ARBAMINCH UNIVERSITY INSTITUTE OF TECHNOLOGY

FACULTY OF CIVIL ENGINEERING

M.SC PROGRAM IN ROAD AND TRANSPORT ENGINEERING

COURSE NAME: - PAVEMENT DESIGN ANALYSIS

ASSIGNMENT TWO

FROM AASHITO CHAPTER 4 REHABILITATION METHODS OTHER

THAN OVERLAY

NAME ID NO

LAMARO HOLOLO…………………………………………. PRAMIT-041/13

SUBMITTED TO: MELAKU S. (Dr.Eng)

AUGUST, 2021

ARBAMINCH, ETHIOPIA
Table of Contents
4. REHABILITATION METHODS OTHER THAN OVERLAY...............................................................................1
4.1 EVALUATION OF PAVEMENT CONDITION..........................................................................................1
4.1.1 Surface Distress..........................................................................................................................1
4.1.2 Structural Condition....................................................................................................................2
4.1.3 Functional Condition...................................................................................................................2
4.2 Development of Feasible Alternatives and Strategies......................................................................3
4.3 Major No overlay Methods................................................................................................................4
4.3.1 Full-Depth Repair........................................................................................................................4
4.3.2 Partial-Depth Pavement Repair..................................................................................................4
4.3.3 Joint and Crack Sealing...............................................................................................................4
4.3.4 Sub sealing of Concrete Pavements............................................................................................5
4.3.5 Diamond Grinding of Concrete Surfaces and Cold Milling of Asphalt Surfaces..........................5
4.3.6 Sub drainage Design...................................................................................................................6
4.3.7 Pressure Relief Joints..................................................................................................................6
4.3.8 Restoration of Joint Load Transfer in Jointed Concrete Pavements............................................6
4.3.9 Surface Treatments.....................................................................................................................7
4.3.10 Prediction of Life of Rehabilitation Techniques Without Overlay.............................................7
4. REHABILITATION METHODS OTHER THAN OVERLAY
Many different rehabilitation techniques can be applied to pavements to extend their lives without the
placement of an overlay. Some of these techniques are applicable prior to an overlay.

Use of these techniques is often a cost-effective strategy (in framework of lifecycle cost), and delays the
placement of a costly overlay, recycling, or even reconstruction for several years. When evaluating the
feasibility and effectiveness of applying rehabilitation methods other than overlays, several factors must
be considered, including the surface distress, structural condition, and functional condition of the existing
pavement.

4.1 EVALUATION OF PAVEMENT CONDITION

This requires a determination of the types and causes of distress, as well as the extent of pavement
deterioration.

4.1.1 Surface Distress

Distress represents a very important and basic measure of current pavement condition. Each type of
distress is the result of one or more causes which, when known, provide great insight into the type of
rehabilitation work that is required.

Distress data are useful in selecting rehabilitation strategies other than overlays.

1. Distress types that are present at medium or high severity levels and require repair work can be
identified and quantified in the plans and estimates.
2. An examination of all distress data collected will indicate if pavement condition varies sig-
nificantly over a given project. Repair can then be varied with pavement condition to minimize
costs.
3. The results of the distress survey can indicate what further testing must be conducted to obtain
sufficient data for design.

Distress data are helpful in determining the mechanisms of pavement deterioration. Pavement distresses
can be categorized as being caused either by traffic loads or non load factors, including design,
construction, poor-durability materials, and climate factors.

This knowledge helps the engineer determine an appropriate rehabilitation technique .

4.1.2 Structural Condition

The most critical area of concern with regard to the feasibility of rehabilitation without overlay is the
structural adequacy of the pavement. Only structurally adequate pavements or Pavements restored to a
structurally adequate state are candidates for rehabilitation without overlay. The structural evaluation
must address whether or not the pavement can support future traffic loadings over the desired design
period without structural improvement from an overlay. Existing distress types are an excellent source of
information on the impact of past traffic loadings on the pavement. If there is significant load-associated
distress, then the structural adequacy of the existing pavement must be questioned. On multi-lane
facilities, a difference in distress between the outer and the inner lanes is an indication of the impact of

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truck traffic on the structural adequacy of the pavement. Historical data on patching and slab replacement
are also helpful in ascertaining the rate of deterioration due to structural loadings.

