HIGHWAY MAINTENANCE

Pavement design, in general, consists of determining the thickness of the pavement or of the
several layers of which it is composed in order to resist the wheel loads of the traffic and
transmit them safely on to the foundation soil.
Thus, the strength of the pavement must be adequate to resist the contact pressure from the
wheel loads, and the thickness must be sufficient to transmit this pressure on to a larger area of
the foundation soil below to avoid excessive deformation or shear failure of the soil. This will
ensure that the pavement structure is strong and stable during the entire design period to serve
traffic needs.
Functions and Requirements of a Pavement:
The primary functions of a highway pavement are:
1. Provide a strong and smooth surface to resist traffic loads.
2. Distribute the loads safely on to a larger area of the foundation soil through the intermediate
layers/courses
3. Carry traffic loads under repeated application during the anticipated design life without
developing excessive or harmful deformations/strain
In order to fulfill these functions, the requirements of a pavement are:
1. It should be strong enough structurally to withstand the stresses imposed by the traffic.
2. Its thickness should be adequate to transmit the applied loads and distribute them on to a
larger area of the soil below so that the pressure transmitted is small.
3. It should provide a hard wearing surface so as to resist the abrasion caused by vehicle tyre
4. It should be smooth enough to provide riding comfort, yet provide enough friction for tractive
effort and to prevent skidding.
5. It should be impervious to water so as to prevent its deteriorating effect on the layers below.
6. It should have adequate durability to serve through its design period.
7. Its initial cost and maintenance cost during its design life should be a minimum.

Pavement Courses and Their Functions:

A pavement consists of layers or courses, in general, as shown below;

The courses/layers from bottom to top are:

i. Surface (or wearing) course
ii. Base course
iii. Sub-base course
iv. Subgrade soil.
The functions of each of these layers are given below in the reverse order:
i. Surface (or Wearing) Course:
This is the topmost layer; its function is to provide a smooth, strong, abrasion-resistant and
reasonably impervious course. Since it is directly in contact with the vehicle tyres, it has to resist

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the imposed wheel loads and transmit them safely to the layer below. The material may be
granular, bituminous or cement concrete depending upon the nature of the construction.
ii. Base Course:
This is immediately below the surface course and its function is to distribute the stresses
transmitted through the surface course evenly onto the layers below. Invariably, it consists of
granular or bituminous material, and acts as a structural part of the pavement.
iii. Sub-Base Course:
This comes just below the base course and provides additional help to the courses above it in
distributing the loads. It also helps in preventing soil grains of the subgrade from intruding
into the base course above, and counteracts frost action, if any. It may consist of stabilised
soil or soil aggregate mixes, which facilitate drainage of free water from the pavement.
iv. Subgrade:
It is the compacted natural soil immediately below the pavement layers; this act as a
foundation for the highway. The top surface of the subgrade is called the formation level.
Depending upon the alignment and the nature of the terrain, a roadway may be constructed
over an embankment or a cutting, or at or nearly at the natural ground level. The formation of
level, therefore, has to be properly decided to suit these conditions.

Strength Evaluation of Pavement Courses:

Evaluation of Subgrade Soil:
Subgrade soil, being natural soil compacted to the extent necessary, the criteria which govern
its strength or bearing capacity are its ability to avoid shear failure(shear failure is characterized
by rupture of the underlying soil followed by bulging of soil surface around the footing. In
field conditions, the soil is often heaved up on only one side of the footing followed by tilting of
the structure) and prevent harmful settlements (total as well as differential). At least top 50 cm of
the subgrade soil is compacted to achieve the maximum dry density. The strength properties
of the subgrade soil have to be determined for use in the design.
The common strength tests used for this purpose are:
1. Triaxial compression test
2. Plate bearing test
3. California bearing ratio (CBR) test
The results from the triaxial compression test, the plate bearing test and the CBR test are used
in some methods of pavement design.
Evaluation of Base and Sub-Base Courses:
These courses may contain primarily soil, or be made up of granular or stone aggregates. The
above discussion relating to subgrade soil will be applicable for these courses also.
Evaluation of Surface Course:
If the surface course is of a bituminous mix, the Marshall Stability test is used. Evaluation of a
cement concrete course may be done making use of a plate bearing test or Benkelman beam
test.
Types of Pavements:
Structurally speaking, pavements can be classified as:
1. Flexible Pavements:
A flexible pavement invariably consists of all the courses (component layers) as shown in Fig.
7.1. Thus, it is a multi-layered system with low flexural strength. The external loads are largely
transmitted to the subgrade through the intervening layers-the base and the sub-base – by
means of interlocking at the grain to grain contacts in the granular structure.
Lateral distribution of the compressive stresses on to a larger area with increasing depth
is the basic mechanism of stress transfer. The thicknesses of the intervening courses are so
designed as to keep the stresses transferred to the subgrade soil less than the allowable

