Lecture #6 Pavement Management (Evaluation)

H22 IS3 : Transport Infrastructure
Topic #6 :
Pavement Management (Evaluation)

Contents
Pavement Management System (PMS)

Deterioration of the Highway
Pavement Cracks
Surface Deformation
Routine Assessment
Visual Surveys
Skid Resistance Surveys
Profile Surveys
Deflection Surveys

Pavement Management System (PMS)
Pavement management is the task of monitoring & maintaining
a road network in as economic a way as possible.

Factors affecting pavement performance
Subgrade soil
Pavement materials characteristics
Asphalt cement
Aggregate
Modifiers for asphalt cement (e.g., rubber and polymers)
Additives or stabilizing agents for aggregates (e.g., lime and
cement)
Traffic loading
Environment
Moisture
Temperature

Common Flexible Pavement Distresses
Category
Distress Type
Cracking: Crocodile / alligator cracks, Block cracks, Longitudinal

cracks, Transverse cracks, Edge cracks, Crescent shaped cracks
Deformation: Rutting, Corrugation, Depression, Shoving
Deterioration: Delamination, potholes,

stripping, polished aggregate, pumping
patching,
raveling,
Mat problems: Segregation, checking, bleeding
Problems associated with seal coats: Rock loss, segregation,

bleeding/fat spots, Delamination

Pavement Cracks
Cracks are fissures resulting from partial or complete fractures of
the pavement surface.
Pavement cracks can be divided into 6 types;

1) Crocodile / alligator cracks
2) Block cracks
3) Longitudinal cracks
4) Transverse cracks
5) Edge cracks
6) Crescent shaped cracks

Pavement Cracks
Figure 6.1 : Type of Cracks

Crocodile / Alligator Cracks
Crocodile cracks are interconnected / interlaced cracks which
form a network of multi-sided blocks resembling the skin of a
crocodile.
Figure 6.2 : Crocodile Cracks

Block Cracks
Block cracks are interconnected cracks forming a series of
blocks, approximately rectangular in shape.
Figure 6.3 : Block Cracks

Longitudinal Cracks
Longitudinal cracks are cracks which are usually straight & parallel
to the center line, situated at or near the middle of the lane.
It can happen singly or as series of almost parallel cracks or with
some limited branching.
Figure 6.4 : Longitudinal Cracks

Transverse Cracks
Transverse cracks are unconnected cracks running transversely
(relatively perpendicular to pavement center line) across the
pavement.
Figure 6.5 : Transverse Cracks

Edge Cracks
Edge cracks are crescent shaped or fairly continuous cracks,
parallel to pavement edge.
Figure 6.6 : Edge Cracks

Crescent Shaped Cracks
This type of cracks are half moon or crescent shaped cracks,
commonly associated with shoving, often occurring in closely
spaced parallel group.
Its mainly associated with bituminous layer only.
Figure 6.7 : Crescent Shaped Cracks

Surface Deformation
Deformation takes place when a road surface undergoes changes
from its original constructed profile.
There are 4 major types of surface deformation ;
1) Rutting
2) Corrugation
3) Depression
4) Shoving

Surface Deformation
Figure 6.8 : Type of Surface Deformations

Rutting
Rutting is longitudinal deformation or depression in the
wheel paths which occur after repeated applications of axle
loading.
It may occur in 1 or both wheel paths of a lane.
Figure 6.9 : Rutting

Corrugations
Corrugations are regular transverse undulations, closely spaced
alternative valleys & crests with wavelengths of less than 2 m.
Generally, it will result in a rough ride & will become more worse
with time.
Figure 6.10 : Corrugations

Depressions
Depressions are localized areas within
elevations lower than the surrounding area.
pavement
with
They may not be confined to wheel paths only but may extend
across several wheel paths.
Generally, it results from settlement, slope failure or volume
changes due to moisture changes.
Figure 6.11 : Depressions

Shoving
Shoving is the bulging of the road surface generally parallel to
the direction of traffic and/or horizontal displacement of surfacing
materials, mainly in the direction of traffic where braking or
acceleration movements occur, caused by traffic pushing against
the pavement.
Figure 6.12 : Shoving

Routine Assessment
To monitor the performance of a pavement, the Highways
Agency requires the use of a number of assessment machines &
methods.
These include:
High Speed Road Monitor (HRM)
Deflectograph
Sideways Force Coefficient Routine Investigation Machine
(SCRIM)
Visual condition surveys, etc.
In this way, the appropriate timing can be chosen for the
various necessary maintenance processes which all pavements
eventually require.

Routine Assessment

Visual Surveys
These are the most basic & widely used means of evaluation.
They are inevitably operator dependent. Every road is assessed
visually in some way.
UK systems:
RMMS (Routine Maintenance Management System)
CHART (Computerised Highway Assessment Ratings and
Treatments)
MARCH (Maintenance Assessment Rating for Condition of
Highways)

Skid resistance tests are conducted on wet surfaces & produce
a coefficient of friction measured by a portable skid resistance
tester.
The device consists of a pendulum with a rubber pad fixed to
the lower end, & a graduated scale.
The device is operated by swinging the pendulum through a

standard distance such that the rubber pad touches the surface
to be tested, reducing the pendulum's inertia as it completes
the arc.
A light pointer indicates the peak of the first swing, which is
measured against the graduated scale giving the coefficient of
friction of the surface tested.
The result is expressed as a decimal fraction which when
multiplied by a hundred gives the skidding resistance of the
surface.

