Al- Mustansiryah University, Faculty of Engineering, Department of

Highways and Transportation Engineering

Highway Maintenance Course

Course No.: 506060406 Course Name: Highways Maintenance

Academic Year: 2015-2016 Time Division: 3hr. 2-Theoretical 1-Tutorial

Course Description
( 2 credit hours)

Teaching maintenance of highways "techniques and methods". Teaching

students causes of highways pavement distress and repairs. Highway maintenance
has the following objectives:

1. The repair of the functional pavement defects

2. Prolonging the functional and structural life of the pavement
3. Maintaining road safety and signage
4. Keeping the road reserve in an acceptable condition
5. Management of the above activities

This course will include: General-Objectives-Definitions-Types of Maintenance,

Maintenance of Flexible Pavements, Unique Properties of Flexible Pavements, Type
of flexible pavement distress, Description of Defects and Distresses, Causes of
Failure and Distinguishing Features Pavement Condition Survey, Maintenance
Planning and Management ,Maintenance Criteria, Design and Construction of
Surface Dressings, Design and Construction of a Slurry Seal, Winter Maintenance,
Execution of Highway Maintenance , Performance Based Specifications, Labor
Based Techniques, Other Considerations, Traffic Control and Safety + Environment,
Repair of Defects in Flexible Pavements , Sustainability and Recycling of Pavements,
Repair of Defects in Rigid Pavements , Repairs of Traffic Signal Maintenance, Street
Lighting and Illuminated Traffic Sign, Maintenance Of HWY Structures, and
Sustainability.

Course Intended Outcomes:

At the end of the course, students are expected to learn:

Understand the basics of highway maintenance system,
Understand the types, causes and repair of pavement distress.,
Understand the methods to prolonging the functional and structural life of highway
pavement.
Understand the sustainability and recycling techniques of highway pavement.
Understand the management of above activities.

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 Al- Mustansiryah University, Faculty of Engineering, Department of
Highways and Transportation Engineering

Course Outline:

Week Description depends on the Timing table(Theoretical &

Practical)

1 General- Objectives-Definitions-Types of Maintenance

2
Maintenance of Flexible Pavements
3
Unique Properties of Flexible Pavements
4
Type of flexible pavement distress
5
Type of flexible pavement distress
6
Description of Defects and Distresses
7
Description of Defects and Distresses

8 Causes of Failure and Distinguishing Features

9
Causes of Failure and Distinguishing Features
10
Causes of Failure and Distinguishing Features
11
Pavement Condition Survey
12
Pavement Condition Survey
13
Pavement Condition Survey

14 Repair of Defects in Flexible Pavements

15 Repair of Defects in Flexible Pavements

16 Repair of Defects in Flexible Pavements

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 Al- Mustansiryah University, Faculty of Engineering, Department of
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17 Maintenance Planning and Management

18
Design and Construction of Surface Dressings
19 Design and Construction of a Slurry Seal

20 Winter Maintenance

21 Execution of Highway Maintenance

22 Performance Based Specifications

23 Labor Based Techniques

24
Other Considerations
25 Traffic Control and Safety + Environment

26
Repair of Defects in Rigid Pavements
27 Repair of Defects in Rigid Pavements

28
Repairs of Traffic Signal Maintenance
29
Highway Maintenance and Sustainability

30 Pavement Recycling

31
Maintenance Of HWY Structures
32
Pavement Management System

Textbooks:

1. Huang, Yang H., "Pavement analysis and design", 2nd edition, Prentice Hall,
Inc., New Jersey, USA, 2004.
2. Nikolaides Athanassios, "Highway Engineering, Pavements, Materials and
Control of Quality", 1st ed , USA, CRC Press (2014)
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Highways and Transportation Engineering

Suggested references:
1. Yoder, E. J., and Witczak, M. W., "Principles of pavement design ", 2nd edition,
John Wiley and Sons, Inc., New York, 1975.

