PAVEMENT DISTRESS WITH OTHER ROAD DAMAGE STUDY

REVIEWED BY MUHSINAH BINTI MAHATHIR

Bachelor of Civil Engineering, Faculty of Civil and Environmental Engineering, University
of Tun Hussein Onn, Johore, Malaysia
___________________________________________________________________________
Abstract— Pavement design in civil engineering disciplines uses engineering techniques to
design and maintain pavements in both flexible and rigid pavements. Proper maintenance is a
must for pavement even it is well designed in order to prevent problems in a future like distress
happened. Sometimes even road repair had been done, but due to drainage system that not
efficient had led to damage pavement structure. The study on pavement distress must be done
in order to know the condition or any severity of the pavement condition. In particular, these
studies present pavement distress study majorly and also other road damage study on damaging
effects of dynamic axle loads and non-pragmatic data collection in several countries in the
world including Malaysia, Indonesia, India and Pakistan.
__________________________________________________________________________
I. INTRODUCTION peatland especially Palangka Raya.
According to them, peatland is not suitable
to constructing road above of it. Although
Pavement design in civil engineering
road repair had been done but the damage is
disciplines uses engineering techniques to
almost still occurred. This was due to the
design and maintain pavements in both
rain that falls on the surfaces of road
flexible and rigid pavements. Proper
pavement does not flow into the drainage
maintenance is a must for pavement even it
channel in the vicinity due to channels lead
is well designed in order to prevent
to water flooded the edge of the road and
problems in a future like distress happened.
entrance through the cracks. Pavement
This paper is a review paper on road
failure in Palangka Raya happened because
damage particularly pavement distress
of several factors such water problems,
globally and also review about damaging
traffic, the condition of the subgrade,
effects of dynamic axle loads and also non-
climate, the material is not good and
pragmatic data collection for road.
problem of compaction. The study located
at Bukit Kemunting street at Palangka Raya
II. LITERATURE REVIEW city, central Kalimantan, Indonesia with
road length 3500m and width 8m. The
condition of peatland represents damaged
Fatma et. al (2015) worked to road on peatland. Researchers were done
investigated a study about types of road data collection method by quantitative in
pavement damage for road on peatland, a site & secondary data of soil from several
study case in Palangka Raya, central researchers. By traffic observation done,
Kalimantan, Indonesia. Study aimed to they found that overloading of load vehicles
classified type of pavement for road on also contribute to road damage. The finding
by the researcher based on data collected on
Jalan Bukit Kemunting by observation in
field of measurement and visual of
damaged in Palangka Raya are depressions,
hair cracks, edge cracks, ravelling, alligator
cracks, potholes. Although road report was
done but damage still occur due to rain that
falls on surface of road pavement does not
flow into the drainage channel in the
vicinity due to the elevation of the road and
the land next to the road that do not allow
rainwater to flow into drainage channels
lead to water flooded the edge of the road
and entrance through the cracks are
beginning to occur and the more severe
because it is not addressed immediately. It
was also found that the factors causing
damaged are environmental conditions
around such local factors concerning the
state of the pitch and climatic influences the
state of load carrying capacity of the land
and lastly due to weather condition there.
The author suggested to design road that
consider the factors that affect the road
damage and to consider the factors that
affect the road damages and overloading of
vehicles. They also found that type of
damages can be major 3 types of damaged
such as a) type of cracks; b) type of
disintegration, dominated by potholes, this
one is began in the form of ravelling; and c)
type of depression, it is beginning with the
deformation. The author also claimed that
several maintenance project has been done
to improve the road condition.
Neero, Thangmuansang and
Nungleppam (2013) through their research
paper studied about pavement distress on
20 km length NH-52A starting from Nirjuli
to Itanagar by visual inspection due to
limited facilities present in Department of
Civil Engineering NERIST. 50 important
locations of 400 intervals in the highway
were selected. From observation, author
found that the pavement distress present in
the highway are potholes, alligator cracks
followed by ravelling and edge failure and
for all value of that distress is in maximum
limit. Other important issues found by them
is that the most needed treatment for the
road is overlay, patching and shoulder
improvement. It also having problem from
site drainage that were not maintained,
cleaned and not even absent certain places
of NH 52A. The study was done at National
Highway 52A (NH-52A) starts from
Bandardewa Arunachal Pradesh and ends at
Gohpur Assam and the highway is in 57 km
long. The method used are visual
inspection/investigation of the different
pavement distress found at NH52 A from
Nirjuli to Itanagar. Measurement were
made for length, size and depth of distresses
found in highway. They divided total study
into 3 days which is each day
approximately 7 km of survey pavement
distress done at 50 important locations after
divide selected length (20 km) of highway
into 400 m stretch interval. Photographs of
study done on NH 52 A. The study found
that most commonly found pavement
distress were potholes, alligator cracks
followed by ravelling and edge failure. The
average depth of pot holes found in NH-
52A is 90-100 mm deep and the deepest
potholes found being 300 mm. Other than
that, they also observed bleeding absent
along highway shows binder content is very
much below the required amount. Stripping
present also because of heavy rainfall and
implementation of poor mix design of
bituminous mix. Poor or even absent
drainage caused stripping in some spots
causing deep holes and large edge cracks.
