1. The document discusses different types of pavement failures such as cracking, potholes, rutting, shoving, raveling and bleeding.
2. Cracking in flexible pavements can be classified into surface cracks, fatigue cracks and others. Fatigue cracks also known as alligator or crocodile cracks occur due to traffic loading.
3. Types of cracking discussed in more detail include alligator cracking, block cracking, longitudinal cracking, transverse cracking and reflection cracking.
4. Remedial measures for cracking discussed are applying geo-textile strips, sealing cracks with polymer modified bitumen membrane, using rejuvenators and removing and replacing defective layers.
The document discusses different types of pavements used for highways. It describes flexible pavements which transmit wheel loads through grain-to-grain contact and consist of multiple layers including the surface course, binder course, base course, and sub-base course. Rigid pavements have sufficient strength to distribute loads over a wider area and typically consist of concrete over a single granular or stabilized layer. The document also covers pavement materials like soils, aggregates, and asphalt concrete and tests used to evaluate soil strength properties important for pavement design like the California Bearing Ratio test.
This document discusses the construction of flexible pavements. It begins by introducing the types and components of flexible and rigid pavements. The key components of flexible pavement include the subgrade, sub-base course, base course, binder course, and surface course. It then describes the construction process for each layer, including preparing and compacting the subgrade, placing and compacting the granular sub-base and base courses, applying prime coats and tack coats, and paving the asphalt binder and surface courses. In comparison, rigid pavements are constructed as a solid slab that distributes loads differently than the layered system of flexible pavements.
Seminar Presentation "Pavements failures and their maintenance"ctakshaykumar1
This document summarizes common pavement failures and their causes and maintenance methods. It describes 7 types of failures: cracking, potholes, rutting, shoving, raveling, bleeding. Cracking can be alligator, block, longitudinal/transverse, or reflection. Potholes form from untreated cracking. Rutting and shoving are caused by traffic loads. Raveling occurs from aggregate loss. Bleeding makes the surface shiny and tacky. The document provides details on each failure and recommends remedial measures such as patching, sealing, overlaying, or resurfacing. The goal is to repair the pavement and prevent further deterioration.
This document discusses the various types of failures that can occur in rigid pavements. It identifies 11 common types of failures: 1) faulting, 2) durability cracking, 3) punch-out, 4) corner breaks, 5) linear cracking, 6) shrinkage cracking, 7) polished aggregate, 8) scaling, 9) joint spalling, 10) warping cracks, and 11) pumping. For each failure type, the document describes the causes and potential remedies. The failures generally result from poor material quality, excessive loads, moisture infiltration, temperature changes, and inadequate pavement design or construction. Repairs range from crack sealing to full slab replacement depending on the severity and extent of the damage.
This document discusses failures in flexible pavement. It begins by defining the different types of highway pavement, including flexible, rigid, and other pavements like semi-rigid or composite. It then lists 10 common types of failures in flexible pavement such as alligator cracking, rutting, shear failure cracking, and pumping. The document concludes by explaining the causes of these failures, with causes including repeated heavy loads, moisture variations in layers, lack of bonding between layers, and movement across cracks.
Pavement refers to durable surface materials laid down on areas for vehicular or foot traffic like roads and walkways. There are two main types: flexible pavement made of materials like asphalt, and rigid pavement made of concrete. Flexible pavement has lower initial costs but requires more maintenance, while rigid pavement has higher initial costs but lasts longer with less maintenance. The document discusses the layers, materials, design processes, and testing methods used for both flexible and rigid pavements.
This document provides information about transportation engineering and highway drainage. It discusses various aspects of highway drainage systems including:
- Sources of water in road sections and causes of moisture variation in subgrade soils
- The importance of drainage systems for preventing road damage
- Classification of drainage systems into surface and subsurface drainage
- Components and design of surface drainage systems including hydrologic and hydraulic analysis
- Key considerations and data required for designing roadside drains
It describes elements of surface drainage like inlets, longitudinal side drains, and cross drainage structures. Design of surface drainage involves hydrologic analysis to calculate runoff and hydraulic analysis using Manning's equation to size drains. The document gives examples calculating runoff flow and checking
The document discusses different types of pavements used for highways. It describes flexible pavements which transmit wheel loads through grain-to-grain contact and consist of multiple layers including the surface course, binder course, base course, and sub-base course. Rigid pavements have sufficient strength to distribute loads over a wider area and typically consist of concrete over a single granular or stabilized layer. The document also covers pavement materials like soils, aggregates, and asphalt concrete and tests used to evaluate soil strength properties important for pavement design like the California Bearing Ratio test.
This document discusses the construction of flexible pavements. It begins by introducing the types and components of flexible and rigid pavements. The key components of flexible pavement include the subgrade, sub-base course, base course, binder course, and surface course. It then describes the construction process for each layer, including preparing and compacting the subgrade, placing and compacting the granular sub-base and base courses, applying prime coats and tack coats, and paving the asphalt binder and surface courses. In comparison, rigid pavements are constructed as a solid slab that distributes loads differently than the layered system of flexible pavements.
Seminar Presentation "Pavements failures and their maintenance"ctakshaykumar1
This document summarizes common pavement failures and their causes and maintenance methods. It describes 7 types of failures: cracking, potholes, rutting, shoving, raveling, bleeding. Cracking can be alligator, block, longitudinal/transverse, or reflection. Potholes form from untreated cracking. Rutting and shoving are caused by traffic loads. Raveling occurs from aggregate loss. Bleeding makes the surface shiny and tacky. The document provides details on each failure and recommends remedial measures such as patching, sealing, overlaying, or resurfacing. The goal is to repair the pavement and prevent further deterioration.
This document discusses the various types of failures that can occur in rigid pavements. It identifies 11 common types of failures: 1) faulting, 2) durability cracking, 3) punch-out, 4) corner breaks, 5) linear cracking, 6) shrinkage cracking, 7) polished aggregate, 8) scaling, 9) joint spalling, 10) warping cracks, and 11) pumping. For each failure type, the document describes the causes and potential remedies. The failures generally result from poor material quality, excessive loads, moisture infiltration, temperature changes, and inadequate pavement design or construction. Repairs range from crack sealing to full slab replacement depending on the severity and extent of the damage.
This document discusses failures in flexible pavement. It begins by defining the different types of highway pavement, including flexible, rigid, and other pavements like semi-rigid or composite. It then lists 10 common types of failures in flexible pavement such as alligator cracking, rutting, shear failure cracking, and pumping. The document concludes by explaining the causes of these failures, with causes including repeated heavy loads, moisture variations in layers, lack of bonding between layers, and movement across cracks.
