WOLLO UNIVERSITY

KIoT

Chapter 2 Road maintenance and rehabilitation

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 2.1. Pavement Failure/ Distress/ Defect
 Pavement failure/ distress/ defect is a condition in the
pavement that affect its
 serviceability
 Structural condition
 appearance

Causes of Roadway Deterioration

Original design
Material types
Construction quality
Traffic volume and axle loading
Road geometry and alignment
Pavement age
Environmental conditions
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Maintenance policy
  In general defects of a road can be classified into two:
 Structural defect
 Surface defect

1. Structural defect - is the type of defect that affects the structural part and
makes the pavement incapable of sustaining the load imposed up on its
surface.

2. Surface defect

-is a type of defect that affect the pavement surface and which may or may not
be progressively changed into structural defect.

N.B:-The pavement do not carry out its intended function without causing
discomfort to the users.
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 Defects in pavement
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.

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 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.

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 Longitudinal (Linear) Cracking:
 Longitudinal cracking are cracks that are parallel to the pavements
centerline.
 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

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 Transverse Cracking:
 Transverse cracks are single cracks perpendicular to the pavement’s
centerline.
 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.

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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.

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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.

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 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
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.

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 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.
may be caused by:
traffic heavier than that for which the pavement was
designed,
settlement of the underlying pavement layers, or
poor construction methods.

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 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.

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 Shoving
 Shoving is the formation of ripples/wave across a pavement.
 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

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 Upheaval:
 Upheaval is a localized upward movement in a pavement due to
swelling of the sub grade.
 This can be due to expansive soils that swell due to moisture.

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 Raveling (very porous asphalt):

Progressive disintegration of surface; first loss of mortar, then

loss of aggregates
Possible causes:-
 Inadequate curing of concrete
Poor quality concrete
Overworking of the surface during construction
 Local cement deficiency
Separation of bituminous film from aggregates (stripping)
due to water action, chemicals (including hydrocarbon oils) or
mechanical forces
 Disintegration of aggregates
Poor construction (segregation, faulty mix design, overheating
of mix, bad compaction, inadequate coating of aggregates or
aggregates badly embedded)
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 Stripping: is the loss of bond between the aggregates and asphalt
cement which typically begins at the bottom of the HMA layer
and progresses upward.

Possible causes

 Inadequate provision of pavement drainage which

results in intrusion of water in HMA layer.
 Inadequate drying of aggregate.
 Weak and friable aggregate.
 Excess dust coating on aggregate.
 Inadequate compaction.
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 Core hole showing Stripping at bottom of hole
18 stripping at the bottom
BLEEDING: A film of asphalt binder on the pavement surface.

 It usually creates a shiny, glass-like reflecting surface that can

become quite sticky.
 It causes loss of skid resistance when wet.

 Bleeding occurs when asphalt binder fills the aggregate voids

during hot weather and then expands onto the pavement surface.
 Since bleeding is not reversible during cold weather, asphalt
binder will accumulate on the pavement surface overtime.
 This can be caused by one or a combination of the excessive
asphalt binder content and low air void content or extra traffic
compaction.

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 cost
performance

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 OBJECTIVE:
• To divide pavements into distinct lengths requiring different
rehabilitation measures.
• To determine the most suitable/economical rehabilitation
measure for each distinct length.
“Pavement evaluation” is a process in which systematic assessment of
pavement condition is carried out to determine its modes of distress /
deterioration and then propose appropriate treatment/rehabilitation
design”.

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 r
e
The lpurpose of pavement evaluation is primarily to determine why
a
the present pavement condition prevails so that appropriate
t
i
rehabilitation measures can be identified.
v
Pavement evaluation involves detailing appropriate methods for
e
pavement investigations, relating the symptoms of distress to their
causesaand explaining the reason for distress.
b
The outcome of the study forms the basis to carry out a
i
rehabilitation
l design using appropriate design methods.
i
t
y
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t
 Originally, pavement performance was determined by

• visual inspection and experience.