The researchers recommended immediate
repair and maintenance is required either
overlay or resurfacing and they also
suggested before implementation in field,
simultaneously mix design of selected mix
should be analysed at the laboratory if
possible. Lastly, all materials should be up
to the standard recommended by the station. The research by them done by
MoRTH. making observation on service station
underlain the expensive clay in the
Khan et.al (2013) conducted a study
Metropolitan Houstan Area. The purposed
on a road by light of a survey where located
of study conducted by them were to (a)
at a section of GT Road from Taxila to
evaluate the possible cause(s) of pavement
Gujar Khan (north N-5. Light surveyed
distress, and (b) recommend repair
made on the road and the distresses found
techniques that would minimize distress of
had discussed. Researches done this study
the pavement. The problem statement on
carried out by Group in three steps. The first
their research is about Texaco Service
step is the literature study for having
Station located in the Metropolitan Houstan
information about Flexible Pavement
Area has experienced pavement distress
Distress section and classification was
problem that caused in joint spalling and
carried out. Step 2 involving different
cracking within the concrete paving. They
repost giving details of flexible pavement
also claimed that primary causes of the
distresses commonly observed on roads
pavement distress at the project site include
were studied. Seventeen number distresses
1) Misuse of the pavement structure at the
causes of their development and best
5- and 6-inch concrete areas, (2) Subsurface
possible remedies for their healing have
drainage inadequacies, high perched water
been studied. Step 3 a 70 km long stretch of
table at several areas, (3) excessive amount
GT Road (N-05, from Gujar Khan to Taxila
of expansion joints and poor joint sealed
Bypass) was visited by the team and the
condition. (4) The presence of sand and
road stretches exhibiting these distresses
clay mix in the fill soils, and (5) Insufficient
along-with road location, road geometry,
pavement thickness. They went to site visit
climate of this area and linear plan of the
in three categories which are a)
road. The selected road portion passes
Observations of the Problematic Areas, (b)
through Rawalpindi and Islamabad which
Pavement Condition Evaluating and (c)
have a typical version of humid subtropical
Concrete Pavement Joint Survey. Method
climate, with hot summers accompanied by
done by them is by conducting site visits,
a monsoon season followed by fairly cold
performing a traffic study, performing non-
winters. From the study, the team found
destructive tests (rebar location evaluation)
that road was found to be constructed in
and destructive tests, coring, drilling,
different times because some stretches
sampling testing of the concrete and
which are very old, are in very poor
subgrade soils in the paving area. The
condition. They presented distresses
findings of this research from site visits
observed that were visible on the road
found start with observation of the
surfaces by photograph. Example of
Problematic Areas showed that concrete
pavement distress found were fatigue
paving at Area II (7-inch thick concrete)
(alligator) cracking, bleeding, block
indicate an expansion joint with missing
cracking, depression, joint reflection
joint sealant and deteriorated wooden insert
cracking, longitudinal cracking, patching,
located to the southeast of the RV service
polished aggregate, potholes and ravelling,
islands. Next, pavement condition
slippage cracking, stripping and transverse
Evaluating a lot of pavement distress type
thermal cracking.
present at site location such as crazing,
Hsienjen and David had done case settling, faulting joint and etc. From
study of the pavement distress at a service concrete pavement joint survey, two
different concrete joints at the project site
were identified which are expansion and
control joints. Site reconnaissance
conducted by them found two different
concrete joints at the project site which
were expansion and control joints.
According to researchers, its indicated there
are a lot of expansion joints being used in
the project and they recommended designer
to be cautioned of expansion joints in
project area because it should be kept to the
absolute minimum necessary to prevent
excessive stress in or distortion of the
pavement. Deteriorate joint inserts or poor-
maintained joint sealing were cause water
seeping into the subgrade materials and
results in fines loss under the concrete
pavement. Next, from field explorations,
researchers found that subgrade soil
consists of soft to very stiff, non to
moderately expansive fill lean clays, or
mixture of lean clay and sand fill materials
from the surface to the depth 3-4 ft. From
the study, researchers found that the reasons
for pavement distress happened are due to
structure misuse (overloading), inadequate
design, improper construction practise,
using the wrong or inappropriate materials
in construction, poor drainage at some
locations around the parking lot and
driveways were observed during the site
visits. The author recommended repair
techniques by improving the drainage
system, increase the pavement thickness,
resealing joints, sealing cracks, repairing
spalled joints and correcting faulted joints.