2. Y. Shahin and S.D.Kohn, "Pavement Maintenance management for Roads and

Parking Lots, "Construction Engineering Research Laboratory (CERL), United
States Army Corps of Engineers, Technical Report M-294.2004.
3. Asphalt Institute, "Asphalt in Pavement Maintenance," manual Series No.16
(MS-16).1999
4. Roads and Transportation Association of Canada, "Pavement Management
Guide."2014
5. http://www.dot.gov

Marking:
First Semester Second Semester Final Exam
1st Project 2nd 1st Project Final Practica Activity
exam exam exam l
5 5 10 5 5 10 - Exam 60

Assignments and/or Projects:

Assignment/Project Description Due Date Marking
Case study There are many case study in During the 5
the 2 semesters course

Instructor information:
Lecture Room: [ Group A:301, Group B:301 ] Time: Sun., Mon. 8:30-11:30
Wed., Thr.. 8:30-11:30.
Instructor's Name: Dr. Saud A. Sultan Office No.: -
E-Mail: sasultan2003@yahoo.com

NOTES:
Office Hours: Other office hours are available by appointment.
The content of this syllabus not be changed during the current semester.

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Highways and Transportation Engineering

Lectures

1- Highway maintenance has the following objectives:

6. The repair of the functional pavement defects

7. Prolonging the functional and structural life of the pavement
8. Maintaining road safety and signage
9. Keeping the road reserve in an acceptable condition

2- Definitions:

Road maintenance has been defined by the Permanent International Association of

Road Congresses, (PIARC) as “Suitable routine, periodic and urgent activities to
keep pavement, shoulders, slopes, drainage facilities and all other structures and
property within the road margins as near as possible to their as-constructed or
renewed condition. Maintenance includes minor repairs and improvements to
eliminate the cause of defects and avoid excessive repetition of maintenance efforts.”

PIARC further defined periodic maintenance as “Operations that are occasionally

required on a section of road after a period of a number of years. They are normally
large scale and require specialist equipment and skilled resources to implement, and
usually necessitate the temporary deployment of those resources on the road section.
These operations are costly and require specific identification and planning for
implementation, and often require design.”

Periodic maintenance is akin to preventive maintenance defined by the American

Association of State Highway and Transportation Officials (AASHTO) as follows
“…preventive maintenance is a planned strategy of cost-effective treatments that
preserves and maintains or improves a roadway system and its appurtenances and
retards deterioration, but without substantially increasing structural capacity.”

The U.S. Federal Highway Administration, FHWA defines pavement preservation

as: “all activities undertaken to provide and maintain serviceable roadways; this
includes corrective maintenance and preventive maintenance, as well as minor
rehabilitation projects.”

Periodic or preventive maintenance is non-structural and is applied to extend the

life of the pavement, to enhance the performance and to reduce user delays. Examples
of preventative (or periodic) maintenance are re-graveling of unpaved roads,
resealing (with surface dressing, ultra thin asphalt, etc.) of paved roads, and re-
graveling of shoulders.

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Highways and Transportation Engineering

Routine maintenance is defined by PIARC as “Operations required to be carried out

once or more/year on a section of road. These operations are typically small-scale or
simple, but widely dispersed, and require skilled or unskilled manpower. The need
for some of these can be estimated and planned on a regular basis e.g., vegetation
control.”
Non-preventive maintenance can also be described as routine, recurrent and urgent
where routine refers to the “fixed-cost” activities such as grass cutting, drainage
maintenance and road sign maintenance; recurrent to activities required throughout
the year such as pothole patching, crack sealing, and grading, and urgent to the repair
of defects caused by disasters (e.g., floods) or accidents.

Routine maintenance activities are not influenced by the traffic, while the recurrent
maintenance activities are. Both these sets of activities can also be defined as
reactive maintenance, where activities are unscheduled and immediate response
sometimes required.

The urgent maintenance is required to keep the highways open, protect property and
road users. This has also been referred to as emergency maintenance and includes
repair of washouts, rigid pavement blow-ups, and earth slides. AUSTROADS divides
road maintenance into preventive and remedial maintenance, with preventative
maintenance involving actions to prevent the roads from deteriorating and remedial
maintenance involving the repair of defects. The following classification of highway
maintenance activities will be used :

Preventive maintenance refers to actions associated with restoring the condition of

the highway, reducing the rate of deterioration and increasing the life of the
pavement. The restoration of the condition of the pavement is primarily related to the
functional, i.e., skid resistance and riding quality, properties of the pavement. These
activities are normally planned based on an assessment and processing of information
in a pavement or bridge management system. All maintenance should include
attention to drainage as water is the single most important factor affecting pavement
performance.

Remedial maintenance refers to actions associated with the rectification of defects

on the carriageway or the road reserve.

