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Pavement Management

Introduction
The term pavement management is used to describe the
various strategies that can be used to decide on a
pavement restoration and rehabilitation policy.
Pavement management deals with preparation of the
optimized approach for repair, strengthening or
refurbishing its effectiveness by establishing
Minimum condition when attention is needed
Nature of attention needed at different conditions
Temporal as well as financial involvement for each type
of attention
Environment, safety, social and economic constraints for
each type of attention

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The pavement management include all activities involving

planning, design, construction, maintenance and
rehabilitation
Usually the attention of the authority on pavement
maintenance and rehabilitation is insufficient and in many
cases any action for restoration of the effectiveness of the
pavement occurs only when travelling along road becomes
very much uncomfortable and unsafe.
Lack of fund prevents the timely repair and rehabilitation
of the pavement.

Distresses in Pavement
Pavement distress refers to the condition of a pavement
surface in terms of its general appearance.
A perfect pavement has a continuous, unbroken, and level
surface.
Distresses in a pavement may be classified into four groups
surface defects
cracks,
deformation, and
disintegrated.

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Surface Defects
Fatty Surface or bleeding
Accumulation of bitumen on the surface of the pavement.
Problem: Loss of skid resistance
Reasons for bleeding
Bitumen at the high temperature gets expanded and tries
to occupy the voids within the aggregates of the mix.
If the voids space is inadequate bitumen comes out of the
mix and forms a sticky surface over the pavement. This
bitumen cannot return back.
Mix design has not been done properly .
Loss of cover aggregates, heavy prime coat, may also
cause bleeding.

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Surface Defects
Hungry Surface
Small cracks, and loss of aggregates from the surface while
passage of vehicles.
Reasons for hungry surface
When proportion of bitumen is lower than the necessary
amount in the bituminous construction.
Aggregates have a strong absorption affinity for bitumen.
Mix design has not been done properly .

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Surface Defects
Streaking
Appearance of alternate lean and heavy lines of bitumen.
Reasons for streaking
Result of non-uniform application of bitumen during
construction. This may occur due to
Mechanical faults, improper or poor adjustment or
careless adjustment of bitumen distributor
Application bitumen binder at low temperature.
Corrugation in the surface

Cracks
Hair-line Cracks
Appearance of short and fine cracks at close interval on the
surface.
Reasons for Hair-line cracks
Insufficient bitumen content
Excessive filler at the surface
Improper compaction

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Cracks
Alligator Cracks
Appearance of interconnecting cracks forming a series of
small blocks which resembles skin of an alligator.
This is commonly referred to as "bottom-up" or "classical"
fatigue cracking.
In thin pavements, cracking initiates at the bottom of the
bituminous layer where the tensile stress is the highest
then propagates to the surface as one or more
longitudinal cracks.
In thick pavements, the cracks most likely initiate from
the top in areas of high localized tensile stresses resulting
from tire-pavement interaction and asphalt binder aging

Problem: Indicator of structural failure, cracks allow

moisture infiltration, roughness may further deteriorate to
a pothole.
Reasons for Alligator Cracks
Decrease in pavement load supporting characteristics
Loss of base, subbase or subgrade support.
Stripping on the bottom of the bituminous layer (the
stripped portion contributes little to pavement strength
so the effective bituminous thickness decreases)
Increase in loading (e.g., more or heavier loads than
anticipated in design)
Inadequate structural design
Poor construction (e.g., inadequate compaction)

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Cracks
Longitudinal Cracks
Appearance of cracks more or less on a straight line along
the road. The cracks may form between the pavement
and the shoulder or between two paving lanes.
Reasons for Longitudinal Crack
Longitudinal cracks along pavement shoulder joint may
occur due to alternate wetting and drying beneath the
shoulder surface due to poor drainage and depression in
the pavement edge.
The lane joint, lying on the wheel path, is caused by a
weak joint between adjoining layers of pavement.
Due to reflective crack from an underlying layer.