Pavement refers to durable surface materials laid down on areas for vehicular or foot traffic like roads and walkways. There are two main types: flexible pavement made of materials like asphalt, and rigid pavement made of concrete. Flexible pavement has lower initial costs but requires more maintenance, while rigid pavement has higher initial costs but lasts longer with less maintenance. The document discusses the layers, materials, design processes, and testing methods used for both flexible and rigid pavements.
This document provides information about transportation engineering and highway drainage. It discusses various aspects of highway drainage systems including:
- Sources of water in road sections and causes of moisture variation in subgrade soils
- The importance of drainage systems for preventing road damage
- Classification of drainage systems into surface and subsurface drainage
- Components and design of surface drainage systems including hydrologic and hydraulic analysis
- Key considerations and data required for designing roadside drains
It describes elements of surface drainage like inlets, longitudinal side drains, and cross drainage structures. Design of surface drainage involves hydrologic analysis to calculate runoff and hydraulic analysis using Manning's equation to size drains. The document gives examples calculating runoff flow and checking
Donald Burmister developed the two-layer theory in 1943 to model flexible pavement systems. The theory considers the pavement as an elastic layer resting on a semi-infinite elastic subgrade. It assumes the layers are homogeneous, isotropic, and linearly elastic. Stress and deflection at the surface decrease with increasing modulus ratio between the top layer and subgrade. Burmister provided charts to calculate the deflection factor based on modulus ratio and depth ratio, which can then be used to compute surface deflection. The two-layer theory models how layers above the subgrade reduce stress and deflections compared to considering just a single subgrade layer.
This document provides an overview of pavement design. It discusses the different types of pavements including flexible, rigid, and composite pavements. For flexible pavements, it describes the layers of base course, sub-base course, and subgrade. It also discusses requirements for an ideal pavement and considerations for pavement design such as material characteristics and traffic volume.
Determining equivalent single wheel load.(ESWL) Imran Nawaz
This document discusses methods for determining equivalent single wheel loads (ESWL) and equivalent single axle loads (ESAL) for pavement design. ESWL is defined as the load from a single tire that causes the same stresses/strains as a multi-wheel load. Methods include equal stress, LCN, and FAA approaches. ESAL quantifies the effect of varying axle loads as a number of standard single axle loads. Factors like thickness and subgrade reaction are considered. Cars have minimal impact compared to trucks and buses.
This document discusses the design principles, components, and methods for designing both flexible and rigid pavements according to IRC standards, describing the roles of subgrade soil, pavement layers, traffic characteristics, and materials used for flexible pavements consisting of granular bases and bituminous surfaces, as well as jointed concrete slabs for rigid pavements. It also provides an example of designing a two-lane bypass pavement based on initial traffic volume, design life, growth rate, and subgrade CBR value.
Objective and classification of highway maintenance works. Distresses and maintenance measures in flexible and rigid pavements. Concept of pavement evaluation: Functional and Structural
The document discusses different types of pavements. It describes flexible pavements as having multiple layers that distribute loads through aggregate interlock. Rigid pavements distribute loads through the beam strength of concrete slabs. Flexible pavements are composed of surface, base, and sub-base layers over a subgrade, while rigid pavements typically only require a concrete surface layer. Both pavement types are designed to reduce loads from vehicles to prevent damage to the subgrade. The document compares advantages and disadvantages of flexible and rigid pavements.
This document discusses the types and uses of geotextiles in pavement construction. It describes the three main types of geotextiles - woven, non-woven, and knitted - and explains how they are manufactured. The key functions of geotextiles in pavement are identified as separation, filtration, reinforcement, drainage, and erosion control. Geotextiles are typically placed between the subgrade and aggregate base layers in pavement to prevent mixing of materials and increase pavement strength and lifespan.
ppt on construction and design of flexible pavementSUSMITAMAITY4
1) The document summarizes the design and construction of flexible pavements. It describes the typical layers of a flexible pavement from top to bottom including the surface course, binder course, base course, sub-base course, and subgrade.
2) It also discusses factors involved in the design of flexible pavements like traffic load, subgrade soil properties, climate, and required material properties. Common failure modes of flexible pavements include alligator cracking, rutting, and reflection cracking.
3) Design life, traffic calculations, and common tests for bitumen are also outlined. The advantages of flexible pavements include adaptability and ease of repair while the disadvantages include higher maintenance costs and shorter life under heavy traffic loads
The document provides information on bitumen mixes used for road construction. It discusses the constituents of bitumen mixes, which include aggregates, filler, and binders like bitumen. It describes different types of mixes like dense graded, stone matrix, and open graded mixes. It also covers characteristics of materials used in mixes and production methods for both hot and cold bitumen mixes. Cold mixes use bitumen emulsions and avoid heating of aggregates and binders.
types of pavement materials
types of paving material
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Pavement failures are a common problem that occurs on roads over time due to factors like heavy traffic loads, changing weather conditions, and lack of proper maintenance. A case study of roads in Amreli City, India found the most common problems to be alligator and transverse cracking due to heavy loading from vehicles. The cracks developed due to reasons like high traffic volumes, monsoon rainfall, possible construction or material quality issues, and lack of timely maintenance repairs. Proposed solutions included improving road design and construction quality, performing routine maintenance, and restricting vehicle loads to design levels.
The Benkelman beam is the simplest and the oldest deflection
test device, developed in the United States in the mid-1950s. Its used to measure the structural capacity of a flexible pavement.
The document describes several common types of pavement problems including alligator cracking, slippage cracking, shrinkage cracking, reflective cracking, potholes, depression, rutting, and raveling. It provides details on the causes and fixes for each type of problem. Alligator cracking is caused by insufficient pavement structure or oxidation and requires a full-depth patch. Slippage cracks are caused by a poor bond between asphalt layers and need areas removed and patched. Shrinkage cracks are caused by aging and require crack sealing or an overlay. Reflective cracks can be sealed or require removing and replacing cracked layers. Potholes require full replacement patching and depressions may need asphalt removed and replaced or thin patching
Highway failure & their maintenance seminar reportBeing Deepak
This document provides an introduction to flexible pavement design and construction. It discusses the types of pavements including flexible, rigid, and composite. It also covers materials used like cement, aggregate, sand, and bitumen. Construction methods for bituminous roads are presented including mix types like premix and various laying techniques. Highway maintenance objectives and activities are defined.
Highway maintenance is the routine work needed to keep highways in safe and usable condition, and includes physical activities like sealing cracks and patching potholes as well as traffic services like removing snow and painting lines. Highway maintenance programs are designed to counteract the effects of weather, vandalism, plant growth, traffic wear, aging, material failures, and design flaws in order to protect investments in roads and maintain safety and economic benefits. Regular maintenance is required for all pavements as stresses from temperature, moisture, traffic, and earth movements constantly impact the road surface over time.