 However, experience is difficult to

• transfer from one person to another, and

• individual decisions made from similar data are often

inconsistent.
 In the late 1950s, systems of objective measurement (such as

roughness meters, deflection and skid test equipment) began to

appear that could quantify a pavement’s condition and
performance.
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 In general the extent of the pavement investigation depends on prevailing

conditions on site and shall be carried out in the following sequence:

 Desk study (shall always be carried out)

 Initial assessment (shall always be carried out)

 Detailed condition surveys (if required)

 Structural surveys (if required)

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Desk study shall always be carried out to gather available information about the

road section, which may include:

 as-built data including construction records and information about geometry

and drainage

 maintenance records

 data from previous traffic counts and axle load surveys

 data from previous investigations such as measurements of deflection, DCP,

rutting, roughness, surface defects, sampling, cracks, and others

 data on climate, geology and topography

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 Initial assessment (Visual survey)
 Includes visual inspection and examination of data obtained in the
desk study.
 The initial assessment shall establish the:-
 length of sections with no significant problems
 localized distress clearly related to specific problems such as poor
drainage, expansive sub grade soils, or others
 distress obviously related to the surfacing only
 possibilities of inadequate structural strength

Note :- Initial assessment shall give recommendations on:

 remedial action for the localized distress
 remedial action for the surface distress
 a further field test program for sections with possibilities of
inadequate structural strength or with distress where the existing
27 pavement may be salvaged.
 Detailed condition surveys
Shall be carried out where the existing pavement may be salvaged
and distress is not obviously related to either Surfacing only or
localized problems.

Detailed condition surveys include measurements of the following

parameters:
 Rutting
 surface defects
 Potholes
 cracks, all cracks and wide cracks> 3 mm
 Patches
 Roughness
 shoulder conditions
 drainage conditions
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 Structural surveys

Shall include collection of one or more of the following data:

 Dynamic Cone Penetrometer (DCP)

 Maximum surface deflection with Benkelman beam (8160 kg

axle)

 Pit logs and laboratory tests of samples such as moisture content,

grading, Atterberg limits, CBR, or others as required

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Is a testing device Falling
used toDeflectometer
Weight evaluate the physical properties of
Test (FWD)

pavement.
 FWD data is primarily used to estimate pavement structural capacity.
Purpose: To determine pavement structural condition
Methods : Applying a load and measuring the deflection

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 Asphalt Coring /Dynamic Cone Penetrometer (DCP)
Purpose: To determine pavement layer thickness
Methods: Releasing a standard weight onto the anvil and measuring
the rod penetration into the ground and Plot graph Penetration Vs
cumulative blows

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 Trial Pit
Purpose :To closely inspect pavement condition & to collect samples
Methods :Cutting and removing materials layer by layer

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 Ground Penetrating Radar (GPR)
Purpose: To determine pavement layer thickness, change in
construction and defects within the pavement.
Methods: Sending electro magnetic pulses down and registering the
reflection time and discontinuities.

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 SURFACE FRICTION TESTER (SFT)
Purpose: To determine surface friction or skid resistance of road
surface
Methods :Measuring the friction force on a test wheel operated at a
constant load and longitudinal reference slip.

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 GRIP TESTER
Purpose: To measure surface friction or skid resistance
Methods :It directly measures horizontal force (Drag) and vertical
force (Load).Friction, μ=Load(N)/Drag(F)

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Traffic and Axle Load Survey
Purpose: To determine the damaging effect (E.F) of commercial
vehicles
Methods: Weigh vehicles using portable weigh-in motion weighing
system

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 Material Testing
 Laboratory Testing

 Mixture / Binder, Binder content, Grading and Penetration (when

necessary)
 Resilient modulus

 Crushed Aggregate–Grading, Percentage of fine (silt content)

 Soil–Classification Test, CBR and Density

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 2.3 Maintenance and Rehabilitation of Pavement

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 2.3.1. Pavement maintenance
Pavement maintenance is work performed from time to time to keep a pavement,
under normal conditions of traffic and forces of nature, as nearly as possible in its as-
constructed condition.
…….to achieve performance & design period…………

Why Maintenance of Roads is Required?

