(LECTURE # 7) 12. Maintenance and Rehabilitation of Pavements

MAINTENANCE
AND
REHABILITATION
OF
PAVEMENTS
Pavement
Preservation
Some Common Terms
Preventive Maintenance
Corrective Maintenance
Pavement Preservation
Pavement Rehabilitation
The planned strategy of cost effective treatments
to an existing roadway system and its
appurtenances that preserves the system,
retards future deterioration, and maintains or
improves the functional condition of the system
(without increasing structural capacity).
- AASHTO’s Standing Committee on Highways
Planned
Performed on good
pavements
Contributes to long-
term performance
Examples: Fog Seal,
Chip Seal, Thin HMA
Overlay
Corrective Maintenance
Reactive
Performed on failing
pavements
Does not contribute to
long-term performance
Examples: Patching,
Pothole Repair
Pavement Preservation
The sum of all activities undertaken to provide

and maintain serviceable roadways; this
includes corrective maintenance and preventive
maintenance, as well as minor rehabilitation
projects
- National Highway Institute

Corrective Preventive Pavement
Maintenance + Maintenance = Preservation
Pavement Rehabilitation
Work undertaken to extend the service life of an
existing pavement. This includes the
restoration, placing an overlay, and/or other
work required to return an existing roadway to
a condition of structural and functional
adequacy.
- National Highway Institute
Pavement Management
Concepts
Pavement Life Cycle
Pavement Condition
Pavement Condition Index (PCI)
Pavement Serviceability Index
(PSI)
Critical “PCI”
Pavement Condition Pavement Lifecycle
Time or Traffic
Pavement Condition
Pavement Condition can be rated using any
number rating systems, including:
Pavement Condition Index (PCI)
PCI = 100 is New/Excellent and PCI = 0 is Failed
Present Serviceablity Index (PSI)
PSI = 5 is New and PSI = 0 is Failed
Used in the AASHTO Design Methodology
International Roughness Index (IRI)
Rating is Inches/Mile and is automatically recorded
Pavement Condition Index
100
Corps of Engineers Excellent
(Developed for Airfields) 85
Very Good
ASTM now has 70
standards for both Good
55
highways and airfields Fair
40
Analyze Distresses
Poor
Type 25
Very Poor
Severity 10
Density Failed
0
Pavement Condition Index Pavement Condition
100
Critical PCI = 65 - 70
0
Time or Traffic
Critical PCI
Preventive
Pavement Condition Index
100 Maintenance
Critical PCI
Corrective Maint,
Rehabilitation, or
Reconstruction
0
Time or Traffic
Preventive
Maintenance
Pavement Condition
Time or Traffic
Pavement Condition
Corrective Repairs
Corrective
Maintenance/Repair
Time or Traffic
Rehabilitation
Rehabilitation
Pavement Condition
Time or Traffic
Reconstruction
Reconstruction
Pavement Condition
Time or Traffic
Present Serviceability Index (PSI)
Values from 0 through 5
(
PSI = 5.41 −1.80 log 1 + SV − 0.9 C + P )
SV = Mean of the slope variance in the two wheel paths
(measured with the CHLOE Profilometer or BPR Roughometer)
C, P = Measures of cracking and patching in the pavement surface
C = Total linear feet of Class 3 and Class 4 cracks per 1000 ft2 of pavement area.
A Class 3 crack is defined as opened or spalled (at the surface) to a width of
0.25 in. or more over a distance equal to at least one-half the crack length.
A Class 4 is defined as any crack which has been sealed.
P is expressed in terms of ft2 per 1000 ft2 of pavement surfacing.
➢ Widely accepted measure of pavement
condition
➢ IRI
procedures were developed by the
World Bank in Brazil.
➢ Measures suspension movement over some
longitudinal distance (in/mi)
➢ IRIcorrelates with vertical passenger
acceleration and tire load.
IRI and Pavement Quality:
➢ Very good <60 in/mi
➢ Good 61-94 in/mi
➢ Fair 95-119 in/mi for Interstates
95-170 in/mi for other roads
➢ Mediocre 120-170 in/mi for Interstates
171-220 in/mi for other roads
➢ Poor >170 in/mi for Interstates
>220 in/mi for other roads
Present Serviceability Index (PSI) and IRI:
➢ Excellent (4.1– 5.0) ~ (IRI<60 in/mi)