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bearing pressure to ensure that deformations or settlements remain within permissible
limits.
The load distribution capacity of each of these layers depends upon the nature of the materials
and the mix design aspects. The top layer or the surface (or wearing) course, which is in direct
contact with the traffic loads has to be necessarily the strongest, while the layers below can
be of relatively lower strength.
The surface course, therefore, consists of a mix with a binder material like bitumen and mineral
aggregates. The base and sub-base courses consists of granular materials like crushed stone
aggregate, gravel and aggregate-soil mixes.
The base and sub-base courses may consist of more than one layer of slightly different
materials and specifications. Another important characteristic of a flexible pavement is that the
deformations (especially if excessive) of the subgrade are transmitted and reflected to the
surface and vice versa; that is why it needs a strong subgrade for successful performance.
2. Rigid Pavements:
A rigid pavement, in contrast to a flexible one, derives its capacity to resist loads by virtue of
its flexural strength. Flexural strength allows the pavement to bridge over minor
irregularities or weak spots in the subgrade or other courses such as the base or sub-
base upon which it rests. Thus, the inherent strength of the pavement slab itself plays a major
role in resisting the wheel loads; this, however, cannot under-rate the need for a strong
subgrade.
It simply means that, provided a certain minimum support is derived from the subgrade, the
performance of the rigid pavement is governed by the strength of the pavement slab rather than
by that of the subgrade. Rigid pavements consist of cement concrete (OPC), which may be
plain, reinforced or pre-stressed concrete.
The primary difference between a rigid pavement and a flexible one is in the structural
behaviour; the critical condition of stress is the maximum flexural stress in the pavement slab
not only due to the wheel load, but also due to warping caused by changes in temperature in the
summer and winter seasons, and during the day and night. The warping of the slab is caused by
the temperature gradient between the top and bottom, and the consequent flexure.
Further, temperature changes tend to cause stresses due to friction at the interface between the
slab and the layer below, which opposes the movement of the slab. A rigid pavement can serve
the dual purpose of a base and a wearing course. However, it is not normally laid directly over
the subgrade when the latter consists of fine-grained soil. Providing a base or a sub-base below
the pavement can enhance the life of the pavement significantly, and may prove economical in
the long run.
3. Semi-Rigid Pavements:
A semi-rigid pavement is intermediate between the flexible and the rigid types. In this type, a
base course of lean cement concrete, soil-cement (soil mixed with cement for a binder), or lime-
pozzolona concrete (lime-fly ash-aggregate mix) is provided. A suitable surface course is
provided as in a flexible pavement. The semi-rigid pavement derives some flexural strength, but
much less than that of a cement concrete pavement; however, the phenomenon of lateral
distribution of loads through the pavement depth, provides support.
Under certain circumstances of traffic and availability of materials, a semi-rigid type of pavement
may prove to be economical.
4. Composite Pavements:
A composite pavement comprises multiple, structurally different layers of heterogeneous nature.
A typical example is a concrete pavement of two layers, sandwiching a brick layer. A base of
roller compacted concrete and surface course of bitumen is another example.
Pavements of bricks, stone blocks, and precast cement concrete blocks laid over granular
bases may also be considered to come under this category.

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Low-cost roads, in our country, consist of roads constructed primarily with soil using stabilisation
techniques. From the structural point of view, it is of the flexible type. Loosely, a road with at
least one stone-aggregate course may be said to be a paved one.
If no bituminous or concrete wearing course is provided over the granular soil or aggregate
course, it is said to be an unsurfaced road.
DEFECTS IN HIGHWAY PAVEMENTS:
Defects in Flexible Pavements:
Flexible pavements, include earth, gravel, stabilised earth, WBM and bituminous roads.
Some defects arise solely because of lack of quality in the surfacing’s:
1. Ravelling
2. Stripping
3. Cracking
4. Plastic deformation
5. Disintegration
6. Bleeding
7. Loss of skid-resistance