Design of rigid pavements. IRC method of design of rigid pavement. Transportation Engineering. Civil Engineering. Wheel loads on rigid pavement. Action of various stresses on rigid pavement. Highway engineering. How rigid pavements different from flexible pavements
This describes about causes, effects, types of pavement failure.
Failures in flexible pavements can be due to failure of its component layers which undergo distress due to various causes. Types of failures in flexible pavements and repair techniques are discussed.
The document discusses various types of pavement failures including flexible and rigid pavement failures. For flexible pavements, failures include surface deformation (rutting, corrugation, shoving), cracking (fatigue, transverse, longitudinal), disintegration (potholes, patches), and surface defects (raveling, bleeding). Common causes are poor soil, inferior materials, improper geometry, overloading, and environmental factors. Maintenance techniques to address failures include bituminous surface treatments, asphalt overlays, slurry seals, and crack sealing. For rigid pavements, failures discussed are spalling at joints, scaling of cement concrete, and shrinkage cracks.
Rigid pavements are constructed using cement concrete and rely on the rigidity and high modulus of elasticity of the concrete slab for load carrying capacity. They are usually provided in areas with adverse conditions like heavy rainfall, poor soil/drainage, or extreme climatic conditions. A rigid pavement consists of a concrete slab placed over a subgrade and optionally a sub-base/base. It includes joints to allow for stresses from temperature and moisture changes. Proper construction processes and quality control measures are required to ensure the designed performance of rigid pavements.
This document provides an overview of road and pavement systems. It discusses the history of road development from ancient footpaths and animal trails to modern roads incorporating asphalt and concrete. The key components of a pavement system including the embankment, subgrade, base, and pavement layers are described. Modern pavements are classified as either flexible (asphalt) or rigid (concrete), and their characteristics such as material properties, stress distribution, cracking behavior, and construction practices are compared.
Inelastic seismic response of single-story structure in hilly areas owing to ...IRJET Journal
This document summarizes a study that examines the inelastic seismic response of single-story reinforced concrete structures in hilly areas subjected to sloping ground and bidirectional ground motions. Three typical single-story structural models are developed with columns of varying heights due to slope angles of 15, 25, 35, and 45 degrees. The study analyzes the response of these structures both with and without beam-column joints. It also evaluates using a tuned liquid damper and masonry infill walls as mitigation techniques to reduce vibration and deformation from earthquakes. The conclusions of the study could help update seismic design code provisions for structures in hilly terrain.
Donald Burmister developed the two-layer theory in 1943 to model flexible pavement systems. The theory considers the pavement as an elastic layer resting on a semi-infinite elastic subgrade. It assumes the layers are homogeneous, isotropic, and linearly elastic. Stress and deflection at the surface decrease with increasing modulus ratio between the top layer and subgrade. Burmister provided charts to calculate the deflection factor based on modulus ratio and depth ratio, which can then be used to compute surface deflection. The two-layer theory models how layers above the subgrade reduce stress and deflections compared to considering just a single subgrade layer.
This document provides an overview of pavement design. It discusses the different types of pavements including flexible, rigid, and composite pavements. For flexible pavements, it describes the layers of base course, sub-base course, and subgrade. It also discusses requirements for an ideal pavement and considerations for pavement design such as material characteristics and traffic volume.
Determining equivalent single wheel load.(ESWL) Imran Nawaz
This document discusses methods for determining equivalent single wheel loads (ESWL) and equivalent single axle loads (ESAL) for pavement design. ESWL is defined as the load from a single tire that causes the same stresses/strains as a multi-wheel load. Methods include equal stress, LCN, and FAA approaches. ESAL quantifies the effect of varying axle loads as a number of standard single axle loads. Factors like thickness and subgrade reaction are considered. Cars have minimal impact compared to trucks and buses.
This document discusses the design principles, components, and methods for designing both flexible and rigid pavements according to IRC standards, describing the roles of subgrade soil, pavement layers, traffic characteristics, and materials used for flexible pavements consisting of granular bases and bituminous surfaces, as well as jointed concrete slabs for rigid pavements. It also provides an example of designing a two-lane bypass pavement based on initial traffic volume, design life, growth rate, and subgrade CBR value.
Objective and classification of highway maintenance works. Distresses and maintenance measures in flexible and rigid pavements. Concept of pavement evaluation: Functional and Structural
The document discusses different types of pavements. It describes flexible pavements as having multiple layers that distribute loads through aggregate interlock. Rigid pavements distribute loads through the beam strength of concrete slabs. Flexible pavements are composed of surface, base, and sub-base layers over a subgrade, while rigid pavements typically only require a concrete surface layer. Both pavement types are designed to reduce loads from vehicles to prevent damage to the subgrade. The document compares advantages and disadvantages of flexible and rigid pavements.
This document discusses the types and uses of geotextiles in pavement construction. It describes the three main types of geotextiles - woven, non-woven, and knitted - and explains how they are manufactured. The key functions of geotextiles in pavement are identified as separation, filtration, reinforcement, drainage, and erosion control. Geotextiles are typically placed between the subgrade and aggregate base layers in pavement to prevent mixing of materials and increase pavement strength and lifespan.
ppt on construction and design of flexible pavementSUSMITAMAITY4
1) The document summarizes the design and construction of flexible pavements. It describes the typical layers of a flexible pavement from top to bottom including the surface course, binder course, base course, sub-base course, and subgrade.
2) It also discusses factors involved in the design of flexible pavements like traffic load, subgrade soil properties, climate, and required material properties. Common failure modes of flexible pavements include alligator cracking, rutting, and reflection cracking.
3) Design life, traffic calculations, and common tests for bitumen are also outlined. The advantages of flexible pavements include adaptability and ease of repair while the disadvantages include higher maintenance costs and shorter life under heavy traffic loads
The document provides information on bitumen mixes used for road construction. It discusses the constituents of bitumen mixes, which include aggregates, filler, and binders like bitumen. It describes different types of mixes like dense graded, stone matrix, and open graded mixes. It also covers characteristics of materials used in mixes and production methods for both hot and cold bitumen mixes. Cold mixes use bitumen emulsions and avoid heating of aggregates and binders.
types of pavement materials
types of paving material
types of road pavement
types of flexible pavement
flexible pavement of road construction
types of pavement for driveways
types of rigid pavements
asphalt pavement types
types of flexible pavements
flexible pavement design
flexible pavement manual
flexible pavement construction
flexible pavement vs rigid pavement
flexible pavement design example
flexible pavement of road construction
flexible pavement ppt
types of rigid pavements
rigid pavement design
rigid pavement pdf
rigid pavement construction
rigid pavement design example
rigid pavement construction michigan
aashto rigid pavement design
aashto rigid pavement design spreadsheet
Pavement failures are a common problem that occurs on roads over time due to factors like heavy traffic loads, changing weather conditions, and lack of proper maintenance. A case study of roads in Amreli City, India found the most common problems to be alligator and transverse cracking due to heavy loading from vehicles. The cracks developed due to reasons like high traffic volumes, monsoon rainfall, possible construction or material quality issues, and lack of timely maintenance repairs. Proposed solutions included improving road design and construction quality, performing routine maintenance, and restricting vehicle loads to design levels.