Emergency maintenances refer to activities associated with the urgent repair of

defects caused by natural disasters or accidents. The highway maintenance types and
activities are summarized below

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 Al- Mustansiryah University, Faculty of Engineering, Department of
Highways and Transportation Engineering

3- Unique Properties of Flexible Pavements:

Pavement is unique when compared to other civil engineering structures. Some of the
unique properties of flexible pavement are discussed below.

1- Fast deterioration with time

Each traffic load application contributes to some extent to pavement distresses.
Different types of distress could happen and accumulate over the years such as
rutting, fatigue cracking, material disintegration, roughness and bleeding. When one
or more of these distresses arrives to a certain unacceptable level, the pavement is
considered as failed. The typical life of a flexible pavement varies from case to case,
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Highways and Transportation Engineering

with an average value of 10 to 15 years. A good method of pavement design should

including the designed life, or how long the pavement is expected to last before
failure.

2- Repeated loads
When a traffic wheel moves on the pavement surface it creates a stress pulse. This
stress pulse creates a dynamic pavement response. Which is harder to analyze as
compared to static response.

3- Variable load magnitude

Traffic loads vary from light to heavy for passenger cars and loaded trucks
respectively. Increasing the load magnitude exponentially increases the rate of
pavement deterioration

4-Traffic growth
Pavement is design to carry future traffic. Which usually increases over the years.
Predicating future traffic growth is not always accurate. This inaccuracy in predicting
future traffic affects the accuracy of predicting pavement performance and
consequently pavement designed life.

5-Change of material properties with environmental conditions

Environmental conditions have large effect on the properties of pavement materials.
For example, HMA gets softer at high temperatures resulting in rutting and harder at
low temperatures resulting in thermal cracking. Also, rain and freeze–thaw cycles
weaken the HMA materials and reduce the load carrying capacity of base, subbase
and subgrade. In addition, HMA ages with time resulting in increasing its stiffness
and its susceptibility to cracking.

6-Multi – layer system

The pavement structure consists of several layers built over the subgrade. These
layers have different materials with different properties. The distribution of stresses
and strains within the multi-layer pavement system depends on the thickness and
material properties of these layers.

4- Types of flexible pavement distress:

The early detection and repair of defects in the pavement will prevent minor
distresses from developing into a pavement failure. The identification of the distress
aids the engineer or maintenance professional in identifying what caused the distress
and the required approach in repairing it. Cracks and other defects start appearing
very small and are usually only detectable when walking along the pavement. Water
pooling in select areas of the pavement is identification of potential problems in the

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pavement later on. It is important that the water quickly drains away from the
pavement surface. Inspection and cleaning of drainage systems ensures that they are
working properly and will eliminate some of the major causes of pavement damage.

Distress is an important criterion of pavement design. Many of the distresses are

caused by the deficiencies in construction, materials, and maintenance and not
related directly to design. The knowledge of the various types of distress is
important to identify the causes of the distress and then how to remedy them. By
using specific design of pavement that may decrease the distress and to have long life
for the road or least the maintenance cost. There are two types of pavement failure
namely structural and functional. The structural failure indicates a breakdown of
one or more of the pavement components. The functional failure wherein the
pavement can no longer carry out its intended function. The two types of failure do
not necessarily go together. Distress is an important criterion of pavement design.
Many of the distresses are caused by the deficiencies in construction, materials,
and maintenance and not related directly to design. The knowledge of the various
types of distress is important to identify the causes of the distress and then how to
remedy them. Structural failures in flexible pavements may result from surface
fatigue, consolidation, or shear, developing in the subgrade, subbase, base course, or
surface. Functional failure depends primarily upon the degree of surface roughness.

In general the typical pattern of deterioration in asphalt pavement is rutting, which

develops rapidly during the early stages. The width of rut indicates in a general way
the depth of the failed layer. Subgrade shear failures exhibit surface up heaval at
some distance from the depressed rut, whereas shear failures in the surface result in
upheavals relatively close to the tire track. It is important that a more exact analysis
be made before conclusions are drawn regarding the component of the pavement that
has failed. Surface movement can be caused by consolidation of one or more of the
pavement layers. Upheaval does not accompany this type of depression. Lateral
shoving can also cause surface irregularities. Distress may be caused by too little or
too great an amount of asphalt. Table (1) shows the general types of pavement
distress and their contributing causes and distinguishing features.

