Professional Documents
Culture Documents
Recognizing the transport problems, the Government resorted to low cost alternatives. One
such alternative is the asphalt overlay of the existing pavements. Existing pavements may be
improved by overlaying with asphalt surfacing or with a combination of asphalt surfacing and
asphalt base. Under some conditions a high quality non-asphalt base may be included in the
overlay. Overlay may be considered in two categories:
1. To provide smooth, skid and water resistant surfaces or to make improvements in grade or
cross-section.
2. To strengthen existing pavements to handle heavier loads or increase traffic
In the first case, the overlay is usually constructed entirely of asphalt concrete and the
design thickness is determined by factors other than an increase in pavement strength.
In the second case, where increased strength is required, the design procedure is based on
the concept that the old and new layers will form a composite pavement structure having the
strength and performance characteristics necessary for the condition.
For many types of defects in rigid pavements, an asphalt overlay is the most effective and
economical treatment. Asphalt overlays are used to restore distorted pavements to smoothness and
salvage and strengthen disintegrating pavements. Slippery pavements can be made skid resistant
with proper asphalt overlays. Generally this type of correction is considered construction rather
than maintenance. However, overlays can be used for short stretches as a maintenance operation.
Cracks 13mm (1/2 in) or more in width are usually sealed with an asphalt mix. Broken
areas of pavement should be removed and patched with asphalt concrete. Slabs or portion of slab
that have settled, or slabs where pumping is evident should be undersealed with asphalt. If the slab
is broken to the point where it cannot be undersealed, it should be further broken into pieces less
than 0.3m (12 in) in diameter, rolled and sealed with a heavy pneumatic roller then covered with
an asphalt leveling course. If breaking the slab into smaller pieces is impractical, it should be
rolled with a heavy proof roller before being covered with an asphalt leveling course. When the
pavement has pre-molded joints, these should be cleaned out to prevent bumps in the new asphalt
surface
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To minimize crack reflection, the total thickness of an asphalt overlay on rigid-type
pavements should be at least 115 mm (4-1/2 in.) Additional thickness may be required to provide
adequate strength to the composite pavement structure.
Overlays implementing the crack relief concept require three layers. First, the crack-relief
layer ( an open-graded mix), then a dense graded intermediate or leveling course ( ASTM D3515)
that will cover the open graded mix to provide a smooth foundation for the surface course, then a
conventional surface course.
As part of the design process, a comprehensive evaluation of the existing pavement must be
made, including pavement condition survey, nondestructive deflection testing, and in-situ material
evaluation.
The condition survey should identify the type, extent, and severity of pavement distress.
These distresses are described in figures 1.1 and 1.2. The pavement is divided into survey sections
base on the differences in design, construction, traffic and location. For small projects, the entire
length of each section should be surveyed. For larger projects, each section may be divided into
sample units consisting of about 10 to 20 slabs. Sample units from each section are then randomly
selected. The use of 25 to 50% of the sample is recommended. The exact sampling frequency
should be based on site conditions. For each sample unit, the type, severity and extent of distress
are recorded. For high severity distress, the cause of distress should be identified and corrective
measures taken prior to the overlay.
The need for deflection testing is based on site conditions and the information obtained
from the condition survey. If the condition survey indicates the existence of, or potential for, load-
associated distress, then deflection testing should be conducted to determine the severity of the
problem. Deflection measurements should be taken at joints and cracks to determine if loss of
support exists and if load transfer across the joints and crack is adequate. The test should be
performed using a NDT devise that delivers an 8000 to 10,000 lb (356 to 445 KN) load to the
pavement. The use of lighter loads is not recommended
TESTING OF DRILLED CORES FROM AN ASPHALT PAVEMENT
Significance and Use shall represent 100 LM of the asphalt
pavement. Averaging of the thickness
Core tests determine the thickness and and density of the cores should not be
density of compacted asphalt pavement. done.
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Construction Methods
Embankment
1. Controlled Density Method - The material for the embankment shall be deposited and
spread in layers not more than 225 mm in depth, loose measure, and extending to the full
width of the embankment
2. Twelve –inch Layer Method – The material shall be deposited and spread in layers not
more than 300mm in depth, loose measure, parallel to the finished grade, and extending to
the full width of the embankment
3. Rock embankment - The shattered rock obtained in rock cuts shall be deposited on the fill
and push over the end of the fill by means of bulldozers. This method shall not be used in
fills less than 1.2m in depth and in no case, shall the rock embankment be placed within
600mm of the earth grade.
4. Hydraulic Fill Method - The material shall be taken from borrow locations and shall be
deposited as to form the grade and cross-section, and shall be thoroughly compacted.
5. Methods of Treatment of Peat Marshes - Embankment construction across peat marshes
consists of total or partial excavation of the peat using power shovels which is usually
carried on in conjunction with backfilling of the peat areas.
6. Placing and Removing Surcharge - Where unsuitable material is present under the
embankment, corrective work consists of placing a surcharge constructed to the full width
of the road bed. The surcharge shall remain in place until the embankment has reached
stability or the required settlement has taken place.
7. Hydraulic Consolidation - This involves the introduction of water into embankments to
accelerate consolidation.
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