Defects attributable to the deficiencies in base course/sub-base course/subgrade are:

i. Localised depressions/pot holes
ii. Road bumps due to frost heave
iii. Consolidation deformation/settlement
iv. Wavy surface
v. Rutting
vi. Corrugations
vii. Deformation due to lack of bond between layers
viii. Edge damage
ix. Streaking in bituminous surfaces.
A brief explanation of some of these is given below, along with the causes and
symptoms:
1. Ravelling:
This is the progressive dislodging of aggregates due to insufficient binder or its failure.
deterioration of pavement by the loss of asphalt and rocks. This is a result of the action of
traffic on a weak surface.
2. Stripping:
This is the separation of bitumen coating in the presence of moisture, leading to loss of binding
action and loss of aggregate under the action of traffic. The loss of bond between aggregates
and asphalt binder that typically begins at the bottom of the HMA( Hot Mix Asphalt) layer
and progresses upward
3. Cracking:
Several different types of cracking occur: hair-line cracks and short and fine cracks at close
intervals on the surface apart from those that appear due to insufficient binder, excessive filler
or inadequate compaction.
Alligator Cracks (Map Cracks):
Cracks which are interconnected and which form a series of blocks
Shrinkage Cracks:
Transverse cracks, usually interconnected to form a series of large blocks.
Longitudinal Cracks:
Cracks along straight lines in the longitudinal direction along the road. Frost action or volume
changes in the subgrade may result in these.
Edge Cracks:Cracks near the edges and parallel to them. Lack of shoulder support and poor
drainage may result in these.

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Reflection Cracking:
This is observed in bituminous overlays over existing cement concrete pavements. The crack
pattern from the underlying surface is invariably reflected on the bituminous surfacing. Although
this does not amount to structural failure as such, surface cracks allow rain water to percolate
and cause weakening of subgrade support or result in what is known as ‘mud-pumping’ (Fig. 10)

4. Plastic Deformation:
This tends to occur in wet clay subgrade soil under excessive traffic loading and is not
recoverable after removal of loads. This gradually gets reflected on to the surface, causing
permanent deformation and surface defects.
5. Disintegration:
This involves loss of aggregate in some portions. This could also lead to stripping, ravelling,
edge damage and pot-holing.
6. Bleeding:
This is due to collection of binder on the surface because of the presence of excessive binder in
premix, spray, or tack coat, loss of aggregate cover, or heavy axle loads. The surface appears
fatty.
7. Loss of Skid-Resistance:
This is due to the polishing of aggregates under traffic or due to excessive binder.
i. Localised Depressions/Pot Holes:
These are shallow depressions caused due to the presence of inadequate compaction in certain
pockets.
ii. Road Bumps:
These are localised upward movements of the pavements due to frost heave or due to high clay
content in sub-base/subgrade and consequent swelling on absorption of moisture.
iii. Consolidation Settlement:
This results in large deformation of the pavement owing to poor subgrade containing clay, as
also inadequate compaction.
iv. Wavy Surface:
This consists of longitudinal/transverse undulations in the pavement surface with crests and
troughs. This could be due to uneven subsidence of the base or the subgrade.
v. Rutting:
These are longitudinal depressions in the wheel tracks. Heavy channelized traffic, heavy steel-
tyred traffic, or poor quality pavement materials and inadequate compaction could lead to this
condition.
vi. Corrugations:
These form regular undulations, especially in the longitudinal direction. Faulty surface course,
oscillations from vehicle springs and unstable mixes could lead to this condition.

vii. Lack of Bond between Layers:

This leads to the formation of crescent-shaped cracks pointing in the direction of wheel thrust,
causing slippage. This is due to lack of bond or its failure between the surface course and the
underlying pavement courses.
viii. Edge-Damage:
This comprises irregular breakage of edges of the pavement. Poor shoulder support, percolation
of water into the edge areas through shoulders and lack of adequate strength at edges could be
the reasons.
ix. Streaking in Bituminous Surfaces:
The presence of alternate lean and heavy lines of bituminous binder on the pavement is known
as streaking. Non-uniform application of bitumen or application at a temperature lower than the
appropriate one for the particular grade could result in this condition.