5- Description of Defects

The purpose of highway maintenance is to rectify defects and preserve the pavement.
It is necessary to define and record the defects, as well as to understand the
mechanism of failure in order to select the most appropriate action. The commonly
occurring defects are defined in this section and related to appropriate maintenance
activities. It is important to emphasize that drainage should always be addressed as
part of all maintenance actions.

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Distresses and Defects

(i) Cracking occurring in flexible pavements can be classified in one of three types,
i.e. surfacing, fatigue 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. One type of surfacing cracks is cracking in an irregular pattern. These cracks
are also referred to as map cracks, star cracks and amorphous cracks. Another type is
block cracking with cracks in well-defined rectangular blocks. Surfacing cracks
occur across the full-width of the pavement. Block cracks divide the asphalt surface
into approximately rectangular pieces. The blocks range in size from approximately
0.1 to 10m². Cracking into larger blocks is generally rated as longitudinal and
transverse cracking. Block cracking is caused mainly by the shrinkage of hot mix
asphalt and daily temperature cycling, which results in cyclic stress and strain. It is
not load associated, although loads can increase the severity of the cracks. 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 nontraffic areas. Block cracking is measured in
square feet or square meters of surface area. The surface cracks are more prominent
on thin surfacings such as slurries, sand seals, and the block cracking more
pronounced on asphalt concrete surfacings. In the latter the cracks start from the top
and progress to the bottom asphalt layer.

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. Fatigue
cracking is a series of interconnecting cracks caused by the fatigue failure of asphalt
surface or stabilized base under repeated traffic loading. The cracking initiates at the
bottom of the asphalt surface or stabilized base where the tensile stress or strain is
highest under a wheel load. The cracks propagate to the surface initially as one or
more longitudinal parallel cracks. After repeated traffic loading, the cracks connect
and form many-sided, sharp-angled pieces that develop a pattern resembling chicken
wire or the skin of an alligator. The pieces are usually less than 30cm on the longest
side. Alligator cracking occurs only in areas that are subjected to repeated traffic
loadings. It would not occur over an entire area unless the entire area was subjected
to traffic loading. Alligator cracking does not occur in asphalt overlays over concrete
slabs. Pattern-type cracking, which occurs over an entire area that is not subjected to
loading, is rated as block cracking, which is not a load-associated distress. Alligator
cracking is considered a major structural distress. Alligator cracking is measured in
square feet or square meters of surface area

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Other types of cracks in flexible pavements are longitudinal, edge, transverse,

reflection and stabilization cracks. Longitudinal cracks are parallel to the pavement
centerline, while transfer cracks extend across the centerline. They may be caused by
the shrinkage of asphalt surface due to low temperature or asphalt hardening or result
from reflective cracks caused by cracks beneath the asphalt surface, including cracks
in concrete slabs but not at the joints. Longitudinal cracks may also be caused by a
poorly constructed paving lane joint. These types of cracks are not usually load
associated. Longitudinal and transverse cracks are measured in linear feet or linear
meters.
These are well-defined fairly continuous cracks. Longitudinal and edge cracks are
normally associated with the differential movement of the subgrade due to moisture
variations (i.e. at embankments or on clays), and discontinuities in the pavement.
Transverse cracks occurring in isolation are caused by movements under the
surfacing such as at a culvert or bridge joint. When these cracks appear at regular
intervals they are classified as reflection cracks where joints of an overlaid concrete
pavement reflect through the asphaltic concrete surfacing. Cracking on longitudinal
joints would also be present in such cases. Reflection cracks follow the dimensions of
the concrete slabs beneath the asphalt concrete surfacing. A further type of cracking
is stabilization cracks, which are rectangular blocks from 0.5 to 3 m in size and
formed by the reflection of the cracked stabilized layer through the surfacing.
Pumping, i.e., the movement of fine material from the stabilized layer through the
cracks can occur as stabilization cracks. Closely spaced stabilization cracking (i.e.,
small blocks) is an indication that the stabilized layer has broken up into small pieces
and is close to the end of its functional life. Stabilization cracks should not be
confused with block cracks. Stabilization cracks develop from the bottom of the
surfacing and block cracks from the top. Stabilization cracks tend to be more
prominent in the wheel tracks, than between the wheel tracks, especially when the
block sizes are small.