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Cracks
Edge Cracks
Appearance of cracks parallel to the outer edge of the
pavement, usually 0.3-0.5m inside the edge. Transverse
cracks are found to branch out towards the edge.
Reasons for Edge Cracks
Lack of lateral support from shoulder
Settlement of the underlying layer
Inadequate pavement width
Shrinkage due to drying out of the abutting soil

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Deformation
Slippage
Relative movement between surface layer and the layer
underneath by braking or turning of wheels .
Crescent or half-moon shaped cracks generally having
two ends pointed into the direction of traffic
Reasons for slippage
Excess thrust of wheels in a particular direction.
Inadequacy of prime coat or tack coat.
Lack of bond between the surface layer and the layer
underneath by a layer of fine dust or moisture or both.

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Deformation
Rutting
Surface depression along the wheel path.
Pavement uplift (shearing) may occur along the sides of
the rut.
There are two basic types of rutting: mix rutting and
subgrade rutting.
Mix rutting occurs when the subgrade does not rut yet
the pavement surface exhibits wheel path depressions
as a result of compaction/mix design problems.
Subgrade rutting occurs when the subgrade exhibits
wheel path depressions due to loading. In this case,
the pavement settles into the subgrade ruts causing
surface depressions in the wheel path.

Reasons for Rutting

Insufficient compaction of bituminous layers during
construction. If it is not compacted enough initially,
bituminous pavement may continue to densify under
traffic loads.
inadequate pavement structure
Improper mix design or manufacture (e.g., excessively
high asphalt content, excessive mineral filler, insufficient
amount of angular aggregate particles)
Heavy channelized traffic
Stress concentration due to bullock cart
Aggregates of wearing course being pressed into binder
course layer.

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Deformation
Corrugation
Formation of fairly regular undulation (ripples) across
the bituminous surface. These are usually shallow
(25mm) and are different from larger depression.
Reasons for Corrugation
Lack of stability in the mix.
Faulty laying of surface course.
Oscillation set up by the vehicle.

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Deformation
Shoving
It is a form of plastic movement within the layer
resulting in localized bulging of the pavement surface.
Shoving occurs characteristically at intersections, bus
stop, on hills where vehicles accelerates and decelerates
and brakes frequently.
Reasons for Shoving
Lack of stability in the mix.
Lack of bonding between bituminous surface and the
underneath layer.
Pavement abuts rigid surface is subjected to frequent
stop and start of the vehicles.
Excessive moisture in the subgrade

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Deformation
Settlement
Large deformation in the pavement which are general
followed by extensive cracks in the surface around the
affected area.
Reasons for Settlement
Inadequate compaction at the location
Excessive moisture in the subgrade, subbase or base
Inadequate pavement thickness

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Disintegration
These are the defects which results in disintegration of the
pavement into small loose fragment. If they are not
attended quickly, complete rebuilding of the pavement
would be necessary.
Stripping
The loss of bond between aggregates and asphalt binder
that typically begins at the bottom of the bituminous
layer and progresses upward.
This may lead to loss of bond and subsequently to loss of
strength and material from surface.

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Reasons for Stripping

Use of hydrophilic aggregates.
Inadequate mix composition
Continuous contact of water with coated aggregate.
Initial over heating of the binder or the aggregate or
both.
Presence of dust or moisture on aggregate when it
comes with the bitumen.
Occurrence of rail or dust storm immediately after
construction.
Opening of the road to traffic before binder has set.
Use of improper grade of bitumen
Aging of bitumen leading to embrittlement of binder
film.

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Disintegration
Ravelling
The progressive disintegration of the bituminous layer
from the surface downward as a result of the
dislodgement of aggregate particles.
It is characterized by the progressive disintegration of
the surface due to the failure of the binder to hold the
materials together.

Reasons for Ravelling

Inadequate compaction during construction.
Construction during wet weather leading to stripping of
binder
Construction during cold weather resulting in nonuniform binder film.
Insufficient binder in the mix.
Over heating of mix or the binder.
Improper coating of aggregates by binder

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Disintegration
Potholes
Small, bowl-shaped depressions in the pavement surface
that penetrate all the way through the bituminous layer
down to the base course.
They generally have sharp edges and vertical sides near
the top of the hole.
Reasons for Potholes
Potholes are the end result of 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.

