Pavement Management System

By: Bishnu Prasad

Devkota
 Course Contents

1. Introduction to Pavement Management (2hrs)

2. Pavement Management Methods (2hrs)
3. Management Information & Data Management (2hrs)
4. Pavement Defects in Flexible & Rigid Pavement (4hrs)
5. Pavement Evaluation (12hrs)
6. Pavement Condition Prediction Models (3hrs)
7. Defects and Remedy Measures (2hrs)
8. Treatment Selection (2hrs)
9. Importance of Maintenance (2hrs)
2
 Course Contents

10. Financing of Roads for Maintenance(2hrs)

11. Prioritization(2hrs)
12. Road Investment Model (The HDM-IV) (2hrs)
13. Airport Pavement Management System(2hrs)
14. Network-Level PMS - M&R Work Planning(2hrs)
15. Project-Level Management (2hrs)
16. Ride Quality and Safety and Case Studies(2hrs)
17. Fieldwork(8hrs)
18. Assignments
3
 References:
 ASTM, I. Standard Practice for Roads and Parking Lots Pavement
Condition Index Surveys. United States: ASTM International.
 Department of Roads, H. M. (1995). Departmental Policy
Document, The DoR Strategy. Kathmandu: Department of Roads.
 MRCU, DoR, (1995). Road Pavement Management, The
Discussion Paper. Kathmandu: Department of Roads, His
Majesty's Government of Nepal.
 Robinson, R., Danielson, U., & Snaith, M. (1998). Rod
Maintenance Management. London: Acmillan Press Limited.
 Shahin, M. Y. (2005). Pavement Management for Airports, Roads
and Parking Lots. New York: Springer Science+Business Media,
LLC.
4
 Lecture-4
Ch-4, Distress in Flexible
Pavement

By: Bishnu Prasad

Devkota
 Lecture Outlines

 Distress in Flexible Pavement

– Rutting
– Fatigue Cracking
– Longitudinal Cracking
– Transverse Cracking
– Block Cracking
– Patches
– Potholes
– Raveling
6 – Bleeding
 Distress for Pavement with Asphalt
Concrete Surface (SHRP, 1993)

 Cracking  Surface Deformation

– Fatigue cracking – Rutting
– Block cracking – Shoving
– Edge cracking  Surface Defects
– Longitudinal cracking – Bleeding
– Reflection cracking at joint – Polished aggregate
– Transverse crack – Raveling
 Patching and potholes  Miscellaneous Distress
– Patch – Lane-to shoulder dropoff
– Potholes – Water bleeding and
pumping
7
 Unit of Defined Severity
Distress Type
Measure Levels
A. Cracking
I. Fatigue Cracking Sq m Yes
2. Block Cracking Sq m Yes
3. Edge Cracking m Yes
4a. Wheel Path Longitudinal Cracking
4b. Non-Wheel Path Longitudinal Cracking m Yes
5. Reflection Cracking at Joints:
Transverse Reflection Cracking No , m
Longitudinal Reflection Cracking m Yes
6. Transverse Cracking No, m Yes
B. Patching and Potholes
7. Patch/Patch Deterioration No, Sq m Yes
8 8. Potholes No, Sq m Yes
 Unit of Defined Severity
Distress Type
Measure Levels
C. Surface Deformation
9. Rutting mm No
10. Shoving No, Sq m No
D. Surface Defects
11. Bleeding Sq. m Yes
12. Polished Aggregate Sq. m No
13. Raveling Sq. m Yes
E. Miscellaneous Distresses
14. Lane-to-Shoulder Dropoff mm No
15. Water Bleeding and Pumping No, m No

9
 Fatigue Cracking

 Fatigue cracking, also known as aligator

cracking, is single crack or a series of
interconnected cracks caused by fatigue failure
of the asphalt concrete
 Identification
– Fatigue cracking occurs in these area which are
subjected to repeated traffic loading.
– A series of interconnected irregular cracks are
formed similar to a map, so called map cracking
10
 Fatigue Cracking

 Severity levels
– Low
 An area of cracks with no or only a few connecting cracks;
cracks are not spalled or sealed; pumping is not evident
– Moderate
 An area of interconnected cracks forming a complete
pattern; cracks may be slightly spalled; cracks may be
sealed; pumping is not evident.
– High
 An area of moderately or severely spalled interconnected cracks
forming a complete pattern; pieces may move when subjected to
11 traffic; cracks may be sealed; pumping may be evident
 Fatigue Cracking

 Measurement
– Measure the area of cracking
– Measure the length of crack, and determine area
taking minimum width= 1.25 cm

