Maintenance

HIGHWAY MAINTENANCE, REPAIR &
REHABILITATION
COURSE OUTLINES
Classification of maintenance activities for
road pavement and road facilities
 Inspection, prioritization and planning of
maintenance operations
 Evaluation of pavement distress and
pavement condition
 Types and methods of pavement repair
 Types of Overlays and strengthening of
existing pavements
7/10/2024 TRANSPORTATION ENGINEERING II
INTRODUCTION
• Defined as preserving and keeping the serviceable
conditions of each components of the highway such as
roadway, structure, and other components in their
original condition as normal as possible and as best as
practicable
• If the maintenance works are not done at all or done
faulty the pavement structure is inadequate for present
day traffic and loading, the life may be drastically
reduced
• On poor designed roads the cost of maintenance may
be higher than the initial cost.
Maintenance is necessary for:
Continuity of traffic flow
Safety of road users
Protection of road & other structure [property]
Providing economic & comfort service to road users
Protection from negative environmental impact.

Classification of highway maintenance works
1. Road maintenance
2. Road side maintenance
1. Road maintenance
 Concerns all maintenance works on the roadway and
on all structures within and immediately adjacent to
the roadway such as ditches, culverts, causeways,
bridges etc.
 Maintenance of road surface, shoulder, roadway

drainage road sides and bridge and other structure
TYPES OF ROAD MAINTENANCE
1.1 Routine maintenance / repair:
Localized nature required continually on
any road whatever its engineering
characteristic or traffic volume may be.
It covers the activities such as grass and bush
cutting, grading and reshaping of unpaved
shoulders & cross slope, clearing culverts,
maintenance of road signs, arboriculture.
The works are done by labor.
1.2 Recurrent maintenance:

localized nature of limited extent carried out at more or less regular
intervals of six months to year, depending upon traffic volume.
Activities within this category are such as sealing cracks, local surface
treatment, filling up of pot-holes & patch repairs, edge repair etc.
The works are done by the use of minor equipment.
1.3 Preventive maintenance
 Maintenance operation of road surface, geological and
geotechnical nature to protect the road way.
 sealing of longitudinal and transverse cracks, laying
of net on the slopes, trimming of loose materials
including stones, installation of subsurface drains,
the construction of the masonry retaining wall/
cascade/check dam/ gabion wall, river training
structures, river bank protection, slope protection
with bioengineering
1.4 Periodic maintenance:

Maintenance operations of large extent only at intervals of several
years.
Examples of activities such as resealing (surface treatment, slurry
sealing) resurfacing (thin overlay), renewals of wearing course
1.5 Emergency maintenance
Two types as per nature of works.
1.5.1 Urgent emergency maintenance
Works needed for reopening the road
or construction of a temporary diversion
to allow the traffic to pass around the
obstructions such as slides, road wash-outs.
Urgent maintenance activities are removal of debris and
other obstacles, placement of warning signs and diversion
works.
1.5.2 Reinstatement of the road
 Reinstatement of the road after the critical period is over
by reconstruction or repair of the pavement, the
structures and the drainage as constructed before
2. Road side maintenance
Concerns all the maintenance works on structures
and surfaces above and below the road having
direct active and /or passive influence on the road.
This comprises culverts, protection works, and
retaining walls, cut slopes, unstable natural slopes,
river protection works and vegetation.

DIFFERENCE BETWEEN MAINTENANCE,
REHABILITATION & RECONSTRUCTION
• Maintenance : works performed to upkeep a
pavement in its original constructed condition
• Rehabilitation: measures improving the structural

strength of the pavement
• Reconstruction : upgrading of a road elements as

well as partial change in horizontal and vertical
alignment for the betterment for the route including
strengthening of pavement structure.
PLANNING OF THE MAINTENANCE
• Doing the right repair in the right place, at the right
time
• Doing inexpensive repairs on good roads to keep
them good.
• Before selecting any types of maintenance, it is

important to know first types and causes of
failure/damage
• All road conditions survey
• According to the degree of damage and availability
of fund, prioritization of road maintenance has to be
made
Why Roads Fail Prematurely?
Larger loads and thinner pavements result in more stress on the
pavement. Pavements will fail sooner than expected if:
There are heavier loads than expected
There are more loads than expected
The pavement is too thin for the traffic loads
The materials used in the pavement are weaker than expected.