Most common cause of pothole formation is the ingress

of water into the pavement through surfacing course.
This can happen
Surface is open-textured
Improper camber
Cracks in bituminous surface
lack of proper bond between the bituminous surfacing
and the underlying water bound macadam base.
Insufficient bitumen content in localized areas of the
surfacing layer.
Too thin bituminous surface unable to withstand the
heavy traffic

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Distress of Rigid Pavement

Blowup (Buckling)
A localized upward slab movement and shattering at a
joint or crack. Usually occurs as a result of insufficient
room for slab expansion during hot weather.
Reasons for Blowup
During cold periods (e.g., winter) concrete slabs contract
leaving wider joint openings. If these openings become
filled with incompressible material (such as rocks or
soil), subsequent PCC slab expansion during hot periods
(e.g., spring, summer) may cause high compressive
stresses. If these stresses are great enough, the slabs
may buckle and shatter to relieve the stresses.

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Distress of Rigid Pavement

D" Cracking (Durability Cracking )
Series of closely spaced, crescent-shaped cracks near a
joint, corner or crack. It is caused by freeze-thaw
expansion of the large aggregate within the PCC
slab. Durability cracking is a general PCC distress and is
not unique to pavement PCC.
Reasons for D cracking
Use of Freeze-thaw susceptible aggregate.

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Distress of Rigid Pavement

Faulting
A difference in elevation across a joint or crack usually
associated with undoweled slab. Usually the approach
slab is higher than the leave slab due to pumping.
Faulting is noticeable when the average faulting in the
pavement section reaches about 2.5 mm.
Reasons for Faulting
Most commonly, faulting is a result of slab pumping.
Faulting can also be caused by
slab settlement,
curling
warping.

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Distress of Rigid Pavement

Pumping
This phenomenon occurs at the joints or at cracked
section
Movement of material underneath the slab or ejection of
material from underneath the slab as a result of water
pressure.
This pressurized water can do one of the following:
Move about under the slab.
Move from underneath one slab to underneath an
adjacent slab. This type of movement leads to faulting.
Move out from underneath the slab to the pavement
surface. This results in a slow removal of base, subbase
and/or subgrade material from underneath the slab
resulting in decreased structural support.

Mechanism of for Pumping

At undoweled joint due to passage of heavy vehicle the
slab deforms which in turn cause deformation in the soil.
Deformation of soil may occur due to warping.
Due to plastic deformation in the soil the soil cannot
return back after release of load.
Water enters through joint or cracks, ,surface infiltration,
high water table etc. gets accumulated in that void.
Due to repetitive application of load the water-soil mix is
ejected out through that joint or cracks.
Gradual removal of soil particle below the slab makes the
void bigger and slab becomes support less.

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Distress of Rigid Pavement

Corner Break
A crack that intersects the slab joints near the corner.
"Near the corner" is typically defined as within about 2m
of the corner.
A corner break extends through the entire slab and is
caused by high corner stresses.
Reasons for Corner break
Severe corner stresses caused
load repetitions combined with a loss of support
poor load transfer across the joint
warping stresses.

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Distress of Rigid Pavement

Punchout
Localized slab portion broken into several pieces.
Reasons for Punchout
Due to localized construction defect such as inadequate
consolidation. In reinforced concrete pavement, it can
be caused by
steel corrosion,
inadequate amount of steel,
excessively wide shrinkage cracks or excessively close
shrinkage cracks.
load repetitions combined with a loss of support

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Pavement Performance

55

Effectiveness of the pavement to remain useful for serving traffic

over a given period of time usually over the design life indicates
the performance of the pavement.
Distresses/defects may be functional or structural.
Several Performance Indicators are being defined for evaluating
pavement performance
Pavement performance may be assessed through these indicators
by two ways:
Aggregate: combines two or more distresses/defects
Disaggregate: single distress or defect
Pavement Performance Indicators must adequately reflect the
condition of the road surface as needed for purposes of decisionmaking

Steps In Pavement Performance Study

DECISION MAKING

PRIORITIES, BUDGET NEEDS, PROGRAMS& OPTIMIZATION

PAVEMENT PERFORMANCE

DISTRESS

STRUCTURE

FRICTION

RIDE

PAVEMENT CONDITION ANALYSIS

PAVEMENT CONDITION DATA COLLECTION

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Steps In Pavement Performance Study

