Highway Maintenance

By:
Dr. M. Parida

DEPARTMENT OF CIVIL ENGINEERING

INDIAN INSTITUTE OF TECHNOLOGY ROORKEE
ROORKEE 247 667

IMPORTANCE OF HIGHWAY MAINTENANCE WORKS

Different types of damages of roads during Rainy season are:
The unlined road-side drains may get eroded during heavy down pour of rains.
The earth shoulders of the highway may be eroded between the pavement edge and the

shoulders resulting in formation of edge drop, this leads to (i) inconvenience and danger to
traffic (ii) reduction in roadway capacity and (iii) rapid deterioration of the edges of the
pavement structure.

The soil from the road-side may get deposited along the edges resulting in ineffective cross
slope and stagnation of water along the pavement edge.

Part of the rain water that percolates though the pavement layers and shoulders may
damage or weaken the pavement layers at some road stretches.

Heavy rains also causes silting up of catch pits and under-ground drains , damage to foot
paths, cycle tracks and other pedestrian facilities.

Pavement Deterioration Causes and types of deterioration

Pavement deterioration takes place due to the combined action of traffic, weather changes,
drainage, environmental factors, etc.

Flexible pavements generally deteriorate at a more rapid rate when compared to rigid
pavements due to the above mentioned factors.

Flexible pavements continue to deterioration at a slow rate even without the traffic
movement on the surface, due to the climatic and environmental factors.

rate of deterioration of bituminous pavement increases rapidly when water is retained in

the void spaces of the bituminous pavement layers.

Aging and oxidation of bituminous binder lead to the deterioration of bituminous surfacing.

Two types of deterioration take place in highway pavements

(i) functional deterioration and (ii) structural deterioration.

Functional deterioration of pavements
Due to combined action of traffic, climatic and environmental factors, predominantly on the
surfacing course of the pavement.

The physical forms of functional deterioration of flexible pavements include,

(i) formation of pot-holes, reveling and cracks at some locations
(ii) formation of undulations or unevenness including depressions along the longitudinal
profile of the pavement surface

(iii) formation of longitudinal ruts along the wheel paths

(iv) shoving of pavement or plastic movement within the layer resulting in localized bulging of
the surface.
(v) the pavement surface getting polished or very smooth, particularly along the wheel paths
and becoming slippery under wet condition
(vi) formation of large waves along the longitudinal profile which affects high speed travel

Functional evaluation of pavements

Unevenness Index
Present Serviceability Rating and Present Serviceability Index

Unevenness Index : The cumulative value of pavement surface undulations per unit length of

the road along the longitudinal profile is expresses in terms of unevenness index or roughness
index.
Unevenness is measures by Bump Integrator: (a) The trailer type bump integrator comprises of
a single automobile wheel with rubber tyre mounted on heavy chassis and suspension system.
(b) This trailer unit is hauled along the road surface by a tractor unit at uniform speed of 30
kmph and the integrator unit gives the cumulative value of pavement undulations.
Unevenness index generally expressed as mm/km or m/km length of the road.

As per IRC guidelines, a bituminous concrete surface of a highway is considered to be

Good if (UI) is less than 2000 mm/km
Poor when (UI)exceeds 3000 mm/km.
Similarly in the case of thin bituminous surfaces like premix carpet or mix seal surfacing, UI
value of 3000 mm/km is considered to be good and values exceeding 4000 mm/km as poor,
justifying resurfacing.

Pavement evaluation by Present Serviceability Rating and Present Serviceability Index

Assessment of the road condition is done by a panel of road users in a rating scale of 0 to 5
and the average rating numbers is designated as Present Serviceability Rating or PSR.
In the opinion of the road users if a particular road stretch is very good, a rating of 4 to 5 is
awarded; similarly a good pavement is awarded 3 to 4, fair 2 to 3, poor 1 to 2 and very

poor 0 to 1.
The PSR values are subjective and awarded by a panel of trained rating personnel for
different pavement stretches these have been correlated with the objective measurements. The
regression equation developed during the AASHO Road Test studies is in the form given in the
equation below:
PSI = A0 + A1 ( R ) + A2 (F1) + A3 (F2)
1)

where,
PSI

A 0 , A1 , A 2 , A3
R
F1 , F 2

Present Serviceability Index

constants of regression analysis

=
=

measure of roughness or unevenness

physical measurements of cracking, etc.