12
 Low Severity Fatigue Cracking:
Longitudinal cracks occurring in the wheel path

13
 Low Severity Fatigue Cracking:
main crack is sealed but there are several small cracks
branching off it

14
 Low Severity Fatigue Cracking:
in figure, there are two cracks in the right wheel path that
interconnect in several places, but a pattern has not formed

15
 Low Severity Fatigue Cracking:
the picture contains low and moderate severity fatigue cracking.
Left wheel path shows low where as right shows moderate

16
 Moderate Severity Fatigue Cracking:
some of the fatigue cracks have been sealed, but the cracks are
forming a pattern

17
 Moderate Severity Fatigue Cracking:

18
 Moderate Severity Fatigue Cracking:

19
 High Severity Fatigue Cracking:

20
 High Severity Fatigue Cracking:

21
 High Severity Fatigue Cracking:

22
 High Severity Fatigue Cracking:

23
 Block Cracking

 Block cracking is a distress where cracks

divide the pavement surface into approximately
rectangular pieces.
 These pieces are typically 0.1 sq. m to 10 sq.
m (1 to 100 square feet).
 Block cracking, unlike fatigue cracking, will
typically occur throughout the pavement width,
not just in the wheel paths.

24
 Block Cracking

 Identification
– Block cracking is a pattern of craks that divide the
pavement into approximately 1 ft2 to 100 ft2.

25
 Block Cracking: Severity levels

– Low
 Cracks with a mean width _<6 mm (0.25 in.); or sealed
cracks with sealant material in good condition and with a
width that cannot be determined.
– Moderate
 Cracks with a mean width >6 mm (0.25 in.) and _<19 mm
(0.75 in.); or any crack with a mean width < 19 mm (0.75
in.) and adjacent low severity random cracking.
– High
 Cracks with a mean width > 19 mm (0.75 in.); or any crack
with a mean width <19 mm (0.75 in.) and adjacent
moderate to high severity random cracking.
26
 Block Cracking

 How to measure
– Record the affected area at each severity level.
– Maximum area of block cracking is 6,000 ft2 per
0.10-mile
– Note: an occurrence should be at least 50 feet long
before rating as block cracking

27
 Low Severity Block Cracking

28
 Low Severity Block Cracking

29
 Moderate Severity Block Cracking

30
 Moderate Severity Block Cracking

31
 High Severity Block Cracking

32
 High Severity Block Cracking

33
 Edge Cracking: Description

 Description
– Applies only to pavements with unpaved shoulders.
– Crescent-shaped cracks or fairly continuous cracks
which intersect the pavement edge and are located
within 0.6 m (2 ft) of the pavement edge, adjacent to
the shoulder.
– Includes longitudinal cracks outside of the wheel
path and within 0.6 m (2 ft) of the pavement edge.

34
 Edge Cracking: Severity levels

 Severity levels
– Low
 Cracks with no breakup or loss of material.
– Moderate
 Cracks with some breakup and loss of material for up to
10% of the length of the affected portion of the pavement.
– High
 Cracks with considerable breakup and loss of material for
more than 10% of the length of the affected portion of the
pavement.

35
 Edge Cracking: How to measure

 How to measure
– Record length in meters (feet) of pavement edge
affected at each severity level.
– The combined quantity of edge cracking cannot
exceed the length of the section.

36
 Longitudinal Cracking: Description

 Description
– Longitudinal cracks that are predominantly parallel
to the pavements centerline
– Only longitudinal cracks that are not in a wheel path
should be recorded as this form of distress

37
 Longitudinal Cracking:
Identification

 Identification
– Cracks predominantly parallel to pavement
centerline and generally outside the wheel path
– Cracks my meander into the wheel path, but
generally stays out of the wheel path

38
 Longitudinal Cracking: Severity
Levels

– Low
 A crack with a mean width _ 6 mm (0.25 in.); or a sealed
crack with sealant material in good condition and with a
width that cannot be determined.
– Moderate
 Any crack with a mean width > 6 mm (0.25 in.) and < 19
mm (0.75 in.); or any crack with a mean width _<19 mm
(0.75 in.) and adjacent low severity random cracking.
– High
 Any crack with a mean width > 19 mm (0.75 in.); or any
crack with a me.an width _<19 mm (0.75 in.) and adjacent
moderate to high severity random cracking.
39
 Longitudinal Cracking: How to
measure

 How to measure
– Record the linear feet at each severity level.
– If questionable whether longitudinal or fatigue
cracking, record as fatigue

40
 Low Severity Longitudinal Cracking

41
 Low Severity Longitudinal Cracking

42
 Moderate Severity Longitudinal Cracking

43
 Moderate Severity Longitudinal Cracking :
low severity with adjacent random cracking becomes moderate
severity

44
 High Severity Longitudinal Cracking

45
 High Severity Longitudinal Cracking

46
 Reflection Cracking At Joints:
Description

 Description
– Cracks in asphalt concrete overlay surfaces that
occur over joints in concrete Pavements.
– Note: knowing the slab dimensions beneath the
asphalt concrete surface helps to Identify reflection
cracks at joints.