Evaluate the current pavement condition of the roads in the
network
Determine the rates of deterioration of the pavements
Project future conditions of the pavement
Determine maintenance and rehabilitation needs
Determine the costs of repair/rehabilitation
Schedule future pavement maintenance activities
Determine the effects of budgetary constraints
Monitoring performance of various pavement designs and
materials
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Methods of Measuring Roadway Condition

Four characteristics of pavement conditions used in
evaluating pavement rehabilitation needs are
Pavement distress
Pavement roughness
Pavement deflection
Skid resistance

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Pavement Distress Surveys

Pavement Distresses are the damages observed on the
pavement surface.
Distress surveys are performed to determine the type, severity,
and quantity of surface distress.
Common Distress Indicators
Pavement condition rating (PCR)
Pavement condition index (PCI)
Present /Pavement Serviceability Rating/Index (PSR)/(PSI)

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Pavement Condition Rating (PCR)

It is a method that used by human inspectors to rate
pavement condition using visual examination or simple
measurements on the surface.
Provides a procedure for identifying and describing, in terms
of severity and extent, pavement distress.
Mathematical expression provides an index reflecting the
composite effects of varying distress types, severity, and
n
extent on overall pavement condition
PCR 100

di wi

i 1

i = distress type, , i = 1, 2, n
n = number of observable distresses under consideration
di = value assigned to distress type i for a given severity and extent
wi = relative weight of the distress type i
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How to Calculate
PCR from Field
Measurements

L = Low
M = Medium
H = High
O = Occasional
F = Frequent
E = Extensive

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PCR Scale
Assigns quantitative measures to
existing pavement condition
Ranges from 0 to 100
PCR of 100 represents a perfect
pavement with no observable distress
PCR of 0 represents a pavement with all
distress present at their High levels of
severity and Extensive levels of extent

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PCR Calculation Example

Distress Type
Weight1
Results of field assessment
Severity
Extent
Points from PCR Worksheet1
Severity
Extent
Deduct Points
Sum of Deduct Points for all distresses

Cracking

Faulting

15

10

Medium
Extensive

Medium
Frequent

0.7
1.0

0.7
0.8

15*0.7*1.0 = 10.5

10*0.7*0.8 = 5.6

16.1

PCR = 100 16.1 = 83.9 (Good)

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Pavement Structural Capacity Surveys

Reflects the load carrying capacity of pavement
Normally conducted at the project-level to assess whether
work is needed to increase pavement strength to
accommodate projected traffic loads
Non-destructive deflection testing of the pavement is a
simple and reliable method

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Pavement Structural Surveys - Destructive Testing

Destructive means test involves some damage to the
pavement structure
Involves coring and/or removing materials from pavement layers
(surface, base, subbase, subgrade) as samples for
field/laboratory testing
Damage is duly repaired after the sampling process
Examples of field tests
Plate bearing test
CBR (California Bearing Ratio) test
Dynamic cone penetrometer (DCP) tests
Layer modulus testing
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Pavement Structural Surveys - Nondestructive Testing (NDT)

Performed using devices that measure strain
Broad categories:
Static devices these measure the pavements response to
a static load or a single application of a slow moving load.
Vibratory devices these measure the pavements
response to a vibratory or cyclical load
Impulse devices these apply a load to the pavement by
dropping a known mass through a known distance and
measuring the pavement response

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Static Devices
Plate Bearing Tests
Curvature Meter
Benkelman Beam
Automated Deflection Beams
Vibratory Devices
Dynaflect
Road Rater
Impulse Devices
Falling Weight Deflectometer (FWD)
Rolling Weight Deflectometer (RWD)

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Roughness (Ride Quality)

Ii is a measure of pavement surface distortion along a linear
plane
It also expresses the combined effect of the extent and
severity of several distresses and irregularities in the
pavement surface
This combined effect causes vertical acceleration of vehicles,
and in turn, user discomfort. Thus roughness adversely
affects a vehicle's ride quality
Estimates the ability of a pavement to provide a comfortable
ride to road users

