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CONSTRUCTION AND

MAINTENANCE OF HIGHWAY
PAVEMENT

Prof. Marloe B. Sundo


Transportation Engineering Specialist
COMMON ITEMS OF WORKS INCLUDED IN
ROAD CONSTRUCTIONS

 Excavation
 Hauling of Aggregates or Embankment
Materials
 Spreading
 Compaction
 Formworks installation and removal
 Pouring of Concrete
 Watering or Curing
 Laying of HMA
COMMON EQUIPMENT
USED IN ROAD
CONSTRUCTIONS
SCRAPER
PAY LOADER
PAY LOADER
GRADER
BULLDOZER
BACKHOE
ROLLER/COMPACTOR
Rubber Tire or Pneumatic Rollers Smooth Drum Rollers
OTHER COMPACTOR

Plate Compactor

Walk Behind Compactor


TAMPING FOOT
SHEEPS FOOT
DUMP
TRUCK
CONCRETE
TRUCK MIXER
CONCRETE PAVER MACHINE
SLIPFORM PAVER MACHINE
Video on Preventive Maintenance
REQUIREMENTS FOR LONG-TERM
FLEXIBLE PAVEMENT PERFORMANCE

1. GOOD PLANNING
2. GOOD DESIGN
3. GOOD CONSTRUCTION
 Materials
 Subgrade
 Workmanship

4. GOOD MAINTENANCE
FOUR DIFFERENT CONSTRUCTION
PROCESS FOR FLEXIBLE PAVEMENT

1. On- Base Cold Mix Asphalt – Use a fluid


bituminous binder such as liquid asphalt or
emulsion. Mix it with aggregates at normal
temperature. Mixing maybe done in the
Plant (Plant Mix) or on a roadway base (Road
mix)

2. Hot Mix Asphalt – Heat a viscous


bituminous binder to make it fluid; then, in a
plant, mix it with heated aggregates. Place
and compact the mixture while still hot.
3. Penetration Method – Spread and compact
clean crushed aggregates as for waterbound
macadam. Over it, spray heated, dissolved, or
emulsified bituminous binder, which
penetrates open areas of the rocks and binds
the aggregates together.

4. Inverted Penetration Method – Spread a


bituminous binder over the roadway surface;
then cover it with properly selected
aggregates.
HOT-MIX ASPHALT (HMA)
WHAT IS HMA?

HMA is composed of aggregate bound together


into a solid mass by asphalt cement.

Hot-mix asphalt (HMA) may be referred to by


several names:
– Bituminous concrete
– Hot plant mix
– Asphalt concrete
– Blacktop or SUPERPAVE.
COMPOSITION OF HMA BY WEIGHT:

 93-97% - course aggregates


 3-7% - asphalt cement
ADVANTAGES OF HMA
1. Versatility
– handle virtually any traffic loading, soils and materials;
– can be used to salvage old pavements as well as to build
new ones;
– phased construction can easily be incorporated

2. Economy
• are economical to construct
• can be constructed rapidly and immediately ready for
use
• can be recycled
• require minimal maintenance
• provide outstanding performance
3. Building and site esthetics are enhanced

4. Traffic noise is minimized

5. Pavement striping is highly visible on the


black HMA surface
PREPARATION OF HMA
HMA
 ismanufactured in a central mixing plant
 Asphalt and aggregates are heated at
300ºF
 Properly proportioned and mixed

The completed paving mixture is hauled by trucks to


the mechanical spreader where it is placed in a
smooth layer and compacted by rollers while still hot.
Note:
HMA may be aced manually when it is impractical to use a
paver.
TACK COAT
A tack coat of asphalt (usually emulsified asphalt)
is applied to ensure bond between the existing
surface and the asphalt overlay.

– It should be applied in an even, thin coat at a rate of


application between 0.02 gal/yd2 and 0.07 gal/yd2 for
asphalt residue.

– Excessive tack coat can cause slippage or can flush to


the surface.

– All longitudinal and transverse joints shall be


properly tacked if they are below 140°F.
HMA BATCHING PLANT
The drum-mix plant is shown in figure 8-
3. The mixing drum for which the plant is named is very
similar in appearance to the batch plant dryer drum.
The difference between the two is that in a drum-
mix plant the aggregate is not only
dried and heated within the drum, but it
is also mixed with the asphalt cement. In a drum-
mix plant, there are no gradation screens, hot bins,
weigh-hoppers or pugmills. Aggregate gradation is
controlled at the cold feed.