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Defects in Rigid Pavements:
The following are the typical and basic kinds of defects which are known to occur in rigid
pavements or cement concrete pavements:
1. Scaling of concrete
2. Spalling of joints
3. Mud-pumping
4. Shrinkage cracking
5. Cracking due to warping
6. Structural cracking
The causes for the occurrence of these defects are:
(a) Deficiencies in pavement materials.
(b) Structural inadequacy of the pavement.
(c) Poor workmanship.
Material deficiencies could be in respect of the requirements for cement, fine aggregate, coarse
aggregate, mixing water, joint fillers and sealing compounds.
Structural inadequacy could be due to inadequate pavement thickness, poor subgrade support,
and inadequate joints.
Poor workmanship could be in respect of mixing, laying, compaction, screeding/finishing, and
curing of the cement concrete; this could also be in respect of the provision of joints including
load transfer devices such as dowel bars and tie-bars, and filling and sealing of the joints with
appropriate materials and compounds.
A brief description/explanation of the defects listed is given below:
1. Scaling of Concrete:
Scaling means flakes coming off the surface. This is attributed to improper mix design, the effect
of chemical impurities on the mix, and excessive vibration of the mix causing cement mortar to
come to the surface and getting abraded by the traffic. Scaling causes rough surface, affecting
riding quality.
2. Spalling of Joints:
When a joint filler is placed in position ahead of concreting, faulty alignment of the filler can
occur. This may leads to a projection of concrete on one side, which may get chipped off by the
impact of traffic and result in cracking and subsidence at the joint.

3. Mud-Pumping:
When the pavement slab tends to settle downward under heavy traffic, the sub-base/subgrade
material which forms a slurry in the presence of water tends to work up through the joints and
cracks, if any, on to the surface. This phenomenon is called mud-pumping and is common in
rigid pavements. This is usually observed in rainy season in the case of clayey subgrades.
The pavement damage because of mud-pumping may appear as shown in Fig. 10.4:

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4. Shrinkage Cracking:
Soon after construction, shrinkage cracks develop during the curing period of cement concrete
pavements. These cracks may occur in both longitudinal and transverse directions. However,
this may not cause permanent damage, especially under initial traffic loads.
5. Cracking due to Warping:
Warping cracks may occur if the warping joints meant to control the stresses due to warping are
not properly designed. Properly designed hinge joint, along with adequate reinforcements at the
longitudinal and transverse joints, will provide structural adequacy and prevent warping cracks.
6. Structural Cracking:
Structural inadequacy, arising out of the inadequate thickness of pavement for the traffic volume
and repetitive loading that is imposed, leads to the formation of structural cracks.
Such cracks generally occur at the edges and corners of pavement slabs; in case such cracks
are not due to other causes like spalling or mud-pumping, they may be attributed to structural
inadequacy. Cracks in the middle/interior regions of the pavement slabs are due to temperature
stresses.
TYPES OF FAILURE

Alligator Cracking
Alligator cracking is a load associated structural failure. The failure can be due to weakness in
the surface, base or sub grade; a surface or base that is too thin; poor drainage or the
combination of all three. It often starts in the wheel path as longitudinal cracking and ends up as
alligator cracking after severe distress.

FIX: Because a structural failure is taking place the only possible solution to alligatoring is to
perform a full-depth patch.

Block Cracking
Block cracks look like large interconnected rectangles (roughly). Block cracking is not load-
associated, but generally caused by shrinkage of the asphalt pavement due to an inability of
asphalt binder to expand and contract with temperature cycles. This can be because the mix
was mixed and placed too dry; Fine aggregate mix with low penetration asphalt & absorptive
aggregates; poor choice of asphalt binder in the mix design; or aging dried out asphalt.

FIX: Less severe cracks measuring 1/2 inch or less can be sealed to prevent moisture from
entering into the sub grade. More severe cracks should be fixed by removing the cracked
pavement layer and replacing it with an overlay.

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Longitudinal (Linear) Cracking
Longitudinal cracking are cracks that are parallel to the pavements centerline or laydown
direction. These can be a result of both pavement fatigue, reflective cracking, and/or poor joint
construction. Joints are generally the least dense areas of a pavement.

FIX: Less severe cracks measuring 1/2 inch or less can be sealed to prevent moisture from
entering into the sub grade. More severe cracks should be fixed by removing the cracked
pavement layer and replacing it with an overlay.

Transverse Cracking
Transverse cracks are single cracks perpendicular to the pavement’s centerline or laydown
direction. Transverse cracks can be caused by reflective cracks from an underlying layer, daily
temperature cycles, and poor construction due to improper operation of the paver.