 Improved road transport facilities are essential for the economic development and

social activities of a nation.

o The deterioration of a country's transport facilities is a clear indication of the decline

of economic growth, which is obviously very undesirable.

o One of the essential activities required for ensuring that the costly investment in road

infrastructure is maximized, is effective maintenance.

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  The performance of a pavement is affected by

the type,

 time of application, and

quality of maintenance it receives.

 The proper identification of pavement defects and the determination of their

causes is crucial to the selection of proper maintenance treatments and repair

strategies.
 Delays in maintenance increases the quantity of defects and its severity so

that it increases the cost of repair.

 In addition, a recognition that different pavements deteriorate at different

rates is important in selecting the proper time for maintenance.

 Timely maintenance slows down the rate of pavement deterioration.
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 It should also be kept in mind that neglected or delayed
maintenance causes expensive re-constructions and
rehabilitation requirements, affecting all sectors of the
economy. Timing of maintenance
 In addition, effective and timely maintenance will reduce
vehicle operating cost, improve road safety and ensure
transport punctuality.
 Therefore, effective and efficient maintenance is required
to:
o Reduce the rate of deterioration (to prolong the life of the
facility).
o Lower vehicle operating costs of the users by providing a
good running surface.
o Enable greater regularity, punctuality and safety.
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 Classification of Maintenance
Road maintenance activities can be classified based on the

nature of each activity and the frequency at which they

should be carried out.

a. Routine Maintenance

b. Récurrent Maintenance

c. Periodic Maintenance

d. Urgent Maintenance

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 Routine Maintenance
This is required for the general upkeep of the road.
Items covered are:
1. The general upkeep of the shoulder and the roadside, weeding,
jungle clearing, filling eroded areas.
2. Clearing drains and culverts, manholes etc.
3. Cutting scupper drains.
4. Cleaning and painting road furniture and structures.
Recurrent Maintenance
These activities may be required at intervals throughout the year
depending on the damaging effects of traffic, rain etc.
They include:
1. Repairing potholes, ruts, depressions, cracks etc.
2. Corrections to the edges of pavements and shoulders.
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 Periodic Maintenance
These are required at periods of several years of frequency depending
on the damaging factor as well as the standard of maintenance.
They include:
1. Base and surface correction, surface application.
2. Grading and leveling of shoulders.
Urgent Maintenance
Urgent maintenance covers the items to be carried out without delay
to avoid danger to the traffic.
They include:
1. Restoration of flood damage, slides etc.
2. Road diversions.
3. Removal of fallen trees and branches.

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 Generally, maintenance activities are divided into two categories:
A. Preventive Maintenance
B. Corrective Maintenance
 Preventive Maintenance – is that group activities performed
to protect the pavement and decrease the rate of deterioration
of the pavement quality.
 Corrective Maintenance – is that group activities performed
to correct a specific pavement failure/ area of distress.

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 A. Preventive Maintenance
 There are two types of preventive pavement maintenance:
1. Surface Seal
2. Crack Sealing

1. Surface Seals: are those maintenance activities consisting

of applications of asphalt alone which are applied
continuously to the whole surface of a traffic lane.
 These surface seals are most often applied to:
 Rejuvenate/ Retard the oxidation/ of asphalt at the surface.
 Restore skid resistance of the surface.
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 Surface seal

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  Seal fine cracks which have appeared at the surface.

 Prevent the intrusion of water into the pavement structure

through cracks which penetrate through the HMA layer.

 Retard the ravelling of aggregates from a weathered,

disintegrating surface.
 The most common types of seals applied to HMA surface are:
1. Fog seals
2. Rejuvenators
3. Chip seals/ surface treatments
4. Slurry seals
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 1. Fog seals:
 Involves a light application of a slow setting emulsion to an
oxidized pavement surface
 The primary objective is to restore/ rejuvenate the asphalt
cement at the surface of the roadway.
 A fog seal consists of a single application of a slow setting
emulsion which has been diluted by an equal amount of
water.
 This diluted liquid is sprayed on the surface at a rate of 0.1 to
0.2 gallons per square yard (0.3 to 0.6 litres/m2).
 Higher quantity being used for coarse textured, dry
surfaces.!!!!