The basic plant consists of a cold-


feed system, a rotating drum dryer, an asphalt
proportioning and dispensing system, and a surge silo
BATCHING PLANT
BASE AND SUB-BASE LAYER PREPARATIONS
SPREADING OF HMA USING APHALT PAVER
TYPES AND CAUSES OF PAVEMENT
DISTRESS

BY
PROF. MARLOE B. SUNDO
ASPHALT PAVEMENT
DISTRESSES
POTHOLES

These are usually non-


functional pavement
areas where the
pavement has
completely failed,
exposing the base
aggregate beneath it.
CAUSES AND ISSUES
Potholes are often the result of several
years of failing pavement in areas of
fatigue where pre-emptive repair was not
done until the area has completely failed.

• Potholes usually pose liability issues


such as causing vehicular suspension
damage, or tripping hazards if they
reside within pedestrian walkways.
FATIGUE (ALLIGATOR) CRACKING
FACTORS WHICH INFLUENCE THE
DEVELOPMENT OF ALLIGATOR CRACKING

 number and magnitude of applied loads


 the structural design of the pavement (layer
materials and thicknesses)
 the quality and uniformity of foundation
support,
 the consistency of the asphalt cement,

 the asphalt content,

 the air voids and aggregate characteristics of the


asphalt concrete mix,
 the climate of the site (i.e., the seasonal range
and distribution of temperatures).
BLEEDING
• Bleeding is the accumulation of asphalt cement
material at the pavement surface, beginning as
individual drops which eventually coalesce into a
shiny, sticky film.

• In these cases, the asphalt cement tends to "bleed"


thorough the surface.
CAUSES AND EFFECTS OF BLEEDING
 is the consequence of a mix deficiency
 occurs in hot weather but is not reversed in cold
weather, so it results in an accumulation of excess
asphalt cement on the pavement surface.
 reduces surface friction and is therefore a
potential safety hazard.
 Present ugly and unsightly appearance to the
pavement
TYPE OF REPAIR

 apply a chip seal application using


absorbent aggregate

 mill off the top layer of asphalt and apply a


new course of hot mix asphalt that contains
a lower asphalt cement content.
BLOCK CRACKING AND THERMAL
CRACKING
Block cracking is the Thermal cracks typically develop
cracking of an asphalt transversely across the traffic lanes
pavement into of a roadway, sometimes at such
rectangular pieces regularly spaced intervals that they
ranging from about 1 ft to may be mistaken for reflection cracks
10 ft on a side from an underlying concrete
pavement or stabilized base
CAUSES OF BLOCKS & THERMAL
CRACKS
• They are the result of the asphalt being
allowed to shrink horizontally with little
stress being applied vertically as the
asphalt ages.

• Shrinkage of the asphalt concrete in


response to low temperatures, and
progress from the surface of the
pavement downward.
BLOWOUT
• A blowout is an extreme form of pothole that occurs
when the base under the failure has completely failed,
often leading the surrounding asphalt to "blow-out"
along the edges.
CAUSES AND REMEDY
• Suggest an underlying lack of support within the base
structure itself.

• Given the severity of the failure, it is crucial to ensure


that root cause is identified and repaired along with the
failed area. Often times these types of failures are
"fixed" without root-cause being addressed, only to fail
again.

• These require extensive base repair and/or


reconstruction with subgrade stabilization techniques
to be applied, such as cement sub-grade stabilization
and/or Geogrid placement.
BLOWOUT RECONSTRUCTION
REFLECTION CRACKS

• Tend to occur whenever older cracked


asphalt or concrete is overlaid with a
fresh layer of asphalt typically about 1"
to 2" thick.

• This is typically the result of the


original pavement structure and the
overlay moving relative to each other.
SINKHOLES
• Sinkholes are often the result of subsurface drainage that
erodes the underlying support substructures of the
• Sinkholes located in the drive lanes that support
significant traffic should be repaired immediately as they
can result in significant liability risk and failures
overnight.
RUTTING
• Rutting involves depressions in the pavement that
occur within the wheel tracks of vehicles.
RUTTING

Causes of Rutting
• Insufficient load-bearing capability of the
asphalt/base design within that area.
• Due to consolidation or movement of material
in either the base and subgrade or in the
asphalt concrete layer.
RAVELING
• Occurs when the stone aggregate that was originally
part of the pavement begins to break free from its
bonds with the asphalt.