Premature failure
Pavements fail prematurely because of many factors. When boiled

down to the basics, there are four primary reasons pavements fail
prematurely:
• Failure in design
• Failure in construction
• Failure in materials
• Failure in maintenance
Generally when a road or street fails before we expect it to, one of

these four factors is the primary cause. Multiple factors can occur,
but usually one of the four is the most critical.
TYPES OF FAILURE AND ITS CAUSES
General causes of pavement failures
General causes of pavement failures needing maintenance
measures may be classified as:
– Defects in the quality of materials
– Defects in Construction method & quality control
– Inadequate Surface or subsurface drainage
– Increase in magnitude of wheel loads due to increase in traffic
volume
– Settlement of foundation of embankment it self.
– Environmental factors: heavy rainfall, soil erosion, snow fall,
frost action

TYPES OF FAILURE
1. PAVEMENT FAILURE
1.1 Flexible pavement failure
1.2 Rigid pavement failure
2. ROAD SLOPE FAILURE
3. ROAD FAILURE DUE TO IMPROPER WATER

MANAGEMENT

FLEXIBLE PAVEMENT FAILURE
• Due to localized depression and settlements
follow with the heaving in the vicinity.
• Failure of any layers of the pavement structure
develops the wave and corrugation on the
pavement surface or longitudinal ruts and
shoving.
• Untimely surface deformation appears when
failure due to excessive deformation either in
sub-grade, sub-base, or base-course or on
surface.
FAILURE OF SUB-GRADE
Due to excessive deformation in sub
grade soil due to insufficient bearing
capacity.
Major causes:
1. Inadequate stability:
Weakness of soil, excessive
moisture, improper compaction
[Stability → resistance to
deformation under stress]
2. Excessive stress application:

Insufficient thickness of
pavement, excessive load than
design value

FAILURE OF BASE/SUB-BASE COURSE
Major causes:
• Inadequate stability or strength:
poor mix, inadequate thickness, poor
quality control
• Loss of binding action:
internal movement of aggregates due
to loss of binding action.
• Loss of base course material:
when it is not covered by wearing
course or the wearing course has
completely worn out.
• Inadequate wearing Course:
Absence of wearing course or inadequate thickness
•Failure of wearing course:
•Use of inferior materials
FAILURE OF WEARING COURSE
Major causes:
• improper mix design
• Poor quality control
• Volatilization and oxidation of
binder
• Improper gradation of aggregates
Inadequate binder content Inferior
type of binder etc.

Pavement Distresses/typical flexible
pavement failures
Four major categories of common asphalt
pavement surface distresses are:
1. Cracking
2. Surface deformation
3. Disintegration (potholes, etc.)
4. Surface defects (bleeding, etc.)

1. Cracking
Cracks in asphalt pavements can take many forms. The most common
types of cracking are:
1.1 Fatigue cracking (Alligator cracking)
– a series of interconnected cracks creating small, irregular shaped
pieces of pavement
– The cracking pattern gives the appearance of alligator skin or
chicken wire.
– caused by failure of the surface layer or base due to repeated
traffic loading (fatigue).
– The final result is potholes
Fig. 1.1 fatigue cracking

1.2 Longitudinal cracking
– run parallel to the center line of the roadway
– These may be caused by frost heaving or joint failures
– Filling or sealing longitudinal cracks can work if the cracks are narrow
and not deteriorated too much
Fig. 1.2 longitudinal

cracking

1.3 Transverse cracking
• form at approximately right angles to the centerline of the roadway
• They usually begin as hairline or very narrow cracks and widen with
age. If not properly sealed and maintained, secondary or multiple
cracks develop, parallel to the initial crack.
Fig. 1.3 transverse cracking