FIX: Less severe cracks measuring 1/2 inch or less can be sealed to prevent moisture from
entering into the sub grade. More severe cracks should be fixed by removing the cracked
pavement layer and replacing it with an overlay.

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Edge Cracks
Edge Cracks travel along the inside edge of a pavement surface within one or two feet. The
most common cause for this type of crack is poor drainage conditions and lack of support at the
pavement edge. As a result underlying base materials settle and become weakened. Heavy
vegetation along the pavement edge and heavy traffic can also be the instigator of edge
cracking.

FIX: The first stepin correcting the problem is to remove any existing vegetation close to the
edge of the pavement and fix any drainage problems. Crack seal/fill the cracks to prevent
further deterioration or remove and reconstruct to full depth fixing any support issues.

Joint Reflection Cracks

These are cracks in a flexible pavement overlay of a rigid pavement (i.e., asphalt over
concrete). They occur directly over the underlying rigid pavement joints. Joint reflection cracking
does not include reflection cracks that occur away from an underlying joint or from any other
type of base (e.g., cement or lime stabilized).

FIX: For less severe cracks (less than 1/2 inch) crack sealing will prevent the further entry of
moisture into the subgrade. If the cracks are more severe the removal of the cracked pavement
layer followed by an overlay may be required.

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Slippage Cracks
Slippage cracks are crescent-shaped cracks or tears in the surface layer(s) of asphalt where the
new material has slipped over the underlying course. This problem is caused by a lack of
bonding between layers. This is often because a tack coat was not used to develop a bond
between the asphalt layers or because a prime coat was not used to bond the asphalt to the
underlying stone base course. The lack of bond can be also caused by dirt, oil, or other
contaminants preventing adhesion between the layers.
FIX: All of the areas exhibiting the “stretch marks” will need to be removed and will require a
partial or full depth patch.

Pot Holes
Small, bowl-shaped depressions in the pavement surface that penetrate all the way through the
asphalt layer down to the base course. They generally have sharp edges and vertical sides near
the top of the hole. Potholes are the result of moisture infiltration and usually the end result of
untreated alligator cracking. As alligator cracking becomes severe, the interconnected cracks

10
create small chunks of pavement, which can be dislodged as vehicles drive over them. The
remaining hole after the pavement chunk is dislodged is called a pothole.

FIX: Full depth replacement patch

Depressions (bird baths)

Depressions are localized pavement surface areas with slightly lower elevations than the
surrounding pavement. Depressions are very noticeable after a rain when they fill with water.
FIX: Depending on the severity of the depression the asphalt may have to be removed and
replaced (severe). Less severe depressions can be fixed by applying a thin surface patch
or infrared patch.

Rutting
Ruts in asphalt pavements are channelized depressions in the wheel-tracks. Rutting results
from consolidation or lateral movement of any of the pavement layers or the subgrade under
traffic. It is caused by insufficient pavement thickness; lack of compaction of the asphalt, stone
base or soil; weak asphalt mixes; or moisture infiltration.
FIX: If rutting is minor or if it has stabilized, the depressions can be filled and overlaid. If the
deformations are severe, the rutted area should be removed and replaced with suitable
material.

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Shoving
Shoving is the formation of ripples across a pavement. This characteristic shape is why this type
of distress is sometimes called wash-boarding. Shoving occurs at locations having severe
horizontal stresses, such as intersections. It is typically caused by: excess asphalt; too much
fine aggregate; rounded aggregate; too soft an asphalt; or a weak granular base.

FIX: Partial or full depth patch

Upheaval
Upheaval is a localized upward movement in a pavement due to swelling of the subgrade. This
can be due to expansive soils that swell due to moisture or frost heave (ice under the
pavement).

FIX: Full depth patch

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Raveling (very porous asphalt)
Raveling is the on-going separation of aggregate particles in a pavement from the surface
downward or from the edges inward. Usually, the fine aggregate wears away first and then
leaves little “pock marks” on the pavement surface. As the erosion continues, larger and larger
particles are broken free and the pavement soon has the rough and jagged appearance typical
of surface erosion.
There are many reasons why raveling can occur, but one common cause is placing asphalt too
late in the season. This is because the mixture usually lacks warm weather traffic which reduces
pavement surface voids, further densification, and kneading of the asphalt mat. For this reason
raveling is more common in the more northern regions(snow belt).
FIX: Apply a thin hot-mix overlay. Other solutions could include: sand seal, chip seal, slurry seal
or micro-surfacing.