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 The primary advantage of fog seal is its low cost and ability to
postpone the need for surface treatment.
Care must be taken when applying fog seals to ensure that
excess asphalt is not applied which results in loss of skid
resistance.
Some sand should be kept to avoid such situation (applications
of excess asphalt).
This treatment is suitable for low volume roads which can be

closed to traffic during applications of the treatment (4 to 6

hours needed for the emulsion to break and set up sufficiently to
provide adequate friction between the road surface and tire).

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 2. Rejuvenators:
 Many products are available in the market which
rejuvenate the oxidized asphalt at the surface.
 They are made from tar products to make the surface
resistant to fuel spillage.
 Rejuvenators are usually applied with asphalt
distributors.
 Rejuvenators must be able to penetrate the HMA
surface to the desired depth (at least ¼ inch)(6.4mm)
within a reasonable time.

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  If the HMA Surface is not sufficiently porous or the viscosity of

the rejuvenator is high or too much rejuvenator is applied, the

rejuvenator tends to form a thin layer at the surface resulting in
slippery and hazardous condition.
 Therefore, rejuvenators are mostly used on low volume, low speed

roads or parking lots.

 The durability of rejuvenating applications has not been well

established.
 Rejuvenation may also postpones the need for surface treatment.

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3. Chip seals/ Surface Treatments
 This type of surface treatment consists of single or multiple applications of
asphalt and aggregate over a weathered surface.
 The thickness of surface treatment is limited to 1 inch.
 A thin HMA overlay is considered as a surface treatment.

Chip seal is a single surface treatment which involves spraying asphalt

material followed immediately by a thin aggregate cover which is rolled as
soon as possible.
Sand seal – is a type of single surface treatments which use sand as a cover
aggregate.
53 Sand seals are low cost treatments and are appropriate for use on low

volume rural roads or residential streets.
  Multiple Surface Treatment is a surface obtained by repeating the
process of a single surface treatment a second or even a third times.
 The maximum size of cover aggregate for each successive
applications is usually reduced by 50 percent.
 Cover aggregate should be clean; otherwise, it doesn’t adhere to the
asphalt material.
 Surface treatments add little load-carrying strength to the pavement
structure.
 When properly designed and constructed, surface treatments are
economical, easy to place and reasonably durable.
 Not only they provide a water proofing cover over the existing
pavement structure, they resist abrasion by traffic.
 The asphalt binder can be asphalt cement, cutback asphalt or
emulsified asphalt

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  The Construction sequence for single surface treatment:
1. Set up traffic control. A detour is preferred.
2. Clean the surface to remove dirt and other loose
materials.
3. Apply the asphalt binder to the surface at the
specified rate and temperature using a calibrated
asphalt distributor.
4. Spread the aggregate at the specified rate evenly
over the surface immediately after the asphalt
binder is applied.
5. Immediately roll the aggregate to push it through
the asphalt binder and to seat it firmly against the
underlying layer.

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 4. Slurry Seals:
 A slurry seal is a homogeneous mixture of emulsified asphalt,
water, well graded fine aggregate and mineral filler which has a
creamy, fluid like appearance when mixed in proper proportions.
 The layer thickness is approximately equal to the maximum
aggregate size.
 Based on the function served by the slurry seal, there are
generally three gradations used for the slurry seals.

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 Type I Slurry Seal: has the finest gradation with most
of the aggregates smaller than 2.36mm (sieve no 8).
It is sometimes used as a preparation for HMA overlay/
Chip Seal.
It has been used on low traffic areas such as parking lots
and paved shoulders.
The primary functions of the seal:
Sealing the asphalt surface from moisture,
Prevention of additional oxidation of the asphalt
surface,
Prevention of loss of surface materials.

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  Type II Slurry Seal: is slightly coarser than the Type I Slurry Seal
having a maximum aggregate size of 6.4mm.
 It is the most extensively used of the mix types.
 It is used when moderate to severe ravelling has occurred due to
oxidation of the asphalt and to restore or improve skid resistance.
 When improved skid resistance is a criterion, the aggregate should be
angular and polish resistant, the use of natural sands is prohibited.

