaillure

https://www.google.co.in/rigidpavementfailure

http://newtecumseth.ca/town-hall/departments/public-works/pavement-repairs

https://www.penhall.com/technical-guides/pavement-repair-methods/