Isolated and well-defined cracks, such as transverse, longitudinal and reflection

cracks can be sealed with a penetration grade or polymer modified bitumen (PMB).
Where cracks are active the application of a thin (150 to 300 mm) strip of geo-textile
on the crack is appropriate. Extensive cracking cannot be sealed individually cost-
effectively and the application of a membrane of bitumen, or PMB or geo-textile is
more feasible (AUSTROADS, 1998a).Low severity surface cracking can be
addressed with the application of a rejuvenator to the surface. Extensive and severe
surface cracking can be rectified by removal and replacement of the defective portion
of the layer or by hot in-place recycling (HIPR) depending on the thickness which is
affected. Where fatigue cracking is extensive and associated with deformation, the
appropriate action is to
remove the defective material and replace it with new material.

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 Al- Mustansiryah University, Faculty of Engineering, Department of
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(ii) Potholes are bowl-shaped holes of various sizes on the pavement surface. A
pothole is normallyonly considered significant if the diameter of the hole is more than
150 mm and the depth more than25 mm. Potholes are secondary forms of distress that
develop from cracks. The ingress of moisture into the pavement layers reduces the
structural capacity of the layers and thereby accelerates the progression of the
pothole. The condition of patches must be recorded and repaired. Repair of the
potholes entails patching which is the removal of the defective layers and the
replacement with, normally, a bituminous mixture. Patch deterioration refers to the
condition of the patch and requires the same remedial actions as potholes.

(iii) Rutting is the longitudinal surface depression in the wheel-path. Rutting is

caused by compaction or shear deformation of the pavement layers through traffic
loading. Wide-shaped rutting is normally an indication of deformation of the lower
pavement layers or subgrade and narrower and more sharply defined rutting, of
deformation in the upper layers (i.e., surfacing or base). Rutting can be repaired by
the filling of the ruts with a slurry or thin asphalt or milling and replacement. A
resurfacing will rectify rutting, and if properly designed, reduce further rutting. If
rutting is severe more than one application of the resurfacing layer may be required.
A rut is a surface depression in the wheel paths. Pavement uplift may occur along the
sides of the rut. However, in many instances ruts are noticeable only after a rainfall,
when the wheel paths are filled with water. Rutting stems from the permanent
deformation in any of the pavement layers or the subgrade, usually caused by the
consolidation or lateral movement of the materials due to traffic loads. Rutting may
be caused by plastic movement of the asphalt mix in hot weather or inadequate
compaction during construction. Significant rutting can lead to major structural
failures and hydroplaning potentials. Rutting is measured in square feet or square
meters of surface area for a given severity level based on rut depth

(iv) Shoving refers to the longitudinal displacement of localized areas of the

pavement caused by shear forces induced by traffic loading. Shoving is most evident
where vehicles stop and start. The repair is similar to that of rutting.

(v) Other defects associated with the surfacing are bleeding, polished aggregate,
raveling (aggregate loss), weathering and the binder condition. 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. Polished aggregate
refers to the smoothness of the exposed aggregate. Bleeding and polished aggregate
reduce the skid resistance of the pavement with resulting safety consequences.
Bleeding is a film of bituminous material on the pavement surface, which creates a
shiny, glass-like, reflecting surface that usually becomes sticky. It is caused by high
asphalt content or low air void content. Since the bleeding process is not reversible
during cold months, asphalt will accumulate on the surface and lower the skid
resistance.

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Highways and Transportation Engineering

Raveling (aggregate loss) describes the process where the aggregate particles are
dislodged andweathering where the asphalt binder is removed. Raveling is caused by
the abrasive action of traffic. This can be extensive on surface dressings when the
binder content is too low, chippings contaminated or bituminous binder too cold to
effectively adhere to the chippings during construction.
Raveling and weathering are the wearing away of the pavement surface caused by the
dislodging of aggregate particles due to stripping and the loss of asphalt binder due to
hardening.

Binder condition refers to the freshness and the elasticity of the binder. The binder
loses its elasticity with time, resulting in raveling and weathering.

Repair of these defects comprises milling and replacement where the defects are
isolated and resurfacing where the defects are extensive. Poor binder condition can be
rectified with the application of a rejuvenator.

(vi) Other miscellaneous distresses are edge breaks and lane-to-shoulder drop-
off or separation. Edge breaks are the breaking away of the surfacing at the edges
of the pavement and often caused by poor unpaved shoulder maintenance. Lane-to-
shoulder drop-off or separation describes the difference in elevation or width of joint
between the pavement and the shoulder.Edge breaks are repaired by patching and the
lane-to-shoulder drop-off by the reinstatement of theshoulder. The defects can be
prevented by regular blading of the unpaved shoulder.