Mohammed and Srinivasa (2016)
studied on pavement distress road condition
evaluating using rolling straight edge. The
research by them aimed to develop an
effective method to evaluate asphalt
concrete and cement concrete pavement
distress in Hyberabad by using Pavement
Condition Index (PCI) together with rolling
straight edge. ASTM D6433-2007 used as
for evaluating type and severity of surface
distressed selected stretches of pavement in
Hyberabad. Because proven to be labour
extensive and very time consuming, they
used Rolling Straight Edge that fabricated
which can quickly be accessing the surface
condition of a road or a particular pavement
surface irregularity. Indices of PCI and SD
values are correlated and the relationship
can be used to determine road roughness
values and can used to track the
performance of pavement and the rate of the
changes in deterioration over a period of
time. According to them, commonly known
causes of distress and failures in rigid
pavement are temperature variation across
the depth of the slab, moisture changes in
supporting granular layers, traffic induced
stress, poor quality of material and
construction defects. This research
conducted at 18m sections are considered
for inspection. The concept of PCI method
is the same but only minor variation. The
Portland cement concrete pavement which
is selected is divided into 6slabs/ section
along the road way. The statistical analysis
is also done for the selected two roads and
the average of the PCI values and standard
deviation values and covariance value
related to the two different roads and found
for flexible PCI value are 0.729 and 0.702
and RMSE value is 0.718. For rigid, they
found the value for PCI is 0.719 and 0.643
and for RMSE is 0.731. Lastly, they
concluded that PCI value for Karwan road
is 50, therefore according to PCI rating
index and form the graph 5.2 the Karwan
road condition is ‘POOR’ the maintenance
are surface treatment and seal premix
carpet. For Ramanthapur is satisfactory and
they recommended surface treatment, for
sealing and chip seal. Lastly, for Osmania
University they found fair and
recommended for surface treatment and
slurry seal and premix carpet.
Sharad and A.K Gupta (2015), were
studied on pavement deterioration and its
causes. Their research aimed to evaluate
possible causes of pavement distress and to
recommend remedies to minimize distress
of the pavement. Their paper was described
lessons learnt from pavement failures and
problems experienced during the last few
years on a number of projects in India.
According to them, application of
correcting in the existing surface will
enhance the life of maintenance works and
also straightening layer. Three parameter
they have done are unevenness index,
pavement cracking and rutting are
considered while other distress have been
omitted while for preservation which will
help in enhancing the life and delaying of
its failure. From the research, they found
that types of pavement deterioration have
four major categories of common asphalt
pavement surface distress such as cracking
(fatigue, longitudinal, transverse) surface
deformation, disintegration (potholes) and
surface defects (bleeding). Lastly, they
concluded the causes of pavement
deterioration. Among of that is sudden
increase in traffic loading especially on new
roads with lesser traffic can cracking,
because of temperature factor in the plain
areas of North and Central India leads to
bleeding and cracking, provision of poor
shoulders leads to edge failures, provision
of poor clayey subgrade results in
corrugation at the surface and increase in
unevenness, poor drainage conditions
especially during rainy seasons and last
causes was because if the temperature of
bitumen/bituminous mixes is not
maintained properly, then is also leads to
pavement failure.
Safry et.al (2014) conducted a quick
repair approach to damaged roads in west
Malaysia. They studied in paper illustrates
a quick road repair technique of
strengthening damaged road structure by
in-situ environments; delivering quality
pavements, eliminating bumpy rides due to
undulating profiles along longitudinal road
profiles, even under long-term constant
soaking conditions. The repair approach for
damaged roads in soft grounds using cold
in-situ chemical soil stabilization re-cycling
process is used successfully in Perak PWD,
Malaysia. The damaged road surface is
‘milled; so as to expose the underlying road
base material to be strengthened. The
method used was polymer modified
cementitious chemical binder applied into
the road base and using a stabilizing
chemical binder in powder form unto the
exposed road base and using a stabilizing
machine to mix the chemical admixture.