(Eq.

The Present Serviceability Index (PSI) helps in rating of pavements based on a common set of
rating norms. Often a PSI value of 2.5 is considered as a terminal value of a pavement needing
immediate attention.

Structural deterioration of pavements

The main cause contributing to structural deterioration of pavement is due to repeated
application of heavy traffic wheel load, the rate of structural deterioration affects the service life
of the pavement.

The structural deterioration gets accelerated due to entry of water into the pavement layers
including the subgrade.
Structural deterioration of flexible pavements
In the case of flexible pavements, the structural deterioration is indicated by :
(i) increase in the magnitude of pavement deflection under a standard wheel load and
(ii) increase rut depth on the pavement surface which indicates the permanent deformation of
the pavement layers including the subgrade along the wheel path of heavy vehicles

Objectives of Highway Maintenance

to provide safe and convenient travel facilities to the road users
avoid detour, speed changes, etc. due to failures in roadway facilities
and to minimize the increase in road transportation cost
preserve the asset and investments made on the road infrastructure
by taking appropriate maintenance measures at the right time.

 avoid rapid deterioration of the pavement structure leading to huge

maintenance cost by carrying out timely preventive maintenance
works.
To improve the pavement surface or structural condition by providing
resurfacing layer or strengthening layer, at the right time so as to

extend the life of the existing pavement structure

To preserve the surrounding environment and natural aesthetics so
that the travel road is pleasant and comfortable.

Table 29.1 : Recommended Roughness Values for Roads in India

(mm/km Measured on Towed Fifth Wheel Bump Integrator)
Road Condition
Surface Type
Good
1. Asphaltic concrete

20002500

2. Premix open textured

bituminous carpet
3. Surface dressing

25004500
40005000

4. Water-bound macadam
or gravel

80009000

Average

Poor

Very Poor

25003500

35004000

Over
4000

45005500

55006500

Over
6500

50006500

65007500

Over
7500

900010000

1000012000

Over
12000

Table 29.2 : Serviceability Indicators for India Highways

S.
No.
1.

Serviceability Indicator
Roughness by bump integrator (Maximum
permissible)

2.

Potholes/km (Maximum Numbers)

3.

Cracking and Patch repairs (Maximum

permissible)

Level 1
(Good)

Level 2 (Average)

Level 3
(Acceptable)

2000 mm/km

3000 mm/km

4000 mm/km

Nil

2-3

4-8

5 percent

10 percent

10-15 percent

1.0 percent

1.5 percent

2.5 percent

50 SN

40 SN

35 SN

Nil

10 percent

15 percent

All road signs, km

stones and road
markings in good
condition

Only major road

signs, km stones,
some road
markings in good
condition

4.
Rutting (20 mm) (Maximum permissible)
5.

6.

7.

Skid resistance (Skid number by ASTM-274)

Minimum Desirable
Defective bridge deck area and bump at
approach (Maximum permissible)
User information

Signs only for

major
destinations and
km stones in fair
condition.

Needs for rectification of damages in road pavements

Both functional and structural deterioration of pavement take place at different rates.
The pavement condition is to be inspected at frequent intervals and different types of
pavement distress that may develop are to be rectified timely, as part of the maintenance
program me so as to provide the desirable level of comfort and safety to the road users.

Classification of Highway Maintenance Works

Routine maintenance

Preventive maintenance
Periodic maintenance
Special maintenance
Emergent repairs
Strengthening and rehabilitation of road pavements and cross-drainage
structures

Routine maintenance
The concerned maintenance staff shall carry out day-to-day site inspection of the designated
road stretches and note down the damages that have occurred due to natural or artificial
causes. They should take immediate steps to correct or rectify the damages. Some of the
items included under routine maintenance are

(i) clearing of blocked drains

(ii) restoration of surface drainage system including correcting cross
slope of earth shoulders
(iii) repair of rain cuts on shoulders and slopes
(iv) patching of pot-holes on pavement surface and
(v) repair of edge drop on the shoulders along the pavement edges.