Besides, SCRIM & Griptester can be also used to measure the
skid resistance.
Both instruments measure the forces experienced by a wheel
skidding on a wet surface; & both are vehicle mounted systems.
Figure 6 : British Portable Pendulum Tester

The Sideway-Force Coefficient Routine Investigation Machine
(SCRIM) tests by mounting the test wheel obliquely at 20 to
the direction of travel.
The sideway-force coefficient (SFC) is given by the ratio of the
force developed at right angles to the wheel to the load acting
on the it.
A mean figure for SFC is obtained using results taken every 5,
10, or 20 metres while the SCRIM travels at 50 km/hr.

Results of SCRIM surveys have legal implications in the UK.
Authorities must act to correct any deficiencies on motorway &
trunk roads. The requirement on local authority roads in more
vague.

The Griptester may be
pushed by hand or towed
behind a vehicle at speeds
of up to 120 km/hr.
The test wheel turns slower
than the main wheels,
acting similar to a braking
vehicle wheel.
A small electronic device
on-board
constantly
monitors the drag & load,
while location references
are entered manually for
later interpretation.

Profile Surveys
The profile surveys are measured by the HRM (High Speed
Road Monitor) on trunk roads & motorways.

Profile Surveys
Longitudinal profile gives:
A direct measure of ride quality
An indication of structural condition
Surface unevenness (profile)
Average rut depth
Crossfall
Gradient
Radius of curvature
Surface texture (macro texture)

Deflection Surveys
The standard tool used on trunk roads & motorways is the
Deflectograph.
Deflectograph is slowly being replaced by Traffic Speed Road
Assessment Condition Survey (Tracs), now called "SCANNER".
Extensive trials have lead to the development of relationships
between deflection & remaining life & also overlay treatment.
The Deflectograph is based on the same principles as the
Benkelman beam.
The Benkelman beam is a device for measuring the deflection at
a point in the surface of a pavement caused by the passage of a
wheel load.

Deflection Surveys
The deflection is measured whilst the road is subject to a
standard load, this is provided by loading dual wheels on the
rear axle of a suitable vehicle to 3175 kg.
A sufficient space is left between the wheels for the measuring
arm of the deflectograph to pass, hence recording the deflection
when the load is imposed, & obviously the weakest parts of the
road pavement will deflect the most.
The deflection is measured in the inside & outside wheel tracks.

Deflection Surveys

Deflection Surveys
The deflection taken at the time & location the load is applied is
known as the maximum deflection while that which still exists
after removal of the load is called the recovery deflection.
The loads correspond to the weight of a vehicle passing the
location where the deflection is measured.
The deflectograph records & measures deflections
pavement automatically using electronic transducers.
of
the
Measurements are made along each wheel track using 2 beams

connected to the undercarriage of the lorry which provides the
load.
The vehicle travels along at a steady speed of 2 km/hr while

taking readings.
A cable connecting the beam assembly to the lorry is let out so
that the beam assembly remains stationary on the pavement
(Position 1), taking readings as the rear wheels pass by.
The cable is then drawn in (Position 2) & the procedure repeated
at intervals of 3.8 m.

Deflection Surveys - Benkelman Beam
The End of Topic #6

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H22 IS3 : Transport Infrastructure

Pavement Management (Evaluation)

Pavement Management System (PMS)

Pavement Management (Evaluation)

Pavement Management (Evaluation)

Pavement Management (Evaluation)

Cracking: Crocodile / alligator cracks, Block cracks, Longitudinal

Deformation: Rutting, Corrugation, Depression, Shoving

Deterioration: Delamination, potholes,

Mat problems: Segregation, checking, bleeding

Problems associated with seal coats: Rock loss, segregation,

Pavement Management (Evaluation)

Pavement cracks can be divided into 6 types;

Pavement Management (Evaluation)

Figure 6.1 : Type of Cracks

Pavement Management (Evaluation)

Figure 6.2 : Crocodile Cracks

Pavement Management (Evaluation)

Figure 6.3 : Block Cracks

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Figure 6.4 : Longitudinal Cracks

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Figure 6.5 : Transverse Cracks

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Figure 6.6 : Edge Cracks

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Figure 6.7 : Crescent Shaped Cracks

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Figure 6.8 : Type of Surface Deformations

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Figure 6.9 : Rutting

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Figure 6.10 : Corrugations

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Figure 6.11 : Depressions

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Figure 6.12 : Shoving

Pavement Management (Evaluation)

Pavement Management (Evaluation)

Pavement Management (Evaluation)

Pavement Management (Evaluation)

The device is operated by swinging the pendulum through a

Pavement Management (Evaluation)

Figure 6 : British Portable Pendulum Tester

Pavement Management (Evaluation)

Pavement Management (Evaluation)

Pavement Management (Evaluation)

Pavement Management (Evaluation)

Pavement Management (Evaluation)

Surface texture (macro texture)

Pavement Management (Evaluation)

Pavement Management (Evaluation)

Pavement Management (Evaluation)

Pavement Management (Evaluation)

Measurements are made along each wheel track using 2 beams

The vehicle travels along at a steady speed of 2 km/hr while

Pavement Management (Evaluation)

The End of Topic #6