(vii) Roughness is defined as deviations of the surface from a true plain. It is caused
by one or a combination of the preceding defects, e.g., rutting, cracking, and
potholes. The roughness can be improved slightly by patching, crack sealing and
elimination of rutting, but only completely be rectifiedwith a resurfacing of slurry
(normally coarse slurry) or asphalt.

(viii) Skid resistance. Skid resistance is affected by the polishing stone value (PSV)
of the chippings and the micro-texture. The skid resistance can effectively be
improved by resurfacing, while sand blasting techniques have also been successful in
some cases. A portion of the aggregates extending above the asphalt surface is either
very small or without rough or angular particles to provide good skid resistance. This
type of distress occurs mainly in the wheel path due to repeated traffic loads.

(ix) Swell is characterized by an upward bulge on the pavement surface. A swell may
occur sharply over a small area or as a long, gradual wave. Either type of swell can be
accompanied by surface cracking. A swell is usually caused by frost action in the
subgrade or by swelling soils, but a swell can also occur on the surface of an asphalt
overlay on concrete pavement as a result of blowup in the concrete slab, as shown in

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Highways and Transportation Engineering

Figure 8. Swell can often be identified by oil droppings due to the bumpy surface.
Swells are measured in square feet or square meters of surface area

(x) The macro-texture reflects the drainage capacity of the pavement under wet
conditions and is an important safety issue. Resurfacing with the appropriate type will
improve the skid resistance.

1- Causes of Failures and Distinguishing Features:

TYPES CAUSES OF FAILURES DISTINGUISHING

OF FEATURES
FAILURE Primary Contributing Specific General

Disintegratio Low Soft asphalt “tenderness” “scuffing”

n cohesion
poor aggregate grading “over “marking”
sanded”
low density “under “indenting”
compacted”
“gouging”

Low Insufficient asphalt “dryness”

abrasion
resistance brittle asphalt “brittleness”
soft aggregate “crushed
aggregate”
chains and studs “grooving” “pitting”
“raveling”
Debonding Hydrophilic aggregate “stripping” “washboardi
of displacement of ng”
asphalt asphalt by water clay in “potholing”
aggregate aggregate.
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displacement of asphalt “fuel

by solvent spillage”

displacement of asphalt “blast

mix by jet blast erosion”

Instability Low excess asphalt “bleeding”

Interparticle
friction smooth, polished “lubricated”
aggregate
clay water present “flowing”
“pushing”
rounded aggregate “balls “shoving”
bearings”
“ripping”
“rutting”
Low mass Soft binder “tenderness” “corrugating
stiffness ”
poor aggregate grading
(insufficient rock)
Insufficient fines

Low density Insufficient compaction “porous”

cold compaction
Improper compaction

Changing differential settlement “bird bath” “longitudinal

foundation
support differential expansion “dishing” waves”
frost heave “mounding” “transverse
trenching “frost ball” waves”
“trench “porpoising”
settlement”

Fracture Shrinkage absorptive aggregate “right-angle

(or aging asphalt cracking”
Cracking)
temperature fluctuations “random
cracking”

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Al- Mustansiryah University, Faculty of Engineering, Department of
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volume change of coatings “curl

cracking”
(paint, jet seals, mud, etc.) “transverse”
“cracking”
Brittleness asphalt embrittlement “pattern” “longitudinal
burned asphalt “block cracking”
cracking”
brittle base (e.g. cement- “ladder “diagonal
treated) cracking”
cracking”
low-temperature exposure “low
temperature
cracking”

Fatigue resilient or “springy” base “alligatoring” “load-

associated“
Inadequate pavement “chicken- “non-load
stiffness wire
channelized traffic cracking” associated”
poor drainage of pavement “wheel track
section
cracking”

Slippage Insufficient bond between

layer
low tensile strength of “Vee-
overlay cracking”
thin overlay “crescent
cracking”
no lateral support (e.g.
shoulders)

Reflection shrinkage forces “reflection

cracking”
shear forces
bending stresses/stains

Settlement fill settlement (deep) “settlement

& Heave expansive soils cracking”
“spread
cracks”
“heave
cracks”
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Highways and Transportation Engineering

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Highways and Transportation Engineering

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Highways and Transportation Engineering

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Highways and Transportation Engineering

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Highways and Transportation Engineering

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Highways and Transportation Engineering

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Highways and Transportation Engineering

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Highways and Transportation Engineering

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