Bleeding-Bleeding or flushing is shiny, black surface film of asphalt on the road surface
caused by upward movement of asphalt in the pavement surface. Common causes of
bleeding are too much asphalt in asphalt concrete, hot weather, low space air void content and
quality of asphalt

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Oil Other issues that need treatment before maintenance:
Spots – oil spots are a common problem in parking lots and driveways. These areas must be
treated before sealcoating or the oil and chemicals will seep up through the newly applied
material and render your sealed surface ineffective. There are number of great products for
treating these types of issues. Ask your material supplier what they offer.
Grass – Poorly maintained parking lots will often have grass growing up through the cracks.
Cleaning the cracks should be standard practice before sealing them. Use a heat lance to burn
out the crack and/or blow out the cracks depending on the severity of the problem.
Mud, tree sap, berry stains, etc – Anything that would sit between the asphalt and the sealer
must be removed. Without removing it the sealer can not properly adhere to the asphalt and will
eventually (sooner than later most likely) peel off. Blowers, push brooms, pressure washers,
and gas powered brooms are all tools you should have in your pavement maintenance arsenal.

1. Road Maintenance
Road maintenance is the process of preserving and keeping the road structure as normal
as possible and practicable.

Road maintenance brings immediate and sometimes dramatic benefits through improved safety,
comfort, and low vehicle operation cost.

Neglecting maintenance may lead to the complete failure of a road or may require re-
construction which costs three or more times the cost of maintenance.

. Types of Road Maintenance

There are four types of road maintenance. They are:

a. Routine Maintenance

Small-scale maintenance work conducted regularly is called routine maintenance.

It includes:

1. Sweeping of road

2. Cutting of the grasses

3. Minor reshaping of the ditches.

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 b. Recurrent /Planned/Periodic Maintenance
Maintenance operation of the localized nature of a limited extent carried out at an interval
of several months or years is called recurrent maintenance.

It includes:

1. Edges repair

2. Local Re-construction.

3. Pothole Patching.

c. Periodic Maintenance - Maintenance operation to a large extent conducted at the

interval of several years is called periodic maintenance.

It includes:

1. Re-surfacing of road

2. Repairing of the railing of bridge and culverts

3. Repairing of Earth Retaining Wall

4. Repairing of the Parapet wall

d. Emergency Maintenance
Maintenance operation conducted after 10 years of construction or in an emergency
condition is called emergency maintenance.

It is carried out in the following urgent conditions:

1. Road Washout

2. Collapse of the culvert

3. Road blocked by the landslide

4. Settlement of road to a high extent.

3. Factors Affecting Road Maintenance

Usually, the following factors affect the maintenance of pavements.

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1. Increase in the intensity of traffic.

Since we know that there is an increase in road transport per year by about 8%. Hence this is
the major factor that influences the maintenance of roads.

2. Inadequate Thickness of Pavement.

If the adequate thickness is not provided, it will result in frequent pavement failure, unevenness,
and heavy patches. This results in the requirement for frequent maintenance.

4. Possible Precaution of Road Maintenance

1. An adequate drainage system should be provided that has a design flow that could last for
the lifetime of the project. [drainage]

On the Ring Road, there is no such provision because it causes the water table to rise and
affect the pavement foundations.

2. Proper sloping ( camber ) should be kept on the road surface to remove the rainwater
smoothly. [sloping]

3. Make sure that the material reaches the site in the time when needed and neither earlier nor
later than that.

4. In the case of asphalting, the temperature at the time of the laying of material should be
within limits and according to the standards. [Temperature]

5. The pavement should be prepared in line with maximal expected axle loading in some
regions and not more than that load should be permitted to pass over it.[Expected axle load]

6. Grade of bitumen is the most important thing to be noticed. Proper

grading benchmarks should be acquired by the climate conditions, so the selection of the proper
grade of bitumen is important. [Proper grade of bitumen]

7. Continuously driving in the same lane should be avoided to prevent rutting failure.

8. Proper compaction should be done to get success in the highway design.

9. If the soil does not have sufficient strength, it should be upgraded by adding some
reagents.[stabilizers]Also, if required, soil can be, bring in from other places.