The Benkelman beam is the simplest and the oldest deflection
test device, developed in the United States in the mid-1950s. Its used to measure the structural capacity of a flexible pavement.
The document describes several common types of pavement problems including alligator cracking, slippage cracking, shrinkage cracking, reflective cracking, potholes, depression, rutting, and raveling. It provides details on the causes and fixes for each type of problem. Alligator cracking is caused by insufficient pavement structure or oxidation and requires a full-depth patch. Slippage cracks are caused by a poor bond between asphalt layers and need areas removed and patched. Shrinkage cracks are caused by aging and require crack sealing or an overlay. Reflective cracks can be sealed or require removing and replacing cracked layers. Potholes require full replacement patching and depressions may need asphalt removed and replaced or thin patching
Highway failure & their maintenance seminar reportBeing Deepak
This document provides an introduction to flexible pavement design and construction. It discusses the types of pavements including flexible, rigid, and composite. It also covers materials used like cement, aggregate, sand, and bitumen. Construction methods for bituminous roads are presented including mix types like premix and various laying techniques. Highway maintenance objectives and activities are defined.
Highway maintenance is the routine work needed to keep highways in safe and usable condition, and includes physical activities like sealing cracks and patching potholes as well as traffic services like removing snow and painting lines. Highway maintenance programs are designed to counteract the effects of weather, vandalism, plant growth, traffic wear, aging, material failures, and design flaws in order to protect investments in roads and maintain safety and economic benefits. Regular maintenance is required for all pavements as stresses from temperature, moisture, traffic, and earth movements constantly impact the road surface over time.
Design of rigid pavements. IRC method of design of rigid pavement. Transportation Engineering. Civil Engineering. Wheel loads on rigid pavement. Action of various stresses on rigid pavement. Highway engineering. How rigid pavements different from flexible pavements
This describes about causes, effects, types of pavement failure.
Failures in flexible pavements can be due to failure of its component layers which undergo distress due to various causes. Types of failures in flexible pavements and repair techniques are discussed.
The document discusses various types of pavement failures including flexible and rigid pavement failures. For flexible pavements, failures include surface deformation (rutting, corrugation, shoving), cracking (fatigue, transverse, longitudinal), disintegration (potholes, patches), and surface defects (raveling, bleeding). Common causes are poor soil, inferior materials, improper geometry, overloading, and environmental factors. Maintenance techniques to address failures include bituminous surface treatments, asphalt overlays, slurry seals, and crack sealing. For rigid pavements, failures discussed are spalling at joints, scaling of cement concrete, and shrinkage cracks.
Rigid pavements are constructed using cement concrete and rely on the rigidity and high modulus of elasticity of the concrete slab for load carrying capacity. They are usually provided in areas with adverse conditions like heavy rainfall, poor soil/drainage, or extreme climatic conditions. A rigid pavement consists of a concrete slab placed over a subgrade and optionally a sub-base/base. It includes joints to allow for stresses from temperature and moisture changes. Proper construction processes and quality control measures are required to ensure the designed performance of rigid pavements.
This document provides an overview of road and pavement systems. It discusses the history of road development from ancient footpaths and animal trails to modern roads incorporating asphalt and concrete. The key components of a pavement system including the embankment, subgrade, base, and pavement layers are described. Modern pavements are classified as either flexible (asphalt) or rigid (concrete), and their characteristics such as material properties, stress distribution, cracking behavior, and construction practices are compared.
Inelastic seismic response of single-story structure in hilly areas owing to ...IRJET Journal
This document summarizes a study that examines the inelastic seismic response of single-story reinforced concrete structures in hilly areas subjected to sloping ground and bidirectional ground motions. Three typical single-story structural models are developed with columns of varying heights due to slope angles of 15, 25, 35, and 45 degrees. The study analyzes the response of these structures both with and without beam-column joints. It also evaluates using a tuned liquid damper and masonry infill walls as mitigation techniques to reduce vibration and deformation from earthquakes. The conclusions of the study could help update seismic design code provisions for structures in hilly terrain.
Evaluation of rigid pavements by deflection approacheSAT Journals
This document discusses using the Benkelman Beam Deflection (BBD) technique to evaluate rigid pavements by measuring load transfer efficiency (LTE) across joints. The BBD technique involves using two Benkelman beams placed on adjacent slabs - one loaded and one unloaded - to measure deflections when a load passes over. LTE is calculated as the ratio of the unloaded slab deflection to loaded slab deflection. The document applies this method to a rigid pavement in Pune, India, finding LTE values ranging from 31-43% across slabs, with a characteristic LTE of 37.11%. It concludes the BBD technique can provide information on dowel bar performance in rigid pavements.
Minor Project on design and analysis of flexible pavement with cement treated...PrashannaKumar2
This document describes the different layers of flexible pavement and analyzes strains at critical locations. It includes:
1) A description of typical flexible pavement layers including surface course, binder course, base layer, sub-base layer, and subgrade.
2) An analysis of strains in flexible pavements with different base layers (granular base and cement treated base) under single wheel, dual wheel, and tandem axle loads using KENPAVE software.
3) The maximum tensile strains at the bottom of the surface course and maximum compressive strains at the top of the subgrade were identified as critical locations for fatigue cracking and rutting, respectively.
1. The document provides information about types of failures in flexible pavements, including subgrade failure, base course failure, and surface failure. It describes the causes and results of each type of failure.
2. Components of road pavement structures are defined, including the subgrade, sub-base, base course, and surface course.
3. Advantages and disadvantages of cement concrete roads are listed. Superelevation, or banking of roads, is described along with its objectives and advantages in allowing vehicles to safely navigate curved sections of road.
Bridge inspections are important to ensure public safety and proper bridge management. There are several types of inspections including inventory, annual condition, confirmatory, and detailed inspections. Inspections aim to identify defects in materials and components. Common bridge problems in Malaysia include corrosion and cracking in steel and concrete members, bearing issues, joint problems, scouring, vehicle impacts, and vegetation growth. Proper maintenance is needed to avoid more extensive repairs.