4.1.3 Functional Condition

The functional condition of a pavement expresses its ability to serve the user, and its major indicators
include the following: roughness, skid resistance/hydroplaning, appearance, and
other safety considerations.

An adequate evaluation of functional condition requires the measurement of roughness and skid
resistance along the project in each lane. Areas exhibiting excessive roughness and/or poor skid resistance
should then be noted for special consideration in the rehabilitation design.

4.2 Development of Feasible Alternatives and Strategies

A feasible alternative is one that addresses the cause of the distress and is effective in both repairing
existing deterioration and preventing its recurrence, while satisfying the imposed constraints. Some
projects have only one or two feasible non overlay alternatives.

specific recommendations on the selection of candidate methods to repair distress and prevent its
recurrence. For each distress type, one or more repair and/or preventive maintenance methods can be
applied. If each of the repair and preventive methods meet the pavement’s needs and satisfy the imposed
constraints (such as available funding and minimum life extension), then they qualify as feasible
rehabilitation alternatives. In order to make the most of limited available funds, the engineer must choose
the most cost effective combination for the project. The following table provides an example by selecting
alternative methods for a pavement having both pumping (with loss of support) and faulting:

Existing Candidate Candidate

Distress Repair Preventive
Pumping (loss of Sub seal Reseal joints
support) Restore load transfer
Tied PCC shoulder
Sub drainage
Faulting Grind All above

Another example is given for a flexible pavement:

Existing Candidate Candidate
Distress Repair Preventive
Transverse Fuil-depth patch Patch joint
sealing
Raveling Chip seal coat
Rejuvenating seal coat
Fog seal
coat
Rutting Cold mill ruts None known
Level-up over lay
in wheel paths

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One repair method and one or more preventive methods must be selected for each distress type. If only
repair work is performed, the mechanism causing the distress will immediately begin its destructive work
when the pavement is opened to traffic. After each distress type has been treated with an appropriate
repair, one or more preventive methods must be applied to provide a cost-effective design.

4.3 Major No overlay Methods

While numerous non overlay rehabilitation methods are utilized, many are experimental in nature. This
section provides a description of the following major rehabilitation methods that may be employed as non
overlay techniques:

1. Full-Depth Repair 2. Partial-Depth Patching 3. Joint-Crack Sealing,

, 4. Sub sealing-Under sealing, 5. Grinding and Milling, 6. Sub drainage, 7. Pressure Relief Joints, 8.
Load Transfer Restoration, 9. Surface Treatments.

4.3.1 Full-Depth Repair

Full-depth repair has applications to all types of pavement and typically represents a large cost item in a
rehabilitation project. Because of the high cost of patching, many agencies tend not to repair distressed
areas that should be repaired during pavement rehabilitation. This may result in rapid deterioration and
more costly rehabilitation in the future.

There are several types of distress that occur at or near transverse joints that may justify full-depth repair.
These are blow-ups, corner breaks, durability “D” cracking, and load transfer-associated distress.

4.3.2 Partial-Depth Pavement Repair

The items addressed include: (a) criteria for partial depth patches by identification of distress types which
can be repaired, and (b) description of successful procedures for partial-depth patching. partial-depth
patches often have large surface areas with respect to their volumes, moisture can be lost quickly.
Inadequate attention to curing can result in the development of shrinkage cracks that may cause the patch
to fail prematurely. Thus, curing is as important for partial-depth patches as it is for full-depth patches

4.3.3 Joint and Crack Sealing

The need for sealing the longitudinal lane shoulder joint is reduced only slightly with properly designed
and constructed longitudinal under drains. The large amount of water entering through the joint may carry
fines through the drain. This could result in problems similar to those caused by pumping water upward
through the joint.

Joint Sealing.

There are a wide variety of sealants on the market today with different properties.
The general categories of sealant include:

field poured sealants-self-leveling, hot-poured, cold-poured, preformed compression seals

field-poured sealants-non self-leveling

Crack Sealing. Cracks, unlike joints, are irregular in dimension and direction, which makes them more
difficult to seal. Fortunately, most cracks will not experience the deformation that joints are subjected to,

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which potentially allows the sealant to perform better than it would in a joint. Thus, the sealing
procedures for cracks are not quite as strict as they are for joints.