47
 Reflection Cracking At Joints:
Severity levels

– Low
 An unsealed crack with a mean width _<6 mm (0.25 in.);
Or a sealed crack with Sealant material in good
condition and with a width that cannot be determined.
– Moderate
 Any crack with a mean width > 6 mm (0.25 in.) And < 19
mm (0.75 in.); Or any Crack with a mean width _<19 mm
(0.75 in.) And adjacent low severity random Cracking.
– High
 Any crack with a mean width > 19 mm (0.75 in.); Or any
crack with a mean width <-19 mm (0.75 in.) And adjacent
moderate to high severity random cracking.
48
 Reflection Cracking At Joints: How
to Measure

– TRANSVERSE REFLECTION CRACKING:

 Record the number of transverse reflection cracks at each
severity level. Rate each transverse reflection crack at the
highest severity level present for at least 10% of the total
length of the crack.
 Record length in meters (feet) of transverse reflection
cracks, assigned to the severity level of the crack.
 Record length in meters (feet) of transverse cracks with
sealant in good condition at each severity level.
 Note: The length recorded is the total length of the well-
sealed crack and is assigned to the severity level of the
crack. Record only when the sealant is in good condition
49 for at least 90% of the length of the crack.
 Reflection Cracking At Joints: How
to Measure

– LONGITUDINAL REFLECTION CRACKING:

 Record length in meters (feet) of longitudinal reflection
cracking at each severity level.
 Record the length in meters (feet) of longitudinal reflection
cracking with sealant in good condition at each severity
level.

50
51
 Transverse Cracking: Description

– Transverse cracks are predominantly perpendicular

to the pavement centerline, and may extend all or
part way across the travel lane
– The amount of transverse cracking will be measured
by counting the actual number of cracks that occur
in the travel lane being rated

52
 Transverse Cracking: Identification

 Identification
– Transverse cracks predominantly perpendicular to
pavement centerline
– Cracks must extend at least half way across the
travel lane before being counted

53
 Transverse Cracking: Severity
levels

– Low
 An unsealed crack with a mean width -<6 mm (0.25 in.); or
a sealed crack with sealant material in good condition and
with a width that cannot be determined.
– Moderate
 Any crack with a mean width > 6 mm (0.25 in.) and < 19
mm (0.75 in.);',or any crack with a mean width _<19 mm
(0.75 in.) and adjacent low severity random cracking.
– High
 Any crack with a mean width > 19 mm (0.75 in.); or any
crack with a mean width -<19 mm (0.75 in.) and adjacent
moderate to high severity random cracking.
54
 Transverse Cracking: How to
measure

 How to measure
– Record number of transverse cracks at each
severity level and maximum number of transverse
cracks per length
– Also measure the length of transverse cracking at
each severity level

55
 Low Severity Transverse Cracking

56
 Low Severity Transverse Cracking

57
 Moderate Severity Transverse
Cracking

58
 Moderate Severity Transverse
Cracking

59
 High Severity Transverse Cracking

60
 High Severity Transverse Cracking

61
 Patch: Discriptions

– A patch is an area where the original pavement

surface is removed and replaced, or additional
material is applied to the pavement surface after
original construction.
– The severity of distresses present in the patch and
the ride quality of the patch determine the severity
level

62
 Patch

 Identification
– Portion of pavement surface, greater than 1-ft2 that
has been removed and replaced or additional
material applied to the pavement after original
construction

63
 Patch: Severity levels

 Severity levels
– Low
 Patch has at most low severity distress of any type.
– Moderate
 Patch has moderate severity distress of any type.
– High
 Patchhashigh severitydistressof any type.

64
 Patch

 How to measure
– Record the affected area at each severity level
– Do not include utility patches, only include patches
caused by distress
– A large patch with well defined areas of different
severity levels should be measured and rated
separately.

