Maintenance | Rehabilitation | References

Maintenance
Pavement maintenance describes all the methods and techniques used to prolong pavement life by slowing its deterioration rate. The performance of a pavement is directly tied to the timing, type and quality of the maintenance it receives.

Figure 1: Parking Lot Showing a Fog Seal on the Right Side

Figure 2: Slurry Seal

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Crack Seals
Crack seal products are used to fill individual pavement cracks to prevent entry of water or other non-compressible substances such as sand, dirt, rocks or weeds. Crack sealant is typically used on early stage longitudinal cracks, transverse cracks, reflection cracks and block cracks. Fatigue cracks are most often too extensive to warrant filling with crack sealer; they usually require an area treatment such as a patch or reconstruction.

Figures 3 and 4: Crack Sealing

Fog Seals
A fog seal (see Figure 1) is a light application of a diluted slow-setting asphalt emulsion to the surface of an aged (oxidized) pavement surface. Fog seals are low-cost and are used to restore flexibility to an existing HMA pavement surface. They may be able to temporarily postpone the need for a BST or non-structural overlay. HAPI Pavement Note on Fog Seals Fog seals are suitable for low-volume roads or parking lots, both of which can be closed to traffic for the 4 to 6 hours it takes for the slow-setting asphalt emulsion to break and set. An excessive application rate may result in a thin asphalt layer on top of the original HMA pavement. This layer can be very smooth and cause a loss of skid resistance. Sand should be kept in reserve to blot up areas of excess application.

Slurry Seals
A slurry seal (see Figure 2) is a mixture of emulsified asphalt, water, well-graded fine aggregate and mineral filler that has a creamy fluid-like appearance when applied. Slurry seals are used to fill existing pavement surface defects as either a preparatory treatment for other maintenance treatments or as a wearing course. Microsurfacing is an advanced

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form of slurry seal that uses the same basic ingredients (emulsified asphalt, water, fine aggregate and mineral filler) and combines them with advanced polymer additives. HAPI Pavement Note on Slurry Seals Slurry seals are not recommended for at least the first 6 months after a new pavement is placed. Covering a new pavement too quickly with a slurry seal may not allow the underlying pavement surface adequate time to set and harden.

Bituminous Surface Treatments (BST)

A bituminous surface treatment, also known as a chip seal, is a thin protective wearing surface that is applied to a pavement or base course. BSTs can provide all of the following:

A waterproof layer to protect the underlying pavement. Increased skid resistance. A fill for existing cracks or raveled surfaces. An anti-glare surface during wet weather and an increased reflective surface for night driving. HAPI Pavement Note on BSTs

BSTs are essentially maintenance items. A BST applies an extremely thin coating of asphalt binder and aggregate that essentially carries no structural value. They are meant to provide additional protection for flexible pavements or gravel roads in relatively good condition. HMA overlays or reconstruction, and not BSTs, should be used to repair distressed roads.

Non-Structural Overlays
Non-structural overlays do not involve extensive structural design and generally contribute little, if anything, to a pavement's structural capacity. Non-structural overlays are generally thin surface overlays of 0.5 - 1.5 inches that are used to (NAPA, 1995):

Improve ride smoothness. Correct surface defects. Improve safety characteristics such as skid resistance and drainage. Enhance appearance. Reduce road-tire noise.

A loose classification of non-structural overlays can be done based on traffic characteristics (NAPA, 1995):

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Light volume/residential traffic. The primary objective in light traffic areas is to retard asphalt binder aging of the underlying pavement. Since heavy traffic loads are not of great concern, overlays are generally less stiff (resulting in a more workable mix, increased durability and flexibility and a potential for the overlay to reheal under traffic) and use smaller-sized aggregates. Heavy, high-speed traffic. The primary objective in heavy, high-speed traffic areas is to prevent rutting and provide good friction. Because of this, these overlays typically use larger angular aggregate and more durable mixes such as SMA or OGFC. HAPI Pavement Note on Thin Lift Paving Thin lift paving, such as that seen in non-structural overlays presents several construction concerns (NAPA, 1995):