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology
An experimental study on durability of high strength self compacting concrete...eSAT Journals
Abstract The basic philosophy in the construction of every structure is it should perform its intended functions successfully through the expected and anticipated life time, irrespective of external exposure conditions. The ability of the concrete is to resist and withstand any environmental conditions that may result in early failure or severe damages and it is a major concern to the engineering professional. Out of all the deteriorating agents acid attack is one of the phenomena that plays a vital role in disintegrating concrete structures depending on the type and concentration of the acid. Certain acids are harmless. The present investigation focused on the effect of H2 So4 and HCL on High Strength Self Compacting Concrete. Keywords: Self Compacting Concrete, Durability, deterioration, Compressive strength, viscosity modifying agent, Workability
Methodology for Prevention and Repair of Cracks in BuildingGRD Journals
Cracks in building are a common occurrence. It affects the stability and appearance of buildings. So, it is important to understand the cause of cracks and the effective measures should be taken for prevention. Though cracks in concrete cannot be prevented entirely but they can be prevented by using proper material and technique of construction and considering criteria. Sometimes water penetrates through cracks in building and cause severe damage to building. There are many reason of occurrence of cracks like moisture, thermal movement, elastic deformation, chemical reaction, foundation movement, vegetation and earthquake. We all dream of a house structurally safe and aesthetically beautiful but it is not so easy. So, timely identification of such cracks and adopting preventive measures is essential. In this paper, we will discuss about the methodology for prevention and repair of cracks in building. This research paper also gives information about result of Rebound Hammer Test and Ultrasonic Pulse Velocity Test for determining strength of concrete. Because strength of concrete is also an influencing factor for repairing cracks in building. So, we can say if crack repair is assumed to be building of structure then this paper can be assumed as foundation of it.
Citation: Dimpy B. Patel, Bhagwan Mahavir College Of Engineering And Technology; Shyam Doshi ,Bhagwan Mahavir College Of Engineering And Technology; Kevina B. Patel ,Bhagwan Mahavir College Of Engineering And Technology; Kajal B. Patel ,Bhagwan Mahavir College Of Engineering And Technology; Pinal D. Mavani ,Bhagwan Mahavir College Of Engineering And Technology. "Methodology for Prevention and Repair of Cracks in Building." Global Research and Development Journal For Engineering 33 2018: 52 - 58.
This document discusses various types of pavement distress and maintenance. It begins by outlining different types of distress that can occur in flexible and rigid pavements such as alligator cracking, rutting, longitudinal cracking, and joint spalling. It then describes various maintenance activities like patching and overlaying to address these distresses. Evaluation methods like the Benkelman beam test are also covered. Strengthening techniques for pavements include different types of overlays to support increased loads. Proper design and construction of pavement layers is emphasized to prevent failures.
IRJET- Analysis of Integral Crystalline Waterproofing Technology for ConcreteIRJET Journal
This document analyzes the integral crystalline waterproofing technology used for concrete. It discusses how traditional external waterproofing methods like coatings deteriorate over time, while internal crystalline waterproofing provides a more durable solution by plugging pores and cracks with non-soluble crystal formations that become part of the concrete structure. The document then examines how crystalline admixtures use chemical diffusion and reaction to fill voids within the concrete through a pore-blocking mechanism. This integral waterproofing approach makes the concrete more impervious to water and chemical ingress compared to external membranes or coatings.
A Review on Progressive Collapse of the BridgeIRJET Journal
This document reviews progressive collapse of bridges. It begins with an abstract that defines progressive collapse as the failure of a larger structure due to the failure of a smaller part. It then discusses various causes of bridge collapses including natural factors like floods, scouring, and earthquakes, as well as human factors like design/construction errors, collisions, terrorist attacks, and lack of inspections. The objectives are to study different causes and structural phenomena of progressive collapse. The literature review summarizes several past studies analyzing progressive collapse through modeling and simulations. Factors like pier height, ground slope, and load impact values can influence collapse. The conclusion is that guidelines for progressive collapse of bridges are needed as loads and structures differ from buildings.
Comparative Study of RC Structures with Different Types of Infill Walls with ...IRJET Journal
This document presents a comparative study of RC structures with different types of infill walls, including conventional bricks, cement concrete blocks, hollow blocks, and lightweight bricks. Linear static analysis, nonlinear static pushover analysis, and soil-structure interaction analysis were performed to understand the effect of earthquake loading. The results, such as base shear, natural period, displacement, and pushover curves are compared to determine the most suitable infill material for seismic-prone zones. The analysis found that structures with lightweight brick infill walls performed better than those with other infill materials, experiencing lower base shear and displacements.
This document provides information on masonry arch bridges, including their load transfer mechanisms, failure modes, inspection and maintenance, and strengthening. Key points discussed include:
1. Masonry arch bridges make up a significant portion of bridge infrastructure globally and in India. Their structural behavior depends on load flow and material properties.
2. Failure can occur due to the formation of hinges or sliding. Dismantling requires a systematic approach to avoid unbalanced forces.
3. Inspection focuses on defects in the arch barrel, spandrel walls, and other elements. Maintenance includes drainage improvements, crack repair, and monitoring.
4. Assessment of load capacity considers the contributions of the arch ring as
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Study of failures on flexible pavements & problems on road usersShaik Asif Ahmed
This document summarizes a study on failures of flexible pavements and issues for road users. It describes the purpose of pavements to carry traffic smoothly and distribute loads to the subgrade. Common types of failures include cracking (alligator, longitudinal, transverse), surface deformations (rutting, shoving), and disintegration (potholes, patches). Cracking allows moisture infiltration and causes roughness. Surface defects like bleeding reduce skid resistance. Non-destructive testing methods like liquid penetration and visual inspection are used to detect failures. Causes of failures include heavy traffic, low maintenance, use of low quality materials, and overloading of trucks. Proper control of vehicle loads and regular maintenance are needed to prevent damages and
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"Pavement failures and their Maintenance" Technical Seminar report
1. C T Akshay Kumar – 1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology Page 1
Chapter 1
Introduction
1.1 Pavement
A pavement is the durable surface material laid down on an area intended to sustain vehicular
traffic, such as a road or walkway. A pavement is designed to support the wheel loads
imposed on it from traffic moving over it.
It should be strong enough to resist the stresses imposed on it and should have sufficient
thickness to distribute the stresses on the subgrade safely. Pavements should have the
following desirable characteristics –
1. It should be structurally strong and have sufficient thickness to withstand the stresses
imposed on it and distribute the loads safely to the subgrade. The pavement should have
long life and its maintenance cost is low.