Preventive maintenance of bituminous pavements

The residual life or service life of the bituminous pavement surface course can be increased by
taking certain preventive maintenance measures at the right time. For example, if the
bituminous surface course has started developing fine cracks on the surface, the cracks may be

sealed with a simple and less expensive crack sealing treatment; a suitable type of seal coat or
slurry seal may be applied at the appropriate time thus, the life of the surface course can be
extended by one or more number of monsoon seasons.
Patching the pot-holes and treating the cracked areas in a proper manner, as soon as they
develop at some locations on the pavement surface are also considered as part of the
preventive maintenance measures; this is because, if these pot-holes or cracked areas are left
unattended to even for a few days, the area and depth of deterioration will increase at a very

rapid rate due to the combined action of traffic, water and other environmental factors

Periodic maintenance
Periodic maintenance works such as resurfacing of pavements may be required to restore the
functional deficiencies that have developed over a time period.
There may be several cases where the flexible pavement stretches are functionally deficient,

but they are still structurally adequate. All these cases may further be divided into two
categories,
(a) those not requiring a profile correction course : In case surface has developed only small
undulations of depth less than 40 mm and the cross slopes are satisfactory, it is not essential
to provide a separate profile correction course; it is sufficient to just improve the riding
quality by laying a resurfacing course. Therefore, first the locations with pot-holes and
isolated areas with wide cracks are properly cut and patched; then a resurfacing course of

thickness, say 40 mm is laid with a paver.

(b) those which require a profile correction course:

In the cases where; (i) the cross slope of the pavement needs correction and/or (ii) the
undulations are larger in size, a separate profile correction course is be laid by a paver, after
cutting and patching the pot-holes and isolated areas with wide cracks. This is followed by a

resurfacing course laid with paver.

In cement concrete pavements there is a need to periodically examine the joints and apply joint
sealing, where required. Also, the filler boards used at the expansion joints may need

replacement periodically, depending on the type of filler material used and the rate of
deterioration at the site.
The other components of the road such as abutments, cross drainage structures, earth
retaining structures, pavement marking and other traffic control devices need periodic
maintenance. These maintenance works are also undertaken under periodic maintenance
operations.

Special maintenance
Occasionally severe damages are caused to roads and cross drainage structures by floods
or heavy down pour of rains, though these may not occur every year. Under such
circumstances special funds are sanctioned to meet the cost f special repair and
maintenance works, as required.

Emergency repairs

During heavy monsoon season occasionally breaches of road stretches or landslides or

washing away of part of bridge structure do take place, particularly on hill roads. Under
such circumstances temporary diversions and emergent reconstruction works become
unavoidable in order to restore the traffic within the shortest possible time. The executive
engineer at the site will have to undertaken such works expeditiously in anticipation of
formal sanction of special maintenance grant.

Strengthening and rehabilitation of road pavements

If a flexible pavement on a particular road stretch needs strengthening, but the

strengthening work is not taken up on time, structural deterioration takes place at a rapid
rate on one or more of the top pavement layers; further delay may cause extensive

damages to the existing pavement layers that one or more of the damaged layers will
have to be carefully removed from the top without disturbing underlying layers and be
reconstructed. This is a partial removal and reconstruction of pavement layers and may
be categorized under rehabilitation work.
Further delay in carrying out rehabilitation work will result in extensive damages to most of
the pavement layers, necessitating total removal and reconstruction of the entire
pavement structure.

Strengthening of rigid pavement is a more complex problem than strengthening of flexible

pavements.

Causes of distress in flexible pavements

Ineffective road surface drainage system

Blockages or silting up of longitudinal and cross drains resulting in stagnation of water

Inadequate sub-surface drainage system or improper functioning of the drainage/GSB layer,
leading to stagnation of water on the subgrade or within any of the pavement layers and
resultant damages to the pavement layers.

Environmental factors including heavy rainfall, soil erosion, high water table, snow fall, frost
action, etc.
Inadequate compaction of embankment, subgrade or any of the pavement layers or
settlement of embankment foundation itself, which could result in settlement of the
supporting layers of the pavement resulting in damages to the roadway.
Defects in construction method and quality control during construction.
Defects in the quality of materials used in any of the pavement layers.
Increase in the magnitude of wheel loads and the number of load repetitions.

General causes of distress in rigid pavements

Defective drainage system may lead to failures in rigid pavements such as mud pumping,
unless preventive measures are taken up at the design and construction stages.

Use of nondurable materials which start deteriorating during weathering cycles.

Improper alignment of dowel bars may lead to stress concentration and cracking near the
joints.