65
 Patching:
this is a good quality smooth wheel path patch with no distress

 Low Severity
Patching

66
 Low Severity Patching:
this is a good quality smooth blade patch with no distress

Low
Severity
Patching

67
 This is a good quality smooth wheel path
patch with no distress in the left wheel path and low severity
wheel path cracking on the right (red arrow). Both patches
would be rated as low severity. The wheel path cracking quantity
is also rated in addition to the patching distress

 Low Severity
Patching

68
 This is a good quality smooth wheel path patch with low severity
wheel path cracking (red arrow). The wheel path cracking
quantity is also rated in addition to the patching distress

Low
Severity
Patching

69
 Moderate Severity Patching:
this is a wheel path patch with moderate severity fatigue (red
arrow). If this patch had no or low severity distress it would be
rated as a low severity patch. Furter in the lane is a newer low
severity blade pathd (blue arrow)

70
 Moderate Severity Patching:
this is a blade patch with moderate severity fatigue (red arrow)

71
 Moderate Severity Patching:
this is a wheel path patch with fair quality ride

72
 High Severity Patching:
this is an inlayed wheel path patch with severity fatigue (red
arrow)

73
 High Severity Patching:
all of the wheel paths in this picture have been patched. The
patch edges are shown with red arrows. The high severity
fatigue drives these patches severity to high.

74
 High Severity Patching:
this is a hand patch (all hand patched are considered high
severity)

75
 High Severity Patching:
the patch on the left (red arrow) has high severity… where as
blue arrow on right side is taken as low severity patch

76
 Pothole: Description

 Description
– A pothole is a shallow or deep hole in the pavement
surface resulting from loss of pavement surfacing
material.
– Initially potholes and patches were rated together,
however in these days, they are rated separately
 Identification
– Bowl-shaped holes of various sizes in the pavement
surface.
– Minimum plan dimension is 6”
77
  Severity level
– Low
 Less than 25 mm (1 in.) deep
– Moderate
 25 mm to 50 mm (1 to 2 in.) deep
– High
 More than 50 mm (2 in.) deep
 How to measure
– Record the area of pothole and the depth
78
 Low Severity Pothole

79
 Low Severity Pothole

80
 Moderate Severity Pothole

81
 Moderate Severity Pothole

82
 High Severity Pothole

83
 High Severity Pothole

84
 Distress in Flexible Pavement:
Rutting

 Rutting (AC-JCP-CRCP)
– Rutting is a longitudinal surface depression in the
wheel path caused by permanent deformation (AC
only) or the wearing away of the pavement surface.
– Rut depth is measured in both wheel paths by a 5-
point laser system mounted on the profilometer
– Rut depth will be categorized as:
 Zero,
 Low ,
 moderate or
85  High
 Rutting

 Identification
– Longitudinal surface depressing in wheel path
 Severity Level
– Not applicable
 How to Measure
– SPS-3 ONLY: Record maximum rut depth in
millimeters, to the nearest millimeter, at 15-m (50-ft)
intervals for each wheel path, as measured with a
1.2-m (4-ft) straight edge.
86
 Low Rutting

87
 Medium Rutting

88
 High Rutting

 High

89
 Shoving

 Description
– Shoving is a longitudinal displacement of a localized
area of the pavement surface.
– It is generally caused by braking or accelerating
vehicles, and is usually located on hills or curves, or
at intersections. It also may have associated vertical
displacement..

90
 Shoving

 Severity levels
– Not applicable. However, severity levels can be
defined by the relative effect of shoving on ride
quality.
 How to measure
– Record number of occurrences and square meters
(square feet) of affected surface area.

91
92
 Bleeding: Description

 Description
– Bleeding is indicated by the excess bitumen martial
on the pavement surface, which creates a shiny,
glass-like reflective surface.
– Bleeding is not rated by severity level, but should be
recorded when it is severe enough to cause a
reduction in skid resistance.

93
 Bleeding: Identification

 Identification
– Excess bitumen binder on pavement surface, and
may create a shiny, glass-like, reflective surface that
may be tacky to touch.
– Usually found in the wheel paths
– Note: preventive maintenance treatments (slurry
seals, chip seals, fog seal, etc.) sometimes exhibit
bleeding characteristics. These occurrences should
be noted , but not rates as bleeding.