2. Its surface should be hard to resist the abrasive action of wheels. It should provide safe
riding quality to the road users. It should develop low frictional resistance to reduce the
energy consumption. The surface of the pavement should have adequate roughness to
prevent he skidding of vehicles
3. The surface should be impervious so that water does not percolate into the lower layers
and subgrade and cause deterioration.
1.2 Pavement structure
The structural design of the pavement is done by considering the various factors like traffic,
soil type, drainage, climatic and environmental factors and the desirable design life.
The pavement structure consists of layers of selected superior pavement materials laid over a
prepared soil subgrade. Each layer is laid evenly and compacted over a well-compacted
subgrade to serve as a highway pavement. The compacted soil subgrade and the pavement
layers form the pavement structure.
Pavement structure consists of the following layers
1. Soil subgrade – is a layer of natural soil prepared to receive the loads from the the layers
of pavement materials.
2. Sub-base course – is constructed over the subgrade. It is made up of soils which are of
superior than subgrade soil (gravel, moorum, etc). Its function is to act as drainage layer
and support the base coarse to distribute the loads.
2. C T Akshay Kumar – 1BI15CV041
Department of Civil Engineering, Bangalore Institute of
3. Base course – is constructed over sub
It is the structural member of the pavement and helps in distributing the wheel
4. Surface course – is the topmost layer. It is made up of superior quality aggregates and
binder to resist abrasive action of traffic, prevent percolation of water into the pavement
and provide skid resistant, smooth and uniform driving surface.
1.3 Types of pavement
1. Flexible pavements – are those which have a low or negligible flexural strength and
flexible in their structural action of loads.
pavements.
2. Rigid pavements – are those which possess high flexural strength. They are also called as
Cement Concrete pavements.
Fig 1.2 Cross section of Flexible and Rigid Pavement
1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology
is constructed over sub-base and is made up of crushed stones with binder.
It is the structural member of the pavement and helps in distributing the wheel
is the topmost layer. It is made up of superior quality aggregates and
binder to resist abrasive action of traffic, prevent percolation of water into the pavement
and provide skid resistant, smooth and uniform driving surface.
Fig 1.1 – Pavement structure
are those which have a low or negligible flexural strength and
flexible in their structural action of loads. They are also called as Bituminous Concrete
are those which possess high flexural strength. They are also called as
Cement Concrete pavements.
Fig 1.2 Cross section of Flexible and Rigid Pavement
Seminar Report
Page 2
base and is made up of crushed stones with binder.
It is the structural member of the pavement and helps in distributing the wheel loads.
is the topmost layer. It is made up of superior quality aggregates and
binder to resist abrasive action of traffic, prevent percolation of water into the pavement
are those which have a low or negligible flexural strength and
They are also called as Bituminous Concrete
are those which possess high flexural strength. They are also called as
3. C T Akshay Kumar – 1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology Page 3
Table 1.1 – Differences between Flexible and Rigid pavement
Sl.No. Flexible Pavement Rigid Pavement
1. A flexible pavement consists of a thin
wearing course built over a base course
and sub-base course resting upon o
compacted subgrade.
A rigid pavement consists of a cement
concrete slab (Pavement quality concrete
over Dry Lean Concrete) built over sub-
base course and subgrade.
2. It has negligible or low flexural
strength.
It has high flexural strength compared to
flexible pavement.
3. The load distribution is by grain to
grain contact.
The load distribution is by beam action.
4. Its stability depends upon aggregate
interlock, friction and cohesion.
Its stability is provided by pavement slab
by beam action.
5. Its design depends upon the strength of
subgrade.
Its design depends upon the flexural
strength of concrete.
6. Design life is 10 – 15 years. Design life is 30 – 40 years.
7. Initial cost of construction is less but
maintenance is regular and costly.
Initial cost of construction is high but
maintenance cost is less.
8. It is suited for staged construction. It
can be opened to traffic immediately
after construction.
It is not suited for staged construction. It
requires 28 days of curing before opening
to the traffic.
1.4 Types of pavement failures
1. Cracking
2. Potholes
3. Rutting
4. Shoving
5. Raveling
6. Bleeding
4. C T Akshay Kumar – 1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology Page 4
Chapter 2
Cracking
Cracking occurring in flexible pavements can be classified into three types, i.e. surface
cracks, fatigue cracks and others. Surfacing cracks are associated with the aging and
deterioration of the surface bituminous layer due to shrinking and hardening of the
bituminous binder with a loss of volatiles. These cracks are in general not load- related.
Fatigue cracks (commonly called alligator or crocodile cracks) are a series of interconnected
cracks in a chicken-wire pattern. The cracks are caused by traffic loading, occur only in
wheel-paths and are often associated with deformation. Early signs of fatigue cracks are fine
parallel longitudinal cracks in the wheel-path. Other types of cracks in flexible pavements are
longitudinal, edge, transverse, reflection and stabilization cracks.
2.1 Types of Cracking
1. Alligator cracking
2. Block cracking
3. Longitudinal cracking
4. Transverse cracking
5. Reflection cracking
2.2 Alligator cracking
Alligator cracks are also called as map cracking or crocodile cracking. This is a fatigue
failure caused in the asphalt concrete. A series of interconnected cracks are observed due to
such distress. Repeated loading and stress concentration will help the individual cracks to get
connected. This looks like a chicken wire or similar to the alligator skin. This cracking is load
associated structural failure. This cracking is observed in areas that have repeated traffic
loading. Alligator cracking is one of the major structural distress. This distress is later
accompanied by rutting. The failure can be due to weakness in the surface, base or sub grade;
a surface or base that is too thin; poor drainage or the combination of all three.
5. C T Akshay Kumar – 1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology Page 5
Fig 2.1 Alligator cracking
2.3 Block cracking
It is caused mainly due to the shrinkage of the asphalt pavement due to inability of the binder
to expand and contract with temperature changes. It is also called as thermal cracking. It is
not load associated, but loads can increase the severity of cracks. Block cracking has cracks
in well-defined rectangular shapes. Block cracks divide the asphalt surface into
approximately rectangular pieces. The blocks range in size from approximately 0.1 to 10m².
The occurrence of block cracking usually indicates that the asphalt has hardened
significantly. Block cracking normally occurs over a large portion of pavement area, but
sometimes will occur only in non-traffic areas.
Fig 2.2 Block cracking
6. C T Akshay Kumar – 1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology Page 6
2.3 Longitudinal and Transverse cracking
These are cracks are parallel to the pavement centerline. They are caused by shrinkage of
asphalt surface due to low temperature. These can be a result of pavement fatigue, reflective
cracking, or poor joint construction.