Type III Slurry Seal: is typically reserved for pavements which have
developed severe surface irregularities requiring a thicker sealer with
larger aggregate.
 It is recommended for use as the first course in a multi course
application and to restore skid resistance.
 Because of its thickness, it fills slight depressions on the paved
surface to prevent water ponding on the surface of the road.
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 Slow setting emulsified asphalt (SS) of all types are used in

slurry seal applications.

Quick setting emulsified asphalt (QS) is used when the road

must be opened quickly to traffic.

Additives such as Limestone dust, Portland cement and fly

ash are sometimes added to the slurry to produce particular

characteristics in the slurry.

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 2. Crack Sealing
is a routine maintenance activity which involves cleaning out
the cracks and filling the clean cracks with a sealant in order to
prevent water and non compressible from entering the pavement
structure.
 The most common type of cracks which needs sealing are:
• Longitudinal cracks
• Traverse cracks
• Edge cracks and
• Block cracks

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  Typical sealing procedures involve the following steps:
1. Place proper traffic control devices in the work zone.
2. Route the cracks to remove debris and any deteriorated crack
sealing material.
3. Clean the cracks with compressed air or stiff bristle broom.
4. Pour hot crack filling material into the crack with 6mm depth below
the surface.
5. After allowing the sealant to cool, broom off the excess sand,
remove traffic control devices, and open to traffic.

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 B. Corrective Maintenance
 Corrective maintenance consists of:
1. Patches
2. Chip Seals

1. Patches: is one of the most common methods for repair of

localized areas of intensive cracking, whether the cracking is
load associated or environmental or construction related
(transverse or longitudinal cracking).

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 If the cracking has deteriorated to the point that disintegration of the

pavement materials around the cracks is occurring, the defective

material must be removed and replaced.
 Patching can either be:

 Partial depth repairs

 Full depth repairs
 Partial depth repairs involves removing the surface layer and

replacing it with HMA.

 Full depth repairs involves removal of the complete pavement down

to the sub grade or to an intermediate sub base layer.

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 Typical repairs in flexible pavements for cracked areas involves full

depth repairs.
 Partial depth repairs are reserved for cracks that results due to poor

bond to the underlying layer or for shoving and corrugations.

 A patch consisting of HMA is considered to be a permanent repair and

should last for years.

 Emergency repairs of potholes frequently involve the use of cold mix

materials under severe environmental conditions.

 This is a temporary repair and serves as an expedient measure in order

to keep traffic movement until permanent repair is made.

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  The proper procedure for making a permanent patch in a HMA
surface involves the following steps:

1. Set up traffic control consistent with the class of highway.

2. Mark of the area to be removed using paint, or chalk.

3. Cut through the pavement around the perimeter of the polygon

using a saw.

4. Remove the loose material down to a solid base.

5. Apply tack coats to the sides and bottom of the hole when
patching with HMA.

6. Place 4 inch (100mm) layer of HMA and compact

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 7. Using a straightedge, check around the perimeter of the
patched area to ensure that the patch is approximately level
with the surrounding pavement.

8. Seal the edges of the patch using a sand or chip seal which
involves a light application of liquid asphalt blotted with
sand or aggregate chips.

9. Sweep all loose materials from the road surface and remove
to a suitable site and remove traffic control devices and
open to traffic.
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  The following patching procedure is followed for temporary
repairs:

1. Set off traffic control devices.

2. Remove all large, loose materials from the hole as much as

is practical by brooming.