Structural inadequacy of the pavement structure consisting of the cement concrete (CC)
pavement slab, sub-base and subgrade, with respect the actual loading conditions to which
the pavement is being subjected to.

Inadequate compaction of embankment or subgrade or settlement of embankment

foundation itself, which could result in settlement of the supporting layers of the rigid

pavement; these may lead to opening up of the joints or even non-uniform settlement of the
pavement slabs resulting in deterioration in riding quality.

Table 29.3 : Symptoms, Causes, and Treatment of Defects in

Bituminous Surfacings
Type of distress
(1)

Probable causes
(3)

Possible types of
treatment
(4)

Collection of binder
on the surface

Excessive binder in
premix, spray or tack
coat; loss of cover
aggregates, excessively
heavy axle load.

Sand-blinding; opengraded premix; liquid

seal coat; burning of
excess binder;
removal of affected
area.

2. Smooth surface

Slippery

Polishing of aggregates Resurfacing with

under traffic, or
surface dressing or
excessive binder.
premix carpet.

3. Streaking

Presence of alternate Non-uniform

lean and heavy lines application of bitumen,
of bitumen
or at a low temperature

Application of a new
surface.

4. Hungry surface

Loss of aggregates
or presence of fine
cracks

Slurry seal or fog

seal.

A. Surface defect
1. Fatty surface

Symptoms
(2)

Use of less bitumen or

absorptive aggregates

B. Cracks
1. Hair-line cracks

Short and fine cracks Insufficient bitumen,

at close intervals on excessive filler or
the surface
improper compaction

2. Alligator cracks

Inter-connected
Weak pavement,
cracks forming series unstable conditions of
of small blocks
subgrade or lower
layers, excessive overloads or brittleness of
binder

3. Longitudinal
cracks

Cracks on a straight
line along the road

4. Edge cracks

Cracks near and

parallel to pavement
edge

Poor drainage,
shoulder settlement,
weak joint between
adjoining spreads of
pavement layers or
differential frost heave
Lack of support from
shoulder, poor
drainage, frost heave,
or inadequate

The treatment will

depend on whether
pavement is
structurally sound or
unsound.
Where the pavement
is structurally sound,
the cracks should be
filled with a low
viscosity binder or a
slurry seal or fog seal
depending on the
width of cracks.

5. Shrinkage cracks Cracks in transverse

direction or interconnected cracks
forming a series of
large blocks
6. Reflection cracks Sympathetic cracks
over joints and
cracks in the
pavement
underneath
C. Deformation
1. Slippage
Formation of
crescent shaped
cracks pointing in
the direction of the
thrust of wheels
2. Rutting

Longitudinal
depression in the
wheel tracks

Shrinkage of
bituminous layer with
age

Due to joints and

cracks in the
pavement layer
underneath.

Unusual thrust of
wheels in a direction,
lack or failure of bond
between surface and
lower pavement
courses
Heavy channelized
traffic, inadequate
compaction of
pavement layers, poor
stability of pavement
material or heavy
bullockcart traffic

Removal of the
surface layer in the
affected area and
replacement with
fresh material.
Filling the
depressions with
premix material.

3. Corrugations

Formation of
regular
undulations

Lack of stability in
the mix, oscillations
set up by vehicle
springs, or faulty
laying of surface
course
Unstable mix, lack of
bond between layers,
or heavy start-stop
type movements and
those involving
negotiations of
curves and gradients

Scarification and
relaying of
surfacing, or
cutting of high
spots and filling of
low spots.
Removing the
material to firm
base and relaying a
stable mix.

4. Shoving

Localised bulging
of pavement
surface alongwith
crescent-shaped
cracks

5. Shallow
depression

Localised shallow
depressions

Presence of
inadequately
compacted pockets

Filling with premix

materials.

6. Settlement and
upheaval

Large deformation
of pavement

Poor compaction of
fills, poor drainage,
inadequate pavement
or frost heave

Where fill is weak

the defective fill
should be
excavated and
redone. Where
inadequate
pavement is the
cause, the
pavement should
be strengthened.

D. Disintegration
1. Stripping

Separation of bitumen
from aggregates in the
presence of moisture

Use of hydrophilic
aggregate, inadequate mix
composition, continuous
contact with water, poor
bond between aggregate and
bitumen at the time of
construction, etc.