• are progressive
deterioration of an asphalt
concrete surface as a result of
loss of aggregate particles
(ravelling) and asphalt binder
(weathering) from the surface
downward.

•Occur on older pavements


that have already oxidized.
RAVELING

Causes and Issues


• occur as a result of loss of bond between
aggregates and the asphalt binder.

• may pose a safety hazard if deteriorated areas of


the surface collect enough water to cause
hydroplaning or wheel spray.

• Loose debris on the pavement surface which may


also be picked up by vehicle tires is also a
potential safety hazard.
SHOVING AND CORRUGATION
• Shoving and corrugation are terms which refer to
longitudinal displacement of asphalt concrete in a localized
area. Shoving and corrugation are produced by traffic
loading, but are indicative of an unstable liquid asphalt mix
(e.g., cutback or emulsion).
SLIPPAGE CRACKING
SLIPPAGE CRACKING
• Slippage cracking occurs as a result of a low-
strength asphalt mix in the surface layer and/or
poor bond between the surface layer and
underlying layer, in areas where vehicles brake
and turn.

• Slippage cracking is thus uncommon in highway


pavements, but is common in local roads and
streets, particularly at intersections.
CONCRETE PAVEMENT
DISTRESSES
INTRODUCTION
• The risk of cracking in the pavement is largely associated
with the temperature and tensile strength development of
the concrete as it cures.

• The temperature is heavily influenced by heat released


during cement hydration, the temperature of the
ingredients, and daily and seasonal fluctuations in ambient
temperature.

• thermal stress development is most severe when heat


development from hydration coincides with maximum daily
ambient temperature.

• Consider placing concrete in the late afternoon or evening,


especially during summer time.
MAP CRACKING ATTRIBUTABLE TO ALKALI-
SILICA REACTIVITY (ASR)
ALKALI-AGGREGATE REACTION
• Reactive aggregates contain silicates or carbonates
which react chemically with alkalies (i.e., sodium and
potassium) in portland cement paste.

• The reaction is a gel-like material which absorbs


water and swells, causing progressive expansion and
cracking of the concrete.

• Both coarse and fine aggregate particles can react


with cement paste.
BLOWUP
• It is the shattering or upward buckling of concrete
pavement slabs at a joint or working crack, often
occurring in both traffic lanes simultaneously.

• It occur when horizontal compressive forces in the slab


increase greatly due to expansion of the slabs, and the
joints either become completely closed, or closing of the
joints and cracks is impaired by infiltrated
incompressible.
BLOWUP
BUMPS, SETTLEMENTS AND HEAVES
• Bumps, settlements, and heaves in concrete
pavements may be due to frost heave, swelling or
collapsing soils, or localized consolidation.

• It occurs in poorly compacted backfill material at


culverts and bridge approaches)

• Bumps sometimes develop at bridge approaches


because of terminal treatments used for CRCP or
JRCP.
BUMPS, SETTLEMENTS AND HEAVES
CORNER BREAK
• Corner breaking is a major structural
distress in jointed concrete pavements.
• A result of fatigue damage
DIAGONAL CRACKING
• Diagonal cracking is similar to transverse
cracking except that it crosses slabs at an
angle other than perpendicular to the slab
edge.
FAULTING

• Faulting is a difference in elevation across a joint


or crack.

• Faulting is the result of pumping under many


heavy wheel repetitions, which erodes support
beneath the joints or cracks, and builds up fines
beneath the approach sides.

• Faulting is a major contributor to roughness in


JPCP and JRCP, but is not a significant problem
for CRCP.
FAULTING
“D” CRACKING

• It is the progressive deterioration of concrete


which occurs as a result of freeze-thaw damage in
large aggregates. “D” cracking occurs frequently
in concrete pavements in the northeastern, north
central, and south central regions of the United
States.