➢ Good (3.1– 4.0) ~ (61-94 in/mi)
➢ Fair (2.1– 3.0) ~ (95-170 in/mi) for Interstates
(95-220 in/mi) for other roads
➢ Poor (1.1– 2.0) ~ (>170 in/mi) for Interstates
(>220 in/mi) for other roads
➢ Very Poor (0 – 1.0)
Philosophy of Pavement
Preservation
Applying the right treatment
. . . To the right pavement
. . . At the right time

Improved Pavement Condition
Preventive maintenance helps to preserve a
pavement and extend its performance
Overall condition of network improves
Fair, Poor, and Failed Pavements are
reconstructed and returned to a high pavement
condition
Excellent and Good Pavements are kept in high
condition
Cost Savings
Most persuasive argument for
shifting to preventive maintenance
strategies
Forms of cost savings
Less expensive treatments
Longer pavement life
Reduction of user delay costs
Cost Comparison of
Options
Preventive maintenance:
(minimum)
Rehabilitation:
(intermediate)
Reconstruction:
(maximum)
Anticipated benefits
Higher customer satisfaction

Improved strategies and techniques
Improved pavement condition
Cost savings
Increased safety
Stability
What is Pavement Management ?
Systematic method for routinely collecting,

storing, and retrieving decision-making data
needed to make maximum use of limited
amount
It also creates a set of steps or computer
routines for quickly accessing the data to
arrive at educated decisions.
Distress
Identification
What pavement characteristics
indicate pavement condition?
Visible performance indicators
Functional indicators
Structural indicators
Non-Visible defects
Environmental effects on materials
Load-related damage
What techniques are used to assess
pavement condition?
Visual distress surveys
Roughness surveys
Friction surveys
Drainage evaluation
Shoulder surveys
Deflection testing
Data Collection
Platforms
Video – distress, roughness
Friction
Laser - distress, roughness

Structural Evaluation of Pavements
Destructive Testing
Flexible Pavements:
Bitumen Extraction Test
Rigid Pavements:
Flexural and Crushing Strength Test
Non-destructive Testing
Destructive Testing
Destructive testing provides more
detailed data about the pavement not
possible to obtain through non-
destructive testing. Such detailed data
include:
laboratory mechanical, physical, and
chemical properties (obtained through
coring and trenching) and
visual inspection of pavement layers
through coring and trenching.
Bitumen Extraction Test: This test is
done to determine the bitumen content
as per ASTM 2172. The apparatus
needed to determine bitumen content are
i) Centrifuge Extractor
ii) Miscellaneous: bowl, filter paper,
balance and commercial benzene.
A sample of 500g is taken.
If the mixture is not soft enough to separate with a trowel,
place 1000g of it in a large pan and warm upto 100oC to
separate the particles of the mixture uniformly.
ii) Place the sample (Weight ‘A’) in the centrifuge extractor.
Cover the sample with benzene, put the filter paper on it
with the cover plate tightly fitted on the bowl.
iii) Start the centrifuge extractor, revolving slowly and
gradually increase the speed until the solvent ceases to
flow from the outlet.
iv) Allow the centrifuge extractor to stop. Add 200ml
benzene and repeat the procedure.
v) Repeat the procedure at least thrice, so that the extract
is clear and not darker than the light straw colour and
record the volume of total extract in the graduated vessel.
vi) Remove the filter paper from the bowl and dry in the
oven at 110 + 5oC. After 24 hours, take the weight of the
extracted sample (Weight ‘B’).
Bitumen content = [(A-B)/B]×100 %
Repeat the test thrice and average