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Roughness is an important pavement characteristic because

It directly affects ride quality
It influences vehicle operating costs
It serves as a basis for pavement investment decisionmaking at several agencies
It is a primary criterion by which the road users/general
public judges the quality of a pavement
Additional costs due to roughness
Total operating costs
Base cost for a smooth road

120

(cents/veh-mile)

Vehicle Operating Cost

100
80
60
40
20
0
0

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100

200

300

400

500

600

700

800

900

Roughness in IRI (in/mi)

Roughness is often reported as

Roughness Number (RN)
International Roughness Index (IRI).
Can be converted into other indicators
Internationally current practice is to measure roughness in
terms of the longitudinal profile of the road surface and
then perform a quarter-car simulation to determine the IRI
Quarter car consisting of a spring mass and damper
configuration simulates vibration response as the vehicle
moves at a fixed speed.
IRI is a standardized index of longitudinal unevenness, and
can be described as a total appraisal of the unevenness that
affects drivers
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Skid Resistance (Surface Friction)

It indicates ability of pavement surface to provide sufficient
friction to prevent vehicle skidding and concomitant safety
problems
It is a critical performance indicator at high speed pavement
sections
Measurements of pavement surface friction can be used to
help eliminate potential problem spots before accidents
occur
It is expressed as a skid number, usually made with locked
wheel skid trailers.
Friction measurement equipment are used to employ on a
reaction basis (i.e., on surfaces suspected to have low
friction) in terms of carrying out pavement maintenance and
rehabilitation to ensure public safety.
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Calculation of Skid Number (SN)

SN = 100 * f = 100 * F/ L
and = f = F/L
where
f = friction factor
F = frictional resistance force in the direction of travel
L = vertical load.

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Automated Pavement Distress Data

Collection Techniques

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Need for automation driven by increasing demands for

pavement condition/performance data.
Automation made possible by advancements in computer
technology, digital pavement imaging, and digital image
processing
Automated collection and automated processing is defined
as data collected by imaging or methods that exclude contact
with pavement surface. It captures pavement surface distress
by manual, photographic, digital, or video technologies.
Major modes of pavement imaging:
Analog: images are physically imposed on film or another
medium through chemical, mechanical, or magnetic changes in
the surface of the medium.
Digital: images are captured as streams of electronic bits and
stored on electronic medium.

Major modes of pavement imaging:

Analog: images are physically imposed on film or
another medium through chemical, mechanical, or
magnetic changes in the surface of the medium.
Digital: images are captured as streams of electronic bits
and stored on electronic medium.

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Maintenance of Road
Maintenance of road is an important component of
highway engineering for ensuring smooth flow of
traffic.
Different measures are to be taken to maintain and
upkeep the pavement for their desired performance.
Maintenance roads include all tasks related to keeping
the level of performance of each component of
roadways,
such
as
carriageway,
shoulder,
embankment, bridges, cross drainage structures,
flyovers, pedestrian subways, footpaths, service lanes,
railings, traffic signals, signs & markings, street lights
etc.

Maintenance operation can be classified as

Routine Maintenance: These include the items of work
which are required to be carried out by the maintenance
staff almost round the year. For example, repair of
potholes, patching work etc.
Periodic Maintenance: These are those work which are
to be done periodically at intervals of a pre-determined
time period of months or years.
Rehabilitation and strengthening: These refer to major
restoration or upgrading of the pavement through
reconstruction or application of overlay to rectify
structural deficiencies.

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Maintenance of Earthen Road

Usual damages caused in the earthen roads are
Formation of dust
Formation of ruts

Maintenance of WBM Road

Typical Damages in WBM roads
Formation of dust in dry season and mud in monsoon.
Rutting due to wheels of bullock carts
Washing away of soil binder from surface and loosing od
stone aggregates
Formation of potholes and ruts

Major maintenance measures may be

Replacement of soil binder regularly. As a part of periodic
maintenance measure, a thin layer of moist soil binder is
spread on the surface.
Spreading of dust palliatives or providing bituminous
surface dressing course.
Patching up of potholes and ruts

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Maintenance of Bituminous Surface

Maintenance of bituminous Layer involves
Patch repairing
Pot holes are cut to rectangular shape until good
condition is found
Affected materials are removed
Excavated portion is cleaned and painted with bituminous
binder.
Premixed stone aggregates are placed in the excavated
potion in layers and well compacted layer by layer.
Replacement of base course may be necessary if damage
goes upto that layer.
Finished level is kept at slightly higher than surrounding
surface in order to allow compaction by traffic.