4.3.4 Sub sealing of Concrete Pavements

Pavement sub sealing is utilized to fill voids either at the slab-sub base interface or beneath the sub base.

The repair effectiveness is determined by re measuring the deflection of the slab at the same points after
sub sealing. This testing should also include some joints which were not grouted for use as control joints.
Using the methods previously described, if voids are still located after the grouting, the slab should be re
grouted.

4.3.5 Diamond Grinding of Concrete Surfaces and Cold Milling of Asphalt Surfaces
Diamond grinding (texturing) is the use of closely spaced diamond-impregnated blades to cut patterns
into hardened concrete. The major purpose of grinding is to remove relatively thin layers of concrete
surface material and provide a smooth surface.

Diamond Grinding of Portland cement Concrete Surfaces. Diamond grinding is an effective technique
for: (1) removal of joint and crack faulting, (2) removal of wheel path ruts caused by studded tires, (3)
correction of joint unevenness caused by slab warping, and (4) restoration of transverse drainage.

It is important to repair the pavement to some minimum level of structural integrity prior to grinding.
Placing spa repairs, full-depth patches and new slabs ensures the elimination of construction-related
roughness.

4.3.6 Sub drainage Design

Sub drainage is an important consideration in the resurfacing, restoration, and rehabilitation of pavement
systems. Water is a fundamental variable in most problems associated with pavement performance and is
directly or indirectly responsible for many of the distresses found in pavement systems. Subsurface
drainage systems should be designed and constructed with long-term performance and maintenance in
mind, including periodic inspections to check performance. Outflow measurements taken at periodic
intervals can be compared to those obtained immediately after construction to determine whether or not
the drainage system is functioning properly. The adequacy of the sub drainage installations for an existing
pavement can be evaluated by working through a complete “new “drainage analysis of the pavement and
assessing its capacity to drain the pavement system.

4.3.7 Pressure Relief Joints

Pressure relief joints (also known as expansion joints) are full-width and full-depth cuts in the slab used to
reduce compressive stresses. Although the exact dimensions vary, pressure relief joints are normally 2 to
4 inches wide when constructed. Due to the potential difficulty of sawing through dowels or other load
transfer devices and the danger of encountering unstable sub base conditions near old joints, pressure
relief joints are normally placed near mid-slab. Some agencies have placed expansion joints at full-depth
patches, but this procedure sometimes produces patch rocking and accelerated failure.

Pressure relief joints may completely close overtime, making the pavement susceptible to blow-up sand
bridge pushing again if the cause of the problem is not remedied. If intrusion of in compressible into the

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joints is not stopped or if reactive aggregate problems are present, the construction of pressure
relief joints will provide only a temporary solution.

4.3.8 Restoration of Joint Load Transfer in Jointed Concrete Pavements

Restoration of load transfer across a transverse joint or crack is performed to retard joint and crack
deterioration, pumping, faulting, spalling, and corner breaks. Thus, joints and cracks requiring load
transfer restoration must be identified prior to overlay or performance of other rehabilitation work.

Load transfer should be measured during cooler periods, normally in the early morning. Load transfer is
often lowest in the outer wheel path and, since most loads will pass over this area, it should be measured
at this point.

The successful installation of load transfer devices requires sound concrete adjacent to the joint or crack.
If the concrete is deteriorated, full-depth repair is more appropriate than load transfer restoration.

4.3.9 Surface Treatments

The use of surface treatments or seal coats is a method of pavement rehabilitation for asphalt pavements
of all classes, from low-volume roads to Interstate highways. Seal coats and/or surface treatments have
long been used as standard asphalt pavement maintenance and rehabilitation procedures.

General Design Concepts for Surface Treatments or Seal Coats. There are two components to be
considered in the design of a surface treatment or sealcoat: the asphalt material and the aggregate. The
general design considerations are similar for all types of surface treatments. Actual design procedures for
surface treatments are widely available in literature and each agency must evaluate the available
procedures to ensure they will work with local materials.

4.3.10 Prediction of Life of Rehabilitation Techniques Without Overlay

The ability to predict the life of a pavement rehabilitation strategy is essential to conduct life-cycle cost
analyses and to make any rational decisions as to the best rehabilitation strategy.