The research done used chemical soil
stabilization to add and mix chemical
admixtures into the soil bind up the fines
into granular so as improve and maintain its
material strength/ bearing capacities, even
under long term soaking conditions. They
done 3 case studied at three different
locations in Perak. First case study done at
Jalan Alor Pingsu, Kerian, Perak, Malaysia
as newly completed road where one lane is
closed for construction while contra traffic
flow is channelled into other lane with no
disruption to on-going traffic flow. The
construction process done by milling off
existing damaged road tarmac to expose
underlying crusher run road base. Second
case study was done at Jalan Trans Perak
Malaysia. The road condition occurred
settlement between ‘old and new; road
sections. Road base strengthening in the
‘new’ road section was completed in two
(2) working days in November 2013 and
recycling the exposed underlying 300 mm
thick crusher run. Third case study done at
Jalan Sungai Tiang (A123), Teluk Intan,
Perak, Malaysia. A new layer of 300 mm
thick crusher run was placed on top of the
damaged over stretch of road measuring
400 mL x 8mW. Fouth case study done at
Jalan Tanjong Piandang, Perit Buntar,
Perak and it was a busy road located at
granaries with irrigation canals. Road base
strengthening on 300 mm thick crusher run
was carried out over a stretch of road
measuring 400mL x 8mW. From the case
study, they concluded that underlying road
base materials in a damaged road can be re-
cycled, re-use and strengthened with
chemical soil stabilization thus reducing
construction waste.
Jagdish, Zala and Amin (2016)
performed a case study of Kota Anta- road
Rajasthan on survey of pavement distress
involving 40 km length with 200 m interval
of NH-27 starting from Kota to Anta. From
their finding, they observed most common
out survey of pavement distress present
were pot holes, cracks, patch and rutting
that in maximum limit. They claimed that
side drainages at site location were not
maintained and at last they recommended
on treatment for distresses on overlay,
patching. They carried studied at Kota-Anta
Toll road along the National Highway- 27
of 40 km. Total study done in 5 days and
they carried out survey on visual
inspection/investigation of different
pavement distresses found in NH-27 and
for each distresses length, size and depth
were measured. From the survey, they done
analysis and found that reason for pavement
distresses along Highway and flexible
pavement is resultant of poor
implementation of mix design and
workmanship followed by lack of timely
maintenance. They found that side
drainages NH-27 was actually not
maintained, cleaned and not absent in some
places. They were observed that most of the
cracks present they were alligator crack,
longitudinal crack and rutting and all in
maximum limit. In the end, they
recommended treatments for each
distresses such as repairing alligator crack
treatment are strengthening the pavement or
reconstruction and etc. For longitudinal
crack they recommended in treatment are
cut and patch, replace bituminous
surfacing, reconstruction of joints, crushed
aggregate overlay or reconstruction of
joints. For potholes treatment are patching
and lastly they recommended for rutting
treatment are strengthening overlay or
reconstruction.
Nasreedeen, Alsnose and Roslan
(2016) carried out a study on non-pragmatic
data collection for road to residential estate
and the statistical analysis choice. The
study conducted by them uses observation
method to gather information. The research
done based on Malaysia (JKR U2 and U3)
roads, in particularly in Ampang. The
issues on this study is engaged with
Malaysian authorities rely on user
complaints before taking action on
corrective maintenance measure, a reliable
Road Maintenance Complaint System
(RMCS). They are several methods in this
study that they used for example research
design for collection data and theory
consequences of data analysis. Next they
used observation method, documenting
observations: Field notes, Scale
Measurement Method, Theoritical
Framework and Model, Approach of
Testing for Mediating Variables, Statistical
analysis, research focus, limitations,
hypothesis, outcomes, value of the study.
Lastly the contribution study for their
research are use of scale measurement
method, identification and quantification of
new variable, how the road damage data
should becollected/arrange, afficient
parameter estimates and the statistics
method to be used for Nonparametric Data.
D.Cebon performed study on road
damaging effects of dynamic axle loads.
The study was about a method for
performing the calculation of transient
stresses and strains in road structure during
the passage of a vehicle. They studied
wheel forces that generated by the linked
tandem axles of a semi-trailer are
stimulated and examinations made of the
effects of vehicle speed and road roughness
on road damage. The findings indicated that
for vehicles operating on stationary random
road surfaces typical of highways, road
surface damage generally increases steadily
with speed. Furthermore, there exist certain
speeds at which pitch coupling between
axles results axles results in a significant
increase in the damage incurred at
particular points along the road. They
concluded that the dynamic component of
wheel forces may reduce significantly the
service lives of road surfaces which are
prone to fatigue failure. Particularly, the
damage done to approximately five percent
of the road surface area during the passage
of a vehicle at typical highway speeds may
be increased by as much as a factor of four.
III. CONCLUSION
Pavement distress happened globally in any
road pavement and most of the crack
present are alligator, crocodile and etc.
Other than that, most of the reason that the
distress present or occurred was because of
many factors and any recommended
solutions by the researchers should be
implement to reduce this problem. This
paper also discussed on road damaging
effects of dynamic axle loads and non-
pragmatic data collection for road.
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