2. Loss of aggregate

Rough surface with loss

of aggregate in some
portions

3. Revelling

Failure of binder to hold

the aggregates shown up
by pock marks of eroded
areas on the surface

4. Pot-hole

Appearance of bowlshaped holes, usually

after rain

5. Edge-breaking

Irregular breakage of
pavement edges.

Ageing and hardening of

binder, stripping, poor bond
between binder and
aggregate, poor compaction
etc.
Poor compaction, poor bond
between binder and
aggregate, insuffi-cient
binder, brittleness of binder
etc.
Ingress of water into the
pavement, lack of bond
between the surfacing and
WBM base, insuffi-cient
bitumen content etc.
Water infiltration, poor lateral
support from shoulders,
inadequate strength of
pavement edges, etc.

Spreading and
compacting heated sand
over the affected area in
the case of surface
dressing; replace-ment
with fresh bituminous mix
with added anti-stripping
agent in other cases.
Application of liquid seal,
fog seal or slurry seal
depending on the extent
of damage.
Application of cut-back
covered with coarse sand,
or slurry seal, or a premix
renewal coat.
Filling pot-holes with
premix material, or
penetration patching.

Cutting the affected area

of regular sections and
rebuilding with
simultaneous attention
paid to the proper
construction of shoulders.

Table 29.4 : Recommended Type and Periodicity of Renewals

Type of
Treatmen
t/
Category
of Road
NH/SHs
(Normal)

Traffic
Intensity
in CVD

MR-I

SD-II

PC + SC

20 mm
MSS

25 mm
SDBC

25 mm
BC

40 mm
BC

> 4500

---

---

---

---

---

5/4*

5/4*

1500-

---

---

---

---

5/4*

5/4*

---

450-1500

---

---

---

5/4*

5/4*

---

---

< 450

---

---

5/4*

5/4*

---

---

---

> 4500

---

---

---

---

---

4/3*

4/3*

1500-

---

---

---

---

4/3*

4/3*

---

450-1500

---

---

4/3*

4/3*

4/3*

---

---

< 450

---

---

4/3*

4/3*

---

---

---

> 1500

---

---

---

---

4/3*+

4/3*

4/3*+

450-1500

---

---

---

4/3+

4/3*+

4/3*+

---

< 450

---

---

5/4*

5/4*+

---

---

---

4500

NH/SHs
(Urban)

4500

NH/SHs
(Hills)

(II) Life Cycle (in years) for MDR/ODR/VR

Type of
Treatment/
Category of
Road
MDR/ODR/V
R (Normal)

MDR/ODR/V
R (Urban)

MDR/ODR/V
R (Hills)

Traffic
Intensity
in CVD

MR-I

**SD-I
SD-II

PC + SC

20 mm MSS

25 mm
SDBC

25 mm BC

> 1500

---

---

---

---

5/4*

5/4*

450-1500

---

---

---

5/4*

5/4*

---

150-450

---

---

---

5/4*

5/4*

---

< 150

5/4*

5/4*

5/4*

---

---

---

> 1500

---

---

---

---

4/3*

4/3*

450-1500

---

---

---

4/3*

4/3*

---

150-450

---

4/3*

4/3*

---

---

< 150

4/3*

5/4*

5/4*

---

---

> 1500

---

---

---

---

4/3*+

4/3*+

450-1500

---

---

---

---

5/4*+

5/4*+

150-450

---

5/4*

5/4*+

---

---

4/3*

4/3*

5/4*

---

---

---

< 150
Note:

`````

A.* Indicates reduced life of treatment due to high rainfall i.e. > 3000 mm.
B.
+ Indicates reduced life due to higher altitude i.e. > 2000 Mts.
C.
** This treatment of SD-I is to be used under condition of severe resource crunch only.
D.
The treatment symbols have been explained in para 29.6.4.

Assessment of pavement distress and required maintenance measures

Various types of pavement distress ranging from minor and localized failures to major and
general failures may take place on road pavements. The failures may be due to one or a
combination of several causes. Road maintenance forms an important component of the
entire road system.

The maintenance operations involve (i) assessment of road condition periodically (ii)

diagnosis of the problem (iii) finding the causative factors and (iv) adopting the most
appropriate maintenance steps with least possible delay.
Once any particular type of pavement distresses develops particularly in a flexible pavement,
the rate of growth of deterioration is exponential. Therefore,

the proverb, a

stitch in time saves nine is very apt with respect to road

maintenance woks.