1.4 Block cracking
– an interconnected series of cracks that divides the pavement into
irregular pieces.
– This is sometimes the result of transverse and longitudinal cracks
intersecting.
– They can also be due to lack of compaction during construction.
Fig. 1.4 block cracking

1.5 Slippage cracking
• Slippage cracks are half-moon shaped
cracks with both ends pointed towards
the oncoming vehicles.
• They are created by the horizontal forces from traffic.
• They are usually a result of poor bonding
between the asphalt surface layer and the layer below
• The lack of a tack coat is a prime factor in many cases
1.6 Reflective cracking

• Reflective cracking occurs when a pavement is
overlaid with hot mix asphalt concrete and cracks
reflect up through the new surface.
• It is called reflective cracking because it reflects the
crack pattern of the pavement structure below.

1.7 Edge cracking
– typically start as crescent shapes at the edge of the pavement.
– They will expand from the edge until they begin to resemble alligator
cracking.
– This type of cracking results from lack of support of the shoulder due to
weak material or excess moisture
Fig. 1.7 edge cracking

2. Surface deformation
Pavement deformation is the result of weakness in one or more layers of
the pavement that has experienced movement after construction.
The basic types of surface deformation are:
2.1 Rutting
– displacement of pavement material that creates channels in the wheel path.
– Rutting is usually a failure in one or more layers in the pavement.
– A very narrow rut is usually a surface failure, while a wide one is indicative of a
sub grade failure.
– Inadequate compaction can lead to rutting. Figure 9 shows an example of
rutting due to sub grade failure.
Fig. 2.1 rutting

2.2 Corrugation
• referred to as wash boarding because
the pavement surface has become distorted
like a washboard
• may be caused by too much asphalt
cement, too much fine aggregate, or
rounded or smooth textured coarse aggregate.
• Corrugations usually occur at places where
vehicles accelerate or decelerate.
2.3 Shoving
• form of plastic movement in the
asphalt concrete surface layer that
creates a localized bulging of the pavement
• Repair minor shoving by removing and
replacing. Fig. 2.3 shoving
2.4 Depressions
• Depressions are small, localized
bowl-shaped areas that may include
cracking.
• Depressions cause roughness, are a
hazard to motorists, and allow water to
collect.
• Depressions are typically caused
by localized consolidation or movement of the
supporting layers beneath the surface course due to instability.
2.5 Swell
• A swell is a localized upward bulge on
the pavement surface.
• Swells are caused by an expansion of the
supporting layers beneath the surface
course or the subgrade.
• The expansion is typically caused by frost
heaving or by moisture.

3. Disintegration
• The progressive breaking up of the pavement into small, loose pieces is called
disintegration. If the disintegration is not repaired in its early stages, complete
reconstruction of the pavement may be needed.
• The two most common types of disintegration are:
1. Potholes
Potholes are bowl-shaped holes similar to
depressions
First, small fragments of the top layer are
dislodged.
Over time, the distress will progress
downward into the lower layers of the
pavement.
Potholes are formed when the pavement
disintegrates under traffic loading, due to
inadequate strength in one or more layers
of the pavement, usually accompanied by
the presence of water.
3.2 Patches
– A patch is defined as a portion of the pavement that has been removed
and replaced.
– usually used to repair defects in a pavement or to cover a utility trench.

4. Surface defects
• Whereas the previous types of distress are mostly related to the
supporting layers beneath the surface, surface defects are related to
problems in the surface layer. The most common types of surface
distress are:
4.1 Ravelling
Ravelling is the loss of
material from the
pavement surface. It is
a result of
insufficient adhesion
between the asphalt
cement and the
aggregate.

4.2 Bleeding
• Bleeding is defined as the
presence of excess asphalt on
the road surface which creates
patches of asphalt cement.
Excessive asphalt cement
reduces the skid-resistance of a
pavement, and it can become
very slippery when wet, creating
a safety hazard.
4.3 Polishing
• Polishing is the wearing of
aggregate on the pavement
surface due to traffic. It can
result in a dangerous low
friction surface

4.4 Delamination
• Delamination is a failure of an overlay due to a loss of bond between the
overlay and the older pavement. Common causes of delamination
include: wet or dirty surface during paving of the overlay, failure to use a
tack coat, or poor compaction of the overlay.
• Proper paving techniques,
including cleaning the surface
and use of tack coat, will
reduce the chances of
delamination.