Thin lifts require less HMA per foot of road length than thick lifts. This can result in high paver speeds (in excess of 70 ft/min) making it difficult for rollers to keep up. Thin lifts will cool quickly. This can result in little time available for compaction before the thin overlay reaches cessation temperature (sometimes as little as 3 to 5 minutes). Thin lift construction produces greater screed wear. If the lift depth is less than about twice the maximum aggregate size, the HMA may tear under the paver screed. Very thin lifts (less than 1 inch) can be damaged by the screed dragging large particles. Thin lifts are more sensitive to vibratory rolling. Incorrectly chosen amplitude, frequency or roller speed can result in aggregate breakage and damage of the bond between the overlay and the existing pavement. Density control is difficult. Thin lifts provide fewer options for aggregate particles to rearrange under compaction. Thus, mat densities will tend to be less uniform than those associated with a thicker lift. This should be recognized if pay is in any way tied to mat density.

Patches
Patches are a common method of treating an area of localized distress. Patches can be either partial or full-depth, although typically HMA pavement patches are full-depth. A high quality HMA patch can be considered a permanent repair although many patches are done as emergency repairs in poor conditions (e.g., cold, rainy) and therefore are only considered temporary repairs. Patching material can be just about any HMA or cold mix asphalt material as well as certain types of slurries. Typically some form of HMA is used for permanent patches, while cold mix is often used for temporary emergency repairs.

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HAPI Pavement Note on Cold Mix Asphalt Cold mix asphalt is a mixture of aggregate and asphalt emulsion or other proprietary asphalt binder product. Once mixed, the water in the emulsion will evaporate off leaving the aggregate coated with asphalt and ready to use. It is called "cold mix" because, unlike hot mix asphalt (HMA), cold mix asphalt is blended, transported and placed at near-ambient temperatures. Generally, cold mix asphalt is used as a temporary patching material because, although it will not provide the long-term performance of HMA, it can be placed without the stringent quality control of HMA.

Pothole Patching
Pothole patching probably receives the greatest amount of public attention. Pothole patching procedures cover a wide range of methods and intentions from permanent fulldepth patches to temporary on-the-fly patches. However, potholes are the result of pavement failure and therefore any patch is considered temporary until the underlying cause is determined and corrected. Two general patching procedures are described next.

Figure 5: Large Area Patch

Figure 6: Small Permanent Patch

Semi-Permanent Pothole Patch (see Figures 5 and 6) (from FHWA, 1998)

1. 2. 3. Remove all water and debris from the pothole. Square up the pothole sides so they are vertical and have in-tact pavement on all sides. Place the patching material into the clean squared-up hole. The material should mound in the center and taper down to the edges so that it meets flush with the surrounding pavement edges. Compact the patching material starting in the center and working out toward the edges. Compaction can be accomplished using a vibratory plate compactor or a single-drum vibratory roller. Check the compacted patching material for a slight crown. This is done so that subsequent traffic loading will compact it down to the surrounding pavement height.

4.

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Throw-and-roll (from FHWA, 1998)

1. 2. 3. Place the patching material into the pothole without any preparation or water/debris removal. Compact the patching material using the patching truck tires (usually 4 to 8 passes). Check the compacted patch for a slight crown. If a depression is present add more patching material and compact.

Although it may seem that the semi-permanent technique would produce a higher quality patch than the throw-and-roll technique, the FHWA's Long Term Pavement Performance (LTPP) Study found that the "throw-and-roll technique proved just as effective as the semi-permanent procedure for those materials for which the two procedures were compared directly" (FHWA, 1998). Since the semi-permanent technique is more labor and material intensive, the throw-and-roll technique will generally prove more cost effective if quality materials are used.