• Though not caused by traffic loads, it does


diminish the structural integrity of the concrete
JOINT SPALLING

Joint spalling are terms


which refer to cracking,
chipping, or fraying of
concrete slab edges
within about 2 ft of
transverse joints.
POSSIBLE CAUSES OF JOINT SPALLING

 excessively early wet sawing of transverse joints


 infiltration of incompressible (especially where
delamination has occurred due to inadequate
curing),
 misaligned or corroded load transfer devices,

 weak concrete in the vicinity of the joint (e.g.,


honeycombing caused by poor consolidation)
 Improper joint cleaning.
LINEAR CRACKING
Concrete pavements exhibit several types of linear
cracking.

Transverse crack in jointed plain


concrete pavement. Transverse shrinkage cracks
LONGITUDINAL CRACKING
• Longitudinal cracking occurs in concrete highway
and street pavements, but is not usually due to fatigue
damage.
CAUSES OF LONGITUDINAL CRACKING

 improper longitudinal joint construction


 inadequate sawcut depth
 inadequate joint insert placement depth
 late sawing

 foundation movement (settlements or heaves),


 shrinkage (excessive slab width).
JOINT SEAL DAMAGE
Joint seal damage may take several different forms.
 Extrusion refers to the joint sealant being pushed or pulled out of
the joint by slab movement or traffic wheels.
 Infiltration is the presence of incompressible and/or vegetation
either within the joint sealant material or between the joint sealant
and the joint reservoir walls.
 Oxidation is hardening of the sealant due to exposure to the
elements and ultraviolet radiation.
 Adhesive failure is loss of bond between the sealant and the
walls of the joint sealant reservoir.
 Cohesive failure is splitting within the sealant material due to
excessive tensile strain. Joint seal damage may be caused by the
use of an inappropriate sealant type, improper joint sealant
installation, or simply aging of the sealant.
HIGHWAY MAINTENANCE

Type of Highway Maintenance

 Roadway surfaces
 Shoulders and approaches
 Roadsides
 Bridges, tunnels, and drainage
structures
 Traffic control and safety devices
I. ROAD SURFACES MAINTENANCE

A. Earth Aggregate Road Surfaces

natural earth
sand clay mixes

crushed stone

gravels

etc.
TYPE OF MAINTENANCE

 patching
 blading/ ditching
 scarifying and resurfacing
 stabilization and dust control (with
dust palliatives)
 application of a bituminous surface
treatment
BLADING
Scarifying of old unstabilized pavement
DITCHING
APPLICATION OF SODIUM CHLORIDE
FOR DUST CONTROL
B. BITUMINOUS ROAD SURFACES

Investigate first the cause of failure

Repair Techniques for Flexible Pavements


Categorized as

 the addition of a new element in the physical


composition of the pavement
 the replacement of parts of the pavement

 the modification of the properties of the original


pavement
TYPE OF MAINTENANCE FOR
FLEXIBLE PAVEMENT

patching
paint patching
scarifying
resealing
nonskid surface treatment
C. PORTLAND CEMENT CONCRETE
SURFACES

The repair methods for rigid


pavements are categorized by the
nature of the defect which they seek
to treat.
Three general type of defects

those found at joints


those that found at the surface of
the slab
and those of immediate structural
significance
A. DEFECTS AT JOINTS
Poor application of sealant
Due to Spalling

Arris Spalling Swallow Spalling Deep Spalling

(Depth is minimal) (Depth less than joint (Depth greater than joint
groove) groove)

Figure 4-1 Spalling of joints in rigid pavement


PROPER APPLICATION OF JOINT SEALANT
Surface Defects

 Loss of surface texture which in turn leads to poor


skidding resistance.

Remedy for surface defects

 Cutting transverse grooves in the pavement surface (for


Poor Macrotexture)

 Surface dressing or mechanical roughening (for poor


microtexture)
C. STRUCTURAL DEFECTS

General manifestations of structural defects


in a rigid pavement

 Cracks
 slab movement
New dowel/Tie bars grouted into
pre-drilled holes with resin mortar
or epoxy
Original
joints

Form lumber or steel


plate for grooving
Form lumber

Form omitted for


clarity

Figure 4-2 Full depth repair in Rigid Pavement


FULL DEPTH REPAIR
FULL DEPTH PATCHING READY FOR
CONCRETE POURING
POURING OF CONCRETE IN FULL DEPTH
REPAIR
STICHING
PREVENTIVE MAINTENANCE
 Video Presentation

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