RIGID PAVEMENT FAILURE
The cement concrete pavements may develop cracks and deteriorate due to
repeated loads and fatigue effects. Failure of rigid pavement are recognized
mainly by formation of structural cracking.
Factors of failure:
1. Deficiency of pavement material
– Soft aggregate
– Poor finishing in joint construction
– Poor joint filler
– Poor surface finishing
– Insufficient curing.
2.Structural inadequacy
– inadequate pavement thickness
– Poor sub grade soil
– Incorrect spacing of joint

Typical failures in Rigid Pavement
1. Scaling of cement concrete:
– deficiency in mix
– presence of chemical
impurities
– excessive vibration given to
mix
2. shrinkage cracks:
– During the curing the
shrinkage cracks are appear in
longitudinal as well as
transverse direction,
immediately after the
construction
3. Spalling of Joint :
– Defect due to incorrect casting
of pavement slab.
4. Warping cracks:
– Developed at the edge in an
irregular shape.
5. Mud Pumping
5.Mud pumping
ejection of material by water(soil slurry) through joints or cracks, caused
by deflection of the slab under moving loads. As the water is ejected, it
carries particles of gravel, sand, clay, or silt, resulting in a progressive loss
of pavement support
fig: Mudjacking

ROAD SLOPE FAILURE
• Basically road slope up and down across the road
fails/damages having weak geological condition. The
failure normally can be observed till some years after
construction of new road or widening and upgrading
of the existing road especially on hill road. The main
causes of slope failure are due to the disturbing of
the stable natural slope by cutting to accommodate
the required road width or unstable due to
surface/subsurface water or toe erosion. The failure
may in the form of land slide/rock fall or road
washout of small, moderate or massive nature
causing the obstruction/interruption of the traffic
flow.
ROAD FAILURE DUE TO IMPROPER
WATER MANAGEMENT
• One of the main causes of the pavement surface and
roadway failure is due to either or both surface and
sub-surface water. Unimaginable damages may have
to be faced by road if water management structure
are not provided at all or provided improperly. With
respect to the road, the water management
structures comprise side drain, area drain,
inlet/outlet of the culverts, creeks/streams
protection, sub-surface drainage, river bank
protection etc.
MAINTENANCE MANAGEMENT SYSTEM
Type & extent of maintenance depends on:
– Serviceability standard
– Funds available
– Priorities for maintenance operation
A. Maintenance of Earthen roads
Usual damages on the earthen roads:
– Formation of dust in dry weather
– Formation of longitudinal ruts along wheel paths
– Formation of cross ruts after monsoon due to surface water
Remedial Measures:
– Frequent sprinkling of water, use of dust palliatives, spreading of
moist soil (calcium chloride may retain some water)
– Reshaping of roadway during & after monsoon.
– A surface treat meat or stabilized layer may be provided on the
top.
B. Maintenance of water bound macadam roads
Usual damages of the surface are due to fast
moving & heavy vehicles.
– Formation of dust in dry weather.
– Formation of mud during rainy season
– Ruts & potholes formation on the road surface.
Remedial measures:
– Spreading of a thin layer of moist soil binder
periodically, usually offer rainy season.
– Use of dust palliatives(cutback)
– Providing a bituminous surface dressing over WBM.
– Patch repair works on rut & pot holes
– Resurfacing after the period of useful life.

C. Maintenance of Bituminous Surfaces
.Site Clearance
.Patch repair works
.Pot-holes repairs
.Surface treatment (Chips Sealing or Slurry
Sealing)
.Repair of depression & Settlement of
pavement & shoulders
.Repair of pavement edge & shoulder
edge.
.Resurfacing

D. Maintenance of Cement Concrete roads
Only few maintenance works are required for well designed cement
concrete roads. Formation of cracks is main defect in C/C pavement
Maintenance works in C.C pavement:
– Treatment of cracks
– Maintenance of joints
– Lifting of slab
There are two types of cracks:
1) Temperature cracks:
• initially fine cracks or hair cracks formed across the slab due to
temperature stresses.
2) Structural cracks:
• near the edge and corner region of the slab, due to combined
effect of wheel load & warping stress.