the results.
Non-destructive Testing
Non-destructive testing is the collective term for
evaluations conducted on an existing pavement
structure that do not require subsequent
maintenance work to return the pavement to its pre-
testing state.
This is generally desirable to minimize disruption to
traffic, and is essential as a screening tool to
determine locations where selective material
sampling should be conducted to evaluate other
material properties in the laboratory.
As such, its focus is to assess in situ properties that
can be used to evaluate the need for further
“destructive” testing (i.e., coring, boring, trenching),
location of that destructive testing, and the current
structural capacity of the highway as related to layer
stiffness.
NDT
Modulii of Pavement Layer
Load Transfer Efficiency
1. Static Creep Deflection Method

2. Steady State Deflection Method
3. Wave Propagation Method
4. Impulse Loading Method
Static Creep Deflection Method:
Benkleman Beam:
It is used to measure deflections of flexible
pavements. The light weight instrument is supplied
in two parts for assembling on site with easy hand
tools.
In use one end of the beam rests at a point under
investigation while the beam is pivoted at the
centre. The free end carries a dial gauge to record
the deflections.
The other end is kept on a stable platform with a
dial gauge.
This is a light weight dismantleable instrument and
easy to carry.
Non-Destructive Testing
Non-Destructive Testing
HWD
GPR
Why Non-Destructive
Pavement Testing?
Measure structural condition in place
High production rate:
more information = better decisions
Identify rehabilitation needs

Knowledge-based selection of actions
Successful GPR Applications for Pavements
Thickness of Pavement Layers

Pavement Rehabilitation studies (identifying
changes in structure)
Defects in Base (Wet areas)
Defects in Hot Mix layers (stripping, trapped
moisture)
Identifying areas of segregation and poor joint
density
Deterioration in asphalt covered bridge decks
Base wash-outs (<3 ft down)
Limited success on concrete pavements

Findings…
Distresses
Materials Properties
Subgrade, bases, surface
Structural Properties
Deflection response
Layer thickness
Subgrade Support
From soils sampling/lab
testing
In-situ - DCP, Field CBR
From deflection testing
Material Properties
Bound layers
Thickness
Strength
Durability - reactive aggregate,
stripping
Granular base
Gradation
Quality
Subgrade
Index properties
Resilient modulus
Road Recycling Methods
Failure Criteria for Pavements
Flexible Pavement:
Failure condition (In Britain): max. 25 mm deformation
in the wheel tracks with respect to original level of
pavement. Optimum condition for remedial works:
15 to 20 mm deformation. (Here remedial works mean
provision of overlay or replacement of the surfacing)
In practice, measurements are made with a 2m straight
edge. Failure condition is represented by a 20 mm gap
under the straight edge. Optimum condition for
remedial work: 12 to 18 mm gap
According to AASHTO, failure condition for flexible
pavement corresponds to PSI value between 2 and 2.5.
Rigid Pavement:
For concrete pavements in Britain a failure condition
corresponding to a total length of cracking of 250 m per
100 m of lane width has been adopted. This includes all
the following types of cracking:
Hair cracks, which often become apparent only when
the concrete is drying and which are normal features of
concrete
Fine cracks, which are less than 0.5 mm wide at the
surface of the concrete
Narrow cracks, which are between 0.5 and 1.2 mm wide
at the surface
Wide cracks, of width exceeding 1.2 mm at the surface

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MAINTENANCE

The sum of all activities undertaken to provide

- National Highway Institute

➢ Excellent (4.1– 5.0) ~ (IRI<60 in/mi)

. . . To the right pavement

. . . At the right time

Higher customer satisfaction

Systematic method for routinely collecting,

Laser - distress, roughness

Repeat the test thrice and average

1. Static Creep Deflection Method

Identify rehabilitation needs

Thickness of Pavement Layers

Limited success on concrete pavements

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