Fig 2.3 Longitudinal cracking Fig 2.4 Transverse cracking
2.4 Reflection cracking
It is caused by differential movement across the underlying crack or joint. These cracks are
found in flexible pavement overlay over a rigid pavement (i.e., asphalt over concrete). They
occur directly over the underlying rigid pavement joints.
Fig 2.5 Reflection cracking
7. C T Akshay Kumar – 1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology Page 7
2.6 Remedial measures for Cracking
1. A thin (150 to 300 mm) strip of geo-textile can be applied on the crack.
2. Cracking can be sealed by application of a membrane of Polymer modified bitumen
(PMB).
3. Less sever surface cracking can be addressed with the application of a rejuvenator to the
surface.
4. Extensive and severe surface cracking can be rectified by removal and replacement of the
defective portion of the layer. A tack coat and a new layer of bituminous concrete is
applied and well compacted.
Fig 2.6 Repairing cracks
8. C T Akshay Kumar – 1BI15CV041
Department of Civil Engineering, Bangalore Institute of
Potholes are small, bowl-shaped depressions developed on the surface of the flexible
pavement. They generally have sharp edges and vertical sides near the top of the hole.
penetrate all the way through the asphalt layer down to the base course. Pothol
result of moisture infiltration, stagnation of water and usually the end result of untreated
alligator cracking. As alligator cracking becomes severe, the interconnected cracks create
small chunks of pavement, which can be dislodged as vehicles
remaining hole after the pavement chunk is dislodged is called a pothole.
fatigue is the main reason behind the formation of potholes. The occurrence of fatigue
cracking will interlock to form alligator cracking. These chu
the pavement will become loose and will be picked out under continuous loading and
stresses. This will leave a pothole on the pavement.
Fig 3.1 Formation of Pothole
In cold temperatures, the water trapped in the pothole
action that leads to additional stresses and crack propagation.
distress grows resulting in the continuous removal of pavement chunks. Water entrapped will
increase this rate of expansion of distress. The pothole can expand to several feet in width.
They don’t develop too much in depth. The vehicle tires
1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology
Chapter 3
Potholes
shaped depressions developed on the surface of the flexible
They generally have sharp edges and vertical sides near the top of the hole.
penetrate all the way through the asphalt layer down to the base course. Pothol
result of moisture infiltration, stagnation of water and usually the end result of untreated
alligator cracking. As alligator cracking becomes severe, the interconnected cracks create
small chunks of pavement, which can be dislodged as vehicles drive over them. The
remaining hole after the pavement chunk is dislodged is called a pothole. The pavement
fatigue is the main reason behind the formation of potholes. The occurrence of fatigue
cracking will interlock to form alligator cracking. These chunks between the cracks formed in
the pavement will become loose and will be picked out under continuous loading and
stresses. This will leave a pothole on the pavement.
Fig 3.1 Formation of Pothole
In cold temperatures, the water trapped in the pothole will carry out the freezing and thawing
action that leads to additional stresses and crack propagation. Once the pothole is formed, the
distress grows resulting in the continuous removal of pavement chunks. Water entrapped will
ion of distress. The pothole can expand to several feet in width.
They don’t develop too much in depth. The vehicle tires get damaged due to large potholes.
Seminar Report
Page 8
shaped depressions developed on the surface of the flexible
They generally have sharp edges and vertical sides near the top of the hole. They
penetrate all the way through the asphalt layer down to the base course. Potholes are the
result of moisture infiltration, stagnation of water and usually the end result of untreated
alligator cracking. As alligator cracking becomes severe, the interconnected cracks create
drive over them. The
The pavement
fatigue is the main reason behind the formation of potholes. The occurrence of fatigue
nks between the cracks formed in
the pavement will become loose and will be picked out under continuous loading and
will carry out the freezing and thawing
Once the pothole is formed, the
distress grows resulting in the continuous removal of pavement chunks. Water entrapped will
ion of distress. The pothole can expand to several feet in width.
damaged due to large potholes.
9. C T Akshay Kumar – 1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology Page 9
3.1 Causes
1. Severe and untreated alligator cracking leads to formation of potholes.
2. Water infiltration and water stagnation leads to potholes.
3. Water in the voids freezes in cold temperature and thawing action leads to formation of
cracks which finally leads to formation of potholes.
4. Segregation of bituminous mix during laying and lack of bond between surface sourse
and base course.
5. Insufficient bitumen content at some locations on the surface course.
Fig 3.1 Potholes
10. C T Akshay Kumar – 1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology Page 10
3.2 Remedial measures for Pot holes
1. Pot holes can be rectified by patching the entire depth of the pot hole. Bituminous
pavement adjoining the pothole also gets deteriorated and develops cracks.
2. The weak material around the pothole is removed before patch work. Rectangular area
adjoining the pot hole is cut to a maximum depth of pot hole.
3. Tack coat is sprayed over the area. Then the pot hole is filled with a mix of aggregates
and binder.
4. It is then compacted. A resurfacing course is also laid to provide smooth riding surface.
Fig 3.2 Filling a pothole
11. C T Akshay Kumar – 1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology Page 11
Chapter 4
Rutting
Rutting is the longitudinal deformation or depression of the pavement surface along the
wheel paths of heavy vehicles. Longitudinal ruts in asphalt pavements are channelized
depressions in the wheel-tracks. Longitudinal ruts are formed due to the repeated application
of heavy loads along the same wheel path resulting in permanent deformation of the
pavement layers and also subgrade. Shallow ruts are caused due to consolidation or
deformation of the surface coarse, insufficient pavement thickness, weak asphalt mixes, or
moisture infiltration.
Fig 4.1 Formation of Ruts
Rutting can occur on the surface as well as on the subgrade. If rutting is accompanied by
heaving along the pavement edges, it is a clear indication of weak pavement with respect to
present wheel loads and that shear failure has taken place in the pavement layers.
4.1 Causes
1. Rutting is caused due to inadequate stability of subgrade or sub-base or base course.
2. Inadequate compaction of subgrade or any of the pavement layers leads to rutting.
3. Channelized movement of heavy vehicles causes significant vertical strain on the
subgrade. This leads to formation of ruts.
4. Improper design of bituminous mix and inadequate thickness of flexible pavement leads
to rutting mechanism.
12. C T Akshay Kumar – 1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology Page 12
Fig 4.2 Rutting
4.2 Remedial measures for Rutting
1. The affected area is cleaned and tack coat is applied covering the rut.
2. Then the ruts are filled using dense graded or open graded pre–mix.
3. Finally a seal coat is applied and the surface. A thin bituminous resurfacing is provided to
achieve good riding quality.