Remedial measures:
a) Sealing the cracks: cracks are cleaned. Kerosene is used to facilitate proper
bonding of the sealing material. Cracks are then filled with bituminous sealing
compound, heated to liquid consistency.
b) Structural cracks should be seriously investigated and need immediate attention.
i) Recasting of failed slab.
ii)Flexible or rigid overlay
b)Maintenance of Joints
• Joints are critical in C.C. pavement.
• Periodic maintenance of the joint sealer is essential.
• Opened up joints should be cleaned with brush or air compressor and refilled with
joint sealer material, before start of the rainy season.
• Damaged joint is replace by new filler
c)Special Repairs in Cement Concrete Pavement
• Mud-jacking or lifting of slab (to improve drainage of sub-grade or base)
• drilling of holes 4-5 cm diameter 1.5 to 3m apart in the c/c slab. Grouting (1:3.5
cement sand mix or bitumen) is done under pressure through these holes. The
slabs are thus raised up to the desired level.
MAINTENANCE OF ROAD SLOPE
• Maintenance of road slope up and down is
usually done by land stabilization works and
gully control works includes trimming of loose
materials/stones on slope, the construction of
the masonry retaining wall/cascade/ check
dam/gabion wall, anchor wall, horizontal
drains, sub-surface drains, river training
structures, river bank protection works, slope
protection with bio-engineering etc.
MAINTENANCE OF ROADWAY WITH
PROPER WATER MANAGEMENT
STRUCTURES
• Maintenance of roadway and roadside is
generally done by providing proper water
management structures. Those structures are
provided to stop the possible damages/hazards
to road due to rain water and sub-surface water.
Normally structures like side drains, catch
drains, inlet/outlet guide channels, chute,
cascade, check dam, stream/creeks control
works, horizontal drains, sub-surface drains,
river training works, river bank protection works
PAVEMENT CONDITION EVALUATION
• It is to assess the existing conditions and make
decision to what extend the pavement fulfils the
intended requirements so that the maintenance and
strengthening job can be planned and planned in
appropriate time.
• It covers a thorough study of various factors such as
• Sub-grade support
• Pavement composition history, pavement materials quality of
construction, pavement type, pavement design and
specification
• Traffic loading (present)
• Environmental condition

Methods of pavement evaluation
1. Structural evaluation of pavements: To evaluate load
carrying capacity of the pavement
2. Evaluation of pavement surface condition: To evaluate
the surface distress index(SDI), pavement roughness
index(RI) and skid resistance.
2.1 surface distress index: visual assessed on the distress levels
of the pavement i.e. minor and major
SDI value Condition
0-1.7 Good
1.8-3.0 Fair
3.1-5.0 Poor
2.2 Roughness Index (m/km): measured by Merlin cycle or

with bump integrator mounted in the vehicle
2.3 Skid resistance : by skid resistance tester
Surface distress:
indication of poor or unfavorable pavement
performance of signs of impending failure, any
unsatisfactory performance of a sort of failure such:
Fracture: a) Cracking b) Spalling
Distortion: deformation like rutting, corrugation
shoving etc.
Disintegration: stripping, ravelling

PAVEMENT DISTRESS SCORE
Pavement distress score is calculated as per table
given below:
incidence of major
Score incidence of minor defects
defects
0 None None
1 1 to 20 sq.m. per 100 m 1 occurance
2 < 50% of the area 2 to 4 occurances
3 >=50% of the area < 30% of the area
>= 30% or potholes and
4 - base exposed <20% of
the area
potholes and base
5 - exposed >= 20 % of the
area

pavement remedial action
pavement remedial action is made as per the
surface distress score as given in the table
below
SDI Action
SDI 5 Reconstruction
SDI 4 Rehabilitation (overlay)
SDI 3 resealing with local patching
SDI 2 Resealing (Seal Coating) only