IMPORTANCE OF ROAD MAINTENANCE

1.Roads make a crucial contribution to economic development and growth and bring
important social benefits. They are of vital importance in order to make a nation grow and
develop. In addition, providing access to employment, social, health and education services
makes a road network crucial in fighting against poverty. Roads open up more areas and

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stimulate economic and social development. For those reasons, road infrastructure is the most
important of all public assets.

2.Improved safety

3.Low vehicle operating cost

3.Comfort

4.Increased life of road

5.Reduced cost of maintenance

ASPHALT RESURFACING

Asphalt Resurfacing means layering new asphalt over the existing asphalt or concrete surface.
This is one of the best options to maintain the appearance and longevity of a driveway or pavement.
Whereas resurfacing old asphalt is certainly a more affordable option than replacement or Asphalt
Restoration.

Asphalt resurfacing is carried out in cases, such as:

• Mold and staining

• Small cracks due to heavy traffic
• Discoloration in the asphalt surface due to sunlight or uneven shade
• Problem of pooling water due to dips in the surface (Pooled water can further damage the
lower layers of the asphalt

Furthermore, it’s important to check for damage in the lower layers of an asphalt driveway. Putting a
new layer of asphalt over an already damaged one may not result in successful resurfacing.

RESURFACING TECHNIQUES

There are three main asphalt resurfacing methods:

• Overlay: This method takes the shortest time to complete. Basically, it involves applying a
fresh layer of asphalt over the previous one. It can last up to 18 years depending on the
traffic load and weather conditions. Moreover, thin overlays use recycled materials and hot
mix asphalt, so it also reduces waste. Hence, this is a more environment-friendly option.
• Mill and Fill: This method consists removing the existing surface with a milling machine and
applying a fresh layer of asphalt. Then, after the layer has cooled down, it’s safe to revert
the traffic to normal.
• Hot-in-Place: Under this method, an equipment is used to heat the asphalt. Then, a
rejuvenating agent is mixed to improve the recycled asphalt binder viscosity. This new mix
is then applied in the area where asphalt has to be replaced. Further, this method is a
good option when there are minimal cracks in the asphalt.

Important considerations to make an informed decision and maintaining the resurfacing:

• Choose asphalt resurfacing when the base layer or sub-grade is intact. In the case of
alligator cracks, always go for asphalt reconstruction or total replacement. Remembering

17
 this tip will help you in making the right decision between Asphalt Resurfacing Or
Replacement.
• Resurfacing is also useful if the surface layer is heavily oxidized.
• Ascertain the quality of the materials used in the resurfacing project. It’s important to know
about the source of materials to ensure the highest quality. This will extend the life of your
asphalt driveway or pavement.
• After the completion of Asphalt Pavement Resurfacing, stake it off with a tape to keep
everyone off the surface.
• Don’t drive on the freshly resurfaced area for at least 24 hours.
• Always choose a reputable Asphalt Resurfacing Contractor. Going for cheap and sub-
standard services can impact the end result. Choosing an experienced company can give
you great returns on your investment.

PATCHING TECHNIQUES

Throw and roll patching-The affected area is cleaned up to apply the liquid asphalt. Further, with a
roller or a heavy vehicle, the patching is completed. This is not an effective asphalt repair method for
a longer term. However, in the bad weather condition, it owns the ultimate solution.

Spray injection patching- The procedure involve spray injector machine with which the whole
procedure is carried out. The method is cost effective and provides an easy solution.

The specialized process involves truck-mounted machine which execute the whole pothole repairing
process. The mixture of crushed aggregate and hot asphalt emulsion is blown. The pothole spray
patching is done at high pressure which doesn’t require compaction

Full depth patching- In the procedure, the entire affected area is removed and cleaned up. Now,
the high-quality paving mixture of aggregate is placed. Next, asphalt patching is done with pothole
patching machines. This process provides the ultimate support to the pavement. The most
interesting thing about asphalt patching methods is that it recycles the old surface giving it a newer
life.

Semi-permanent patching- budget-friendly paving repair, semi-permanent offers an easy solution

to your pavements. The affected area is cleaned with blowing air compressor and broom.

The next step involves the dispersion of asphalt paving material. The compaction is done with the
help of vibratory roller or plate. The asphalt patching technique provides a refreshed appearance to
the pavement. The method provides you with a durable pavement with a professional and smooth
finish.

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