Surface treatment
Surface treatment is necessary when the pavement is
got damaged due to bleeding, cracking
Application of surface dressing, seal coat etc. are
common surface treatment measures.
Resurfacing
When pavement surface is totally worn-out or develop
a poor riding surface, it may be more economical to
provide an addition surface course over the existing
surface.

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Strengthening Existing Pavement

Strengthening of pavement is usually refers to provide
additional one or more layers of pavement of adequate
thickness over the existing pavement.
This additional layer is known as overlay.
The Strengthening is necessary due to
Road is subjected to carry more load than design load
Road has undergone excessive distresses
Loss of strength of various layers
Road is reached near to its design life.

When the existing pavement gets large scale damages,

removal of total pavement structure is made.

The overlay types may be

Flexible overlay over Flexible pavement
Rigid overlay over Flexible pavement (white topping)
Flexible overlay over Rigid pavement
Rigid overlay over Rigid pavement

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Safety Management of Road

Network at Construction Sites
Overview
Road construction and maintenance work is hazardous for
site operatives and the road user
In urban areas, Footways (sidewalks) are used to store
materials, forcing pedestrians into the traffic stream
Narrow traffic lanes are created which create problems for
cyclists, motor cyclists and animal traffic as vehicle streams
are forced closer together
In urban areas, buffer zones to the working zone are
reduced to zero placing the work force at great risk.
Many accidents in construction zones take place due to
increased strain on the driver.

Guiding Principles
The guiding principles for safety in road construction zones are
to:
Warn the road user clearly and sufficiently far in advance,
Provide safe and clearly marked lanes for guiding road users,
Provide safe and clearly marked buffer and work zones and
Provide suitable measures that control driver behaviour
through construction zones.

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Components of the Construction Zone

The Traffic Control Zone

Terminal Transition
Zone

can be divided into:

Approach

Transition

Working Zone

Zone

Traffic Control
Zone

Advance Warning Zone

Working Zone and

Terminal

Transition

Approach Transition
Zone

Zone.
Advance Warning Zone

Recommended Length of Traffic Control Zones

Average
Approach
Speed
(km/h)

Length of
Advance
Warning Zone
(m)

Length of
Approach
Transition
Zone
(m)

50 or less

100

50

51-80

100-300

50-100

Length of
Working Zone
(m)

Varies
81-100

300-500

100-200

Over 100

1000

200-300

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Work on Construction of Additional Carriageway

Eccentric WideningCenterline of the new highway shifted to the right or left of
the existing carriageway centerline. It has 2 stages of
construction.
First stage new carriageway constructed and existing used
by traffic.
Once the new carriageway is completed, two-way traffic is
diverted onto the new carriageway and work on new
carriageway is taken up.

Work on Construction of Additional Carriageway

Co-centric Widening
Where service roads are provided :
Service roads on either side are constructed and traffic is
diverted onto the service roads, one way each side. Once
traffic is diverted, work on existing carriageway can be
taken up.
Where services roads are not provided:
Single lane width of road is constructed on either side of
existing carriageway. Traffic is diverted one way on each
side, then work on existing carriageway is taken up.

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Strengthening of 2-lane Carriageway of State

Highways
As diversion of traffic is neither possible nor cost-effective
work is taken up on one half of the carriageway.
Other half of the carriageway and shoulder is utilized for the
movement of traffic.
Strengthening work is carried out on the other half of the
carriageway.
Once strengthening work is completed traffic is diverted
onto the new pavement along with paved shoulders and
work on the other half of the carriageway is taken up.

Strengthening of 2-lane Carriageway of State

Highways

Sequence of Strengthening and Diversion for 2-lane Carriageway

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