Prioritization
It is carried out at regional level. There are three
critical parameters those are
1. Traffic group index(TG)
2. Road Condition Index(RC)
3. Strategic Importance Index(SI)
Index values developed for the traffic, road
condition, and strategic importance are considered
from the experience gained during past years.
Ranking Index=TG+RC+SI

value of traffic Group Index
Traffic Volume vehicles per day
Low<250 Moderate 250-1500 high>1500
Index value
0.15 0.5 0.9
Road Condition Index

Road Condition-Surface distress Index (SDI)
3.1-5.0
Index Value 0-0.17 (GOOD) 1.8-3.0 (FAIR)
(POOR)
(RC)
0.02 0.3 1
Strategic Importance Index

Strategic Importance(SI)
high
Low Importance Medium Importance
Index Value Importance
0 0.3 0.6
STRENGTHENING OF EXISTING
PAVEMENTS
Objectives:
– To provide adequate stability to withstand increased wheel load &
load repetitions, where maintenance operations can not help.
• Strengthening may be done by providing additional thickness of pavement

in one or move layers over the existing pavement which is called
“Overlays”.
• If the existing pavement is completely deteriorated & an overlay would
not serve the purpose & the solution would be to remove the existing
pavement structure & to build the same.
Types of Overlays:
• Flexible overlay over flexible pavement
• Rigid overlay over flexible pavement
• Flexible overlay over rigid pavement
• Rigid overlay over rigid pavement.

I. Flexible overlay over flexible pavement
a) By conventional method of design:
• Total thickness of flexible pavement is calculated for the design traffic
volume i.e. estimation of the traffic to be carried by the overlaid pavement
• Measurements and estimation of the strength of the existing pavement
• Determination of the thickness and type of the overlay.
The overlay thickness is given by: Ho=Hd-He
Where:
Ho=Overlay thickness required, cm
Hd=total design thickness required presently determined,
cm
He=Total thickness of existing pavement

b) Overlay design by Benkelman beam deflection studies:
The IRC have formulated guidelines for design of overlays on flexible
pavements. The method is based on measurement of pavement deflection by
the Benkelman beam.
– The stretch of road length to be evaluated is first surveyed to assess the
general condition of the pavement with respect to the ruts, cracks and
undulations.
– The pavement stretches are classified and grouped into different classes
(of length not less than 500m) such as good, fair and poor for the
Benkelman Beam studies.
– The loading points on the pavement for deflection measurements are
located along the wheel paths, on a line 0.9m from the pavement edge
in the case of pavements of total width more than 3.5m; the distance
from the edge is reduced to 0.6m on narrow pavements.
– A minimum of 10 deflection observations may be taken on each of the
selected stretch of pavement
– The truck (8170kg) is driven slowly parallel to the edge and stopped
such that the left side rear dual wheel is centrally placed over the
first point for deflection measurement.
– The probe end of the Benkelman beam is inserted between the gap
of the dual wheel and is placed exactly over the deflection
observation point.
– The initial dial gauge reading D0 is noted.
– The truck is moved slowly through a distance of 2.7m from the point
and stopped. The intermediate dial gauge reading Di is noted.
– The truck is then driven forward through a further distance of 9.0m
and the final dial gauge reading Df is recorded.
– The three dial gauge reading D0 ,Di, and Df form a set of readings at
one deflection point under consideration. The deflection
observations are continued at all the desired points.

• The rebound deflection value D at any point is given by one of the
following two conditions;
D=0.02(D0-Df) mm , If Di-Df <0.025mm
D=0.02(D0-Df) + 0.02K(Di-Df) mm if Di-Df > 0.025mm
The value of K is to be determined for every make of the beam and
generally this value of Benkelman Beam in India is found to be 2.91.
• The mean value of the deflections at n points is given by
• The standard deviation of the deflection values is given by <

• When t=1, it covers 84% of cases and when t=2 it covers 97.7% of cases of
deflection values on the pavement section.