Rehabilitation
Rehabilitation can be defined as (ITS, 2000): " Measures to improve, strengthen or salvage existing deficient pavements to continue service with only routine maintenance. Deficient pavements exhibit distress in excess of what can be handled through routine maintenance." In other words, although maintenance can slow the rate of pavement deterioration, it cannot stop it. Therefore eventually the effects of deterioration need to be reversed by adding or replacing material in the existing pavement structure. This is called rehabilitation. Rehabilitation options depend upon local conditions and pavement distress types but typically include:

HMA overlays. Overlays are used for two primary purposes: o Structural overlays are designed to add structural support to the existing pavement. Because of this, they are structurally designed and are thicker than non-structural overlays. o Non-structural overlays are designed to add or replace the existing pavement wearing course. Because of this they contribute very little to the pavement structure and are generally assumed to provide no additional structural support. Because most agencies consider non-structural overlays to be maintenance items, they are discussed on the Maintenance page. In-place recycling. There are two types of common in-place recycling: o Hot in-place recycling (HIPR). Covered on the recycling page. o Cold in-place recycling (CIPR). Covered on the recycling page. Full-depth CIPR, known as full-depth reclamation (FDR) is considered reconstruction.

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Structural Overlays
Structural overlays are used to increase pavement structural capacity. Therefore, they are considered rehabilitation, although they typically have some maintenance-type benefits as well. Asphalt concrete structural overlay design can be broadly categorized into the following (modified after Monismith and Finn, 1984): Engineering judgment. This approach to overlay design selects an overlay thickness and the associated materials based on local knowledge of existing conditions, which can result in cost effective solutions; however, local expertise is fragile and subject to retirements, agency reorganizations, etc. This method is highly subjective and can be heavily influenced by political and budget constraints. Currently, more agencies appear to be relying on quantifiable overlay design approaches but tempered with local expertise. Component analysis. This approach to overlay design essentially requires that the total pavement structure be developed as a new design for the specified service conditions and then compared to the existing pavement structure (taking into account pavement condition, type, and thickness of the pavement layers). Current component design procedures require substantial judgment to effectively use them. This judgment is mainly associated with selection of "weighting factors" to use in evaluating the structural adequacy of the existing pavement layers (i.e., each layer of the pavement structure is assigned a layer coefficient often on the basis of experience). Non-destructive testing with limiting deflection criteria. This approach to overlay design uses pavement surface deflection measurements to determine pavement structural properties, which can then be used to determine the required amount of additional pavement structure. Basically, a pavement's surface deflection in response to a known loading is used as a measure of effective strength. This "effective strength" is influenced by a variety of factors including material properties (including subgrade), thickness of pavement layers, and environmental effects. Most currently used deflection based overlay design procedures do not attempt to isolate material properties of individual pavement layers. Mechanistic-empirical analysis. This approach to overlay design uses the same mechanistic-empirical methods that were discussed in the Structural Design section. These methods are quite versatile because they can evaluate different materials under various environments and pavement conditions. In many places these procedures have replaced limiting deflection overlay methods, since the latter do not account for subsurface material properties.

References
Suggested Reading
The Asphalt Institute. (1997). Asphalt in Pavement Maintenance, Manual Series No. 16. The Asphalt Institute. Lexington, KY.

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The Asphalt Institute. (2000). Asphalt Overlays for Highway and Street Rehabilitation, Manual Series No. 17. The Asphalt Institute. Lexington, KY. National Asphalt Pavement Association (NAPA). (1995). Thin Hot Mix Asphalt Surfacings, Informational Series 110. National Asphalt Pavement Association. Lanham, MD.

Publications Cited in this Section

Federal Highway Administration (FHWA). (June 1998). Long-Term Monitoring of Pavement Maintenance Materials Test Sites, Publication No. FHWA-RD-98-073. Office of Engineering Research and Development, Federal Highway Administration. McLean, VA. Monismith, C.L. and Finn, F.N. (1984). National Cooperative Highway Research Program Synthesis of Highway Practice 116: Asphalt Overlay Design Procedures. Transportation Research Board, National Research Council. Washington, D.C. University of California Institute of Transportation Studies (ITS). (2000). South Africa / United States Pavement Technology Workshop, Module 3: Pavement Structural Design. Seminar given from 20 - 23 March 2000 at the University of California Field Station. Richmond, CA.

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