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HIGHWAY MAINTENANCE AND REHABILITATION

Introduction
The success of a pavement rehabilitation treatment is dependent upon choosing the best
treatment for the intended repair. In order to choose the best treatment, it is necessary to analyze
alternate treatments. A proper analysis of alternatives requires a thorough evaluation of the
existing pavement, shoulders, foundation and drainage. The appropriate time to perform a
pavement evaluation is when a project is initiated. The advantage of having the information at
this time is:
1. Alternate rehabilitation treatments can be evaluated to analyze estimated cost versus length of
expected service.
2. Adequate funds can be programed for the project. Candidate projects for rehabilitation are
usually identified either by the Highway Maintenance
Resident Engineer or by the network condition survey rating. The actual condition of the
pavements may range from pavements that are in poor condition and require significant work to
pavements that are in good condition and need only preventative maintenance
Pavement defect types

a. 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.

b. 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

c. Longitudinal (Linear) Cracking

Longitudinal cracking are cracks that are parallel to the pavements centerline or laydown
direction

d. Transverse Cracking

Transverse cracks are single cracks perpendicular to the pavement's centerline or laydown
direction

e. Edge Cracks

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Edge Cracks travel along the inside edge of a pavement surface within one or two feet.

f. Joint Reflection Cracks

These are cracks in a flexible pavement overlay of a rigid pavement (i.e., asphalt over
concrete)

g. 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

h. Pot Holes

Small, bowl-shaped depressions in the pavement surface that penetrate all the way
through the asphalt layer down to the base course

i. Depressions (bird baths)

Depressions are localized pavement surface areas with slightly lower elevations than the
surrounding pavement

j. Rutting

Ruts in asphalt pavements are channelized depressions in the wheel-tracks

k. Bleeding

Excess bituminous binder occurring on the pavement surface causes bleeding


Distortion of asphalt pavement and maintenance
The following are the main Pavement Maintenance Techniques
a. Patching
All flexible pavements require patching at some time during their service life. Surface patching
should be performed to a standard commensurate with resource availability and the objective of
retaining a smooth ride as long as possible. Since patching materials are one of the larger
material costs a high quality patch is one of the most cost effective means of utilizing available
resources.
There are two principal methods of repairing asphalt pavements:

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1. Remove and replace the defective pavement and surfacing or base material.
2. Cover the defective area with an overlay of a suitable material to renew the surface, seal the
defective area, and stabilize the affected pavement.
These repairs can be called dig-outs or overlays according to the method used
b. Crack Sealing (or Pouring)
There are significant costs involved in filling cracks, both for materials and labor, the
supervisor needs to be aware of the nature, extent, and severity of the cracking problem
and also of the next scheduled contract for resurfacing. Filling cracks in an area
scheduled for immediate reconstruction or resurfacing by contract is not recommended
unless it is a part of the overall project.
Maintenance methods
a. Routine maintenance, required continually on every road, whatever its engineering
characteristics or traffic volume. The activities involved in this are grass cutting; drain
clearing; recutting ditches; culvert maintenance; road signs maintenance
b. Recurrent maintenance, required at intervals during the year with a frequency that
depends on the volume of traffic using the road. The activities involved in this are
repairing pot-holes; patching; repairing edges; sealing cracks
c. Periodic maintenance, required only at intervals of several years. The activities involved
in this are resealing (surface dressing, slurry sealing, fog spray, etc.);regravelling
shoulders; road surface marking
d. Urgent maintenance, needed to deal with emergencies and problems calling for
immediate action when a road is blocked. The activities involved in this are removal of
debris and other obstacles; placement of warning signs and diversion works.
Pavement management system
A Pavement Management System is a set of defined procedures for collecting, analyzing,
maintaining, and reporting pavement data, to assist the decision makers in finding optimum
strategies for maintaining pavements in serviceable condition over a given period of time for the
least cost. A Pavement Management System (PMS) is designed to provide objective information
and useful data for analysis so that road managers can make more consistent, cost-effective, and
defensible decisions related to the preservation of a pavement network.
While a PMS cannot make final decisions, it can provide the basis for an informed understanding
of the possible consequences of alternative decisions.
PMS LEVELS
a. Network
Birds eye view of network pavements as a whole.
statewide pavement condition summary
budget estimate
performance prediction

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b. Project
Assist designers in constructing, maintaining, or rehabilitating a section of roadway.
preventive maintenance
resurfacing or reconstruction
treatments options along the project

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