Correction for pavement temperature and subgrade
moisture variation
• The IRC suggested a standard pavement temperature of 350C and a

correction factor of 0.0065 mm per 0C to be applied for the variation from
this standard pavement temperature. The correction will be negative when
the pavement temperature of is above 350C and positive when it is lower.
However it is suggested that deflection studies should be carried out when
the pavement temperature is above 300C, if this correction factor is to be
applied. Additive nature
• The seasonal variations cause variation in subgrade moisture. As it is always

not possible to conduct deflection studies during monsoon season when
subgrade moisture content is the highest, the IRC has suggested that
tentative correction factor of 2.0 for clayey soil and 1.2 to 1.3 for sandy
subgrade soils may be adopted if the deflection observations made during
dry seasons. Multiplicative nature

If the characteristic deflection is greater than the allowable deflection,
the thickness of the overlay is then determined by the following
formula.

Find the characteristic deflection when the data covers 97.7% of the cases.
And also find the thickness of BBM overlay if the existing traffic is 750 CVPD
and temp of pavement is 30 degee Celsius and the subgrade is of clay soil.
Dial gauge Reading

S.No.
Initial Intermediate Final
1 0 0.54 0.56
2 0 0.54 0.54
3 0 0.53 0.53
4 0 0.5 0.51
5 0 0.48 0.49
6 0 0.46 0.49
7 0 0.5 0.51
8 0 0.57 0.57
9 0 0.54 0.56
10 0 0.53 0.54

Difference between
Dial gauge Reading
Actual Deflection final and
S.No.
(CM) intermediate
Initial Intermediate Final readings
1 0 0.54 0.56 1.12 0.02
2 0 0.54 0.54 1.08 0
3 0 0.53 0.53 1.06 0
4 0 0.5 0.51 1.02 0.01
5 0 0.48 0.49 0.98 0.01
6 0 0.46 0.49 3.0264 0.03
7 0 0.5 0.51 1.02 0.01
8 0 0.57 0.57 1.14 0
9 0 0.54 0.56 1.12 0.02
10 0 0.53 0.54 1.08 0.01
Average 1.26464
Standard Deviation 0.588
Characteristic Defelection 1.264+2*0.588 2.44

• Maximum deflection= 2 times of difference between the initial reading and
maximum reading
• Rebound deflection= 2 times of difference between the maximum reading and the
final reading
• Residual deflection= 2* difference between the final reading and the initial reading
Wheel position Dial Reading (mm)
1.2m behind the selected point 0.06

at selected point 0.46
3m in front of selected point 0.08
Maximum Deflection 2*(0.46-0.06) 0.8

Rebound Deflection 2*(0.46-0.08) 0.76
Residual Deflection 2*(0.08-0.06) 0.04


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HIGHWAY MAINTENANCE, REPAIR &

Safety of road users

Protection of road & other structure [property]

Providing economic & comfort service to road users

Protection from negative environmental impact.

7/10/2024 TRANSPORTATION ENGINEERING II

 Maintenance of road surface, shoulder, roadway

1.2 Recurrent maintenance:

1.4 Periodic maintenance:

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• Rehabilitation: measures improving the structural

• Reconstruction : upgrading of a road elements as

• Before selecting any types of maintenance, it is

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Pavements fail prematurely because of many factors. When boiled

Generally when a road or street fails before we expect it to, one of

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3. ROAD FAILURE DUE TO IMPROPER WATER

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2. Excessive stress application:

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Fig. 1.1 fatigue cracking

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Fig. 1.2 longitudinal

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Fig. 1.3 transverse cracking

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Fig. 1.4 block cracking

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1.6 Reflective cracking

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Fig. 1.7 edge cracking

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Fig. 2.1 rutting

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2.2 Roughness Index (m/km): measured by Merlin cycle or

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SDI 3 resealing with local patching

SDI 2 Resealing (Seal Coating) only

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Road Condition Index

Strategic Importance Index

• Strengthening may be done by providing additional thickness of pavement

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