94
 Bleeding: Severity levels
 Low
– An area of pavement surface discolored relative to
the remainder of the pavement by excess asphalt.
 Moderate
– An area of pavement surface that is losing surface
texture due to excess asphalt.
 High
– Excess asphalt gives the pavement surface a shiny
appearance; tile aggregate may be obscured by ex-
cess asphalt; tire marks maybe evident in warm
95 weather.
 Bleeding: How to measure

 How to measure
– Recorded as either existing or not existing (yes/no)

96
 Bleeding

97
 Bleeding

98
 Bleeding

99
 Bleeding

10
0
 Bleeding

10
1
 Polished aggregate:

 Description
– Surface binder worn away to expose coarse
aggregate.
 Severity levels
– Not applicable. However, the degree of polishing
may be reflected in a reduction of surface friction.
 How to measure
– Record square meters (square feet) of affected
10 surface area.
2
10
3
 Raveling: Description

 Description
– Raveling is the wearing away of the pavement
surface caused by the dislodging of aggregate
particles. It is a progressive disintegration from the
surface downward, usually as the result of traffic
action.
– The quantity of raveling will be estimated based on
the linear feet of raveling occurring in the inside
wheel path, outside wheel path, and between the
10 wheel paths.
4
 Raveling: Identification

 Identification
– Raveling can be identified by a roughened or pitted
texture on the pavement surface. Mechanical
abrasion from tire chains, studs, snowplows, or
dragging equipment which significantly roughens up
the texture should be rated as raveling
– Studded tire rutting which does not roughed up the
texture significantly should not be rated as raveling.
– Raveling tends to be most often found in the wheel
10 paths, but can be elsewhere on the pavement
5 surface.
 Raveling: Severity level

 Severity level
– Low
 The aggregate or binder has begun to wear away but has
not progressed significantly. Some loss of fine aggregate.
– Moderate
 Aggregate and/or binder has worn away and the surface
texture is becoming rough and pitted; loose particles
generally exist; loss of fine aggregate and some loss of
coarse aggregate.
– High
10  Aggregate and/or binder has worn away and the surface
6 texture is very rough and pitted; loss of coarse aggregate.
 Raveling: How to measure

 How to measure
– Record linear feet of each severity level for each
path- inside, outside, and between wheel paths

10
7
 No Raveling
no raveling (Open graded surface)

10
8
 No Raveling
no raveling (Open graded surface)

10
9
 Low Severity Raveling
low in wheel paths (open graded surface)

11
0
 Low Severity Raveling
low – same as previous (close up)

11
1
 Moderate Severity Raveling
moderate in wheel paths (open graded surface)

11
2
 Moderate Severity Raveling
moderate– same as previous (close up)

11
3
 Moderate Severity Raveling
moderate in left wheel path, low in right wheel path

11
4
 Moderate Severity Raveling
moderate in left wheel path, low between wheel paths

11
5
 High Severity Raveling

11
6
 High Severity Raveling

11
7
 High Severity Raveling (close up)

11
8
 High Severity Raveling (with potholes)

11
9
 Lane-to-shoulder Dropoff:

 Description
– Difference in elevation between the traveled surface
and the outside shoulder.
– Typically occurs when the outside shoulder settles
as a result of pavement layer material differences.

12
0
 Lane-to-shoulder Dropoff:

 Severity Level
– Not applicable. Severity levels could be defined by
categorizing the measurements taken. A record of
the measurements taken is much more desirable,
however, because it is more accurate and
repeatable than are severity levels.

12
1
 Lane-to-shoulder Dropoff:

 How to Measure
– Record in millimeters (inches) to the nearest
millimeter (0.04 in.), at intervals of 15 m (50 ft) along
the lane-to-shoulder joint.
– If the travelled surface is lower than the shoulder,
record as a negative (-) value.

12
2
 Water Bleeding And Pumping

 Description
– Seeping or ejection of water from beneath the
pavement through cracks.
– In some cases, detectable by deposits of fine
material left on the pavement surface which were
eroded (pumped) from the support layers and have
stained the surface.

12
3
 Water Bleeding And Pumping

 Severity Levels
– Not applicable. Severity levels are not used
because the amount and degree of water bleeding
and pumping changes with varying moisture
conditions.
 How to Measure
– Record the number of occurrences of water
bleeding and pumping and the length in meters
(feet) of affected pavement.
12
4
 Model Questions

12. List out the distress type which are observed in

asphalt concrete surface. How these distress are
identified in the field?
13. What do you mean by surface defects? Discuss
defects arising in flexible pavements from
excessive axle loading.

12
5
 References

1. Oregon Department of Transportation, 2010,

Pavement Distress Survey Manual
2. Strategic Highway Research Program, 1993,
Washing ,DC, National Academy of Sciences,
Distress Identification Manual for the Long-Term
Pavement Performance Project
3. Department of Roads, 1995, Kathmandu, HMIS
NewsLetters

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