3. Fill the patch with cold mix patching material and compact
by hand tamping or preferably with truck wheels.

4. Sweep all loose materials from the roadway surface, remove

traffic control devices, and open to traffic.
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 2.3.2. Pavement rehabilitation
Pavement rehabilitation is defined as taking constructive measures
to restore the structural and functional condition of roads where
distress has caused unacceptable pavement serviceability.
 Structural strength of the existing pavement is utilized to some
extent in the design of the rehabilitated pavement.
 Other factors such as agency policy, practical construction
aspects, availability of skills, materials, environmental mitigation
and maintenance aspects shall be considered in selection of the
rehabilitation option.
Rehabilitation options are classified into:
Overlays
partial reconstruction
full reconstruction
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 Overlays are One or more courses of asphalt construction on existing

pavement.
 The overlay often includes a leveling course, to correct the contour of the

old pavement, followed by a uniform course or courses to provide needed

thickness.
 Rehabilitation methods other than overlays include:

Reconstruction: in this category, little or no contribution is expected from the

existing pavement materials and the materials needed for rehabilitation will be
mostly new materials.
Recycling: the rehabilitation takes advantage of the existing pavement

materials, which are re-used in part or as a whole, in the construction of the

71 rehabilitated pavement.
 These techniques, however, in order to truly qualify as rehabilitation
techniques, must satisfy several criteria:
They must be applied only to pavements which are structurally adequate to
support future traffic loadings over the design period without structural
improvement from an overlay.
Only structurally adequate pavements, or pavements restored to a
structurally adequate state, are candidates for rehabilitation without overlay.
They must address the cause(s) of the pavement distress and be effective in
both repairing existing deterioration and preventing its recurrence. For this,
a combination of techniques may be required (one repair method and one
preventive technique).
 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.
 If the alternative considered fails to satisfy the above criteria, it will be
better classified under the term of maintenance.
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 Examples of major rehabilitation methods that may be
employed as non-overlay techniques include:
Full-Depth Repair
Partial Depth Patching
Joint-Crack Sealing
Sub sealing-Under sealing
Grinding and Milling
Sub drainage
Pressure Relief Joints
Load Transfer Restoration
Surface Treatments
 Finally, non-overlay rehabilitation methods also include, as
required when these elements have become deficient, geometric
improvements and/or drainage improvements or restoration.

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 The following options are available for pavement
rehabilitation:

1. overlays with a new surfacing

2. overlays with a new surfacing and base course

3. partial reconstruction by reworking the existing pavement

and adding new pavement layers as required

4. full reconstruction by downgrading of the existing

pavement to sub grade for the new pavement

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 Overlays
Overlays are used for the following purposes:

 to add sufficient structural strength so the pavement can carry the future

traffic in the design period

 to restore the riding quality of the pavement

Overlays shall not be used under the following conditions:

 on severely cracked pavements where there is a risk of early crack

reflection through the new layers.

 on pavements with deformation (shoving) in bituminous layers unless

repair or removal of the deformed material is carried out

 where there is uncertainty about the performance of the overlay due to

defects in the existing base course or in patches in the existing pavement

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  Special materials and methods may be used for the purpose of
minimizing reflection of cracks from the underlying surface
below asphalt concrete overlays.
 Special binders are also available for use in surface treatments
for maintenance reseals.
 Special methods or materials shall only be considered in the
cases when alternative conventional rehabilitation options incur
considerable additional cost or are unlikely to be successful.
 Conventional options to minimize crack reflection through
overlays shall always be considered and include the following:
partly or full removal (milling) of the cracked layer is often a
preferred option where the cracks do not extend deep into the
pavement overlays using penetration macadam prevents crack
reflection
removal of the cracked layer in individual locations -and patching -
before overlay is cost effective where the total cracked area is small
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 Partial reconstruction
Partial reconstruction is reprocessing or removal of material

from the existing pavement to let the existing pavement form

either base course or sub base in the new pavement.
Whether the existing pavement forms a new base course or a

new sub base depends on:

1. the material properties of the existing pavement layers
2. the condition of the existing pavement
3. the strength requirements for the new pavement
4. any required adjustments of road levels
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 Full reconstruction
Full reconstruction is when the existing pavement is

reprocessed to improved sub grade in the new pavement,

whether or not reworking is carried out.
The pavement design charts shall be used for selection of

surfacing, base course and sub base.

The sub grade, consisting of the old pavement layer(s) and/or

sub grade shall meet the requirement for sub grade.

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 QUESTIO
N
IF

ANY???

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