13. C T Akshay Kumar – 1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology Page 13
Fig 4.3 Filling the ruts
14. C T Akshay Kumar – 1BI15CV041
Department of Civil Engineering, Bangalore Institute of
Shoving is the formation of ripples or the longitudinal displacement of localized areas across
a pavement caused by shear forces induced by traffic loading. A form of plastic movement
that is seen in the form of the wave is called as shoving distress. Thes
perpendicular to the direction of the traffic. Shoving occurs at locations having severe
horizontal stresses, such as at intersections. It is caused by excess asphalt content, high
quantity of fine aggregate, presence of rounded aggregate, o
Fig 5.1 Formation of Shoving distress
5.1 Causes
1. An unstable (i.e. low stiffness) bituminous layer or high binder content
distress.
2. Shoving is caused by mix contamination, poor mix design and poor binder
manufacturing,
3. Excessive moisture in the subgrade or weak granular sub
4. Presence of rounded aggregates
1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology
Chapter 5
Shoving
Shoving is the formation of ripples or the longitudinal displacement of localized areas across
a pavement caused by shear forces induced by traffic loading. A form of plastic movement
that is seen in the form of the wave is called as shoving distress. These are observed
perpendicular to the direction of the traffic. Shoving occurs at locations having severe
horizontal stresses, such as at intersections. It is caused by excess asphalt content, high
quantity of fine aggregate, presence of rounded aggregate, or a weak granular base.
Fig 5.1 Formation of Shoving distress
An unstable (i.e. low stiffness) bituminous layer or high binder content leads to shoving
aused by mix contamination, poor mix design and poor binder
Excessive moisture in the subgrade or weak granular sub-base.
Presence of rounded aggregates in the bituminous mix leads to shoving.
Seminar Report
Page 14
Shoving is the formation of ripples or the longitudinal displacement of localized areas across
a pavement caused by shear forces induced by traffic loading. A form of plastic movement
e are observed
perpendicular to the direction of the traffic. Shoving occurs at locations having severe
horizontal stresses, such as at intersections. It is caused by excess asphalt content, high
r a weak granular base.
leads to shoving
aused by mix contamination, poor mix design and poor binder
15. C T Akshay Kumar – 1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology Page 15
Fig 5.2 Shoving
5.2 Remedial measures for Shoving
1. Shoving can be rectified by partial or full depth patch work.
2. The surface is first cleaned and then a tack coat is applied.
3. The affected area is then filled with aggregates and bituminous mix.
4. A seal coat is applied and a resurfacing course is applied.
Fig 5.3 Repairing Shoving Distress
16. C T Akshay Kumar – 1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology Page 16
Chapter 6
Raveling
Raveling (or aggregate loss) is the process where the aggregate particles are dislodged from
the pavement surface where the asphalt binder is removed. Raveling is caused by the abrasive
action of traffic, low binder content, and construction during wet weather, delayed rolling or
over heating of the bituminous mix.
Fig 6.1 Early stages of raveling – Loss of fine aggregate
In premixed bituminous surfacing, progressive disintegration of the surface may occur due to
bitumen binder failing to bind the aggregates. This results in the aggregates of the surface
getting gradually loosened from the surface due to moving traffic. Initially the fines are
removed from the matrix followed by coarse aggregates.
6.1 Causes
1. Raveling is caused due to construction during wet weather conditions leading to improper
coating of the aggregates by the bitumen binder or stripping of binder from the
aggregates.
2. Delayed rolling after the bituminous mix has cooled down resulting in porous surface due
to inadequate densification of the layer.
3. Insufficient binder content in the mix and improper gradation of the aggregates or
segregation of the mix during laying leads to raveling.
17. C T Akshay Kumar – 1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology Page 17
Fig 6.2 Raveling
6.2 Remedial measures for Raveling
1. If the raveling is in the initial stage, the surface is cleaned, the loose particles are removed
and a seal coat is applied.
2. For severe raveling conditions, first the surface is cleaned and a tack coat is applied. This
is followed by applying a resurfacing course of bituminous premix of required thickness.
Fig 6.3 Repairing raveling
18. C T Akshay Kumar – 1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology Page 18
Chapter 7
Bleeding
Bleeding is the condition where a film of bituminous binder is present on the surface which
creates a shiny, reflective surface which may be tacky in hot weather. It is caused by high
asphalt content, low air void content, using an asphalt cement with too low a viscosity (too
flow able), too heavy a prime or tack coat, or an improperly applied seal coat.
Bleeding reduces the skid resistance of the pavement with affects the safety of the road users.
The filling of asphalt binder into the aggregate voids during hot weather conditions and their
expansion in later situations will result in bleeding.
Bleeding occurs more often in hot weather when the asphalt cement is less viscous (more
flow able) and the traffic forces the asphalt to the surface. As the process of bleeding cannot
be reverted in cold temperatures, they remain on the top of the pavement as such.
The surface then develops low skid resistance and reduces the safety of vehicles moving over
them. The layer will have bubbles which are seen as blisters. The asphalt binder formed will
be sticky in nature.
7.1 Causes
1. Excessive asphalt binder in the mix or using binder with low viscosity leads to bleeding
of the pavement.
2. Excessive application of the binder during surface treatment (prime coat or tack coat)
causes bleeding.
3. Improper application of the seal coat cause bleeding of pavement.
4. Low air voids ratio or no adequate voids for the bitumen to penetrate causes bleeding.
19. C T Akshay Kumar – 1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology Page 19
Fig 7.1 Bleeding
7.2 Remedial measures for Bleeding
1. Minor bleeding can be corrected by applying coarse sand to blot up the excess asphalt
binder.
2. Major bleeding can be corrected by cutting off excess asphalt with a motor grader or
removing it with a heater planer. This is followed by a resurfacing.
20. C T Akshay Kumar – 1BI15CV041 Seminar Report
Department of Civil Engineering, Bangalore Institute of Technology Page 20
References
1. S K Khanna, C E G Justo, A Veeraragavan “Highway Engineering” revised 10th
edition
2. Al-Mustansiryah University, Faculty of Engineering, Department of Highways and
Transportation Engineering, “Highway Maintenance Course” (2015-2016).
3. Zulufqar Bin Rashid, Dr. Rakesh Gupta “Study of defects in Flexible Pavement and its
Maintenance” Volume 15, Issue 2 (Ver. II) Mar. - Apr. 2018
4. Sharad.S.Adlinge, Prof.A.K.Gupta “Pavement Deterioration and its Causes”
5. Surajo Abubakar Wada “Bituminous Pavement Failures” Volume 6, Issue 2, (Part - 4)
February 2016