• An area is paved for protection.

• Surfaces that have not been paved with

asphalt paving or concrete paving is
susceptible to the elements.
• Rain and wind will weather down a sandy
surface and over time, this can be a
nightmare to fix.
• A paved surface is cheaper to
maintain and will last for many
years if installed properly.
• An unpaved driveway may become
a muddy mess after a rainy day and
as vehicles move over the area, the
surface will also become very
uneven. Large machinery will be
needed to level the surface with
such case, and it may cost a great
deal and effort.
Failure in rigid pavement (cement
concrete pavement) can be identified by
formation of cracks on the pavement
surface.
The two primary factors responsible for
rigid pavement failure are:

1. Use of poor quality material.

• Using soft aggregate
• Poor quality of sub-grade soil
• Poor joint filler sealer materials
2. Inadequate stability of the
pavement structure.
• Inadequate pavement thickness
• Lack of sub-grade support
• Improper compaction of sub-grade
• Improper spacing of joints
1. SCALING OF CEMENT CONCRETE

- this simply means, “peeling off

or flaking off” of the top layer or skin
of the concrete surface.
2. SHRINKAGE CRACKS

- formation of hairline shallow cracks

on concrete slab is the indication of this.
- it can be develop on concrete
surface during the setting and curing
operation.
3. JOINT SPALLING

- it is the breakdown of the slab near

edge of the joint. Normally it occurs within
0.5m of the joints.
4. WARPING CRACKS
- in hot weather, concrete slab tends
to expand. Therefore, the joints should be
so designed to accommodate this
expansion. When the joints are not
designed properly, it prevents expansion
of concrete slab and may result in
development of excessive stress that can
cause formation of warping cracks of the
concrete slab near the joint edge.
5. PUMPING

- this happens when material present

below the road slab ejects out through the
joints or cracks.
An overview of techniques used for corrective
maintenance on rigid pavements:

•Diamond Grinding
- refers to a process where gang-
mounted diamond saw blades are used to
shave off a thin, 1.5 – 19 mm top layer of an
existing layer in order to restore
smoothness and friction characteristics.
• Joint Repair
- Joints are provided to accommodate concrete
volume changes due to temperature and
moisture variations.

•Slab Stabilization
- seeks to fill voids beneath the slab
caused by pumping, consolidation or other
means.
1. ALLIGATOR or MAP CRACKING

- this is a common type of failure of

flexible pavement. This is also known as
fatigue failure.
2. CONSOLIDATION OF PAVEMENT
LAYERS (RUTTING)
- formation of ruts fall in this type of
failure. A rut is a depression or groove
worn into a road by the travel of wheels.

3. SHEAR FAILURE CRACKING

- this causes upheaval of pavement
material by forming a fracture or cracking.
4. LONGITUDINAL CRACKING
- this type of cracks extent to fill
thickness of pavement.

5. FROST HEAVING
- causes upheaval of localized portion
of a pavement.
6. LACK OF BINDING WITH LOWER LAYER
(POTHOLES AND SLIPPAGE)
- some portion of surface course looses
up materials creating patches and potholes.

7. REFLECTION CRACKING
- when bituminous surface course is laid
over the existing cement concrete pavement
with some cracks. This crack is reflected in the
same pattern on bituminous surface.
8. FORMATION OF WAVES AND
CORRUGATION
- transverse undulations appear at
regular intervals due to the unstable surface
course caused by stop-and-go traffic.

9. BLEEDING
- this causes a shiny, glass-like, reflective
surface that may be tacky to the touch.
Usually found in the wheel paths.
10. PUMPING
- seeping or ejection of water and
fines from beneath the pavement through
cracks.
1. BITUMINOUS SURFACE TREATMENTS
- also known as “seal coat” or “chip
seal”, is a thin protective wearing surface
that is applied to a pavement or base
course.
2. NON-STRUCTURAL OVERLAYS
- generally thin surface overlays on
the order of 12.5 mm to 37.5 mm that are
used to improve ride quality.

3. SLURRY SEALS
- is a homogeneous mixture of
emulsified asphalt, water, well-graded fine
aggregate and mineral filler that has a
fluid-like appearance when applied.
4. REJUVENATOR
- products designed to restore original
properties to aged (oxidized) asphalt binders
by restoring the original ratio of asphaltenes
to maltenes.

5. FOG SEALS
- is a light application of a diluted slow-
setting asphalt emulsion to the surface of an
aged (oxidized) pavement surface.
6. HMA PATCHING
- common method of treating an area of
localized distress. Patches can be either full-
depth where they extend from the pavement
surface to the subgrade, or partial where the
do not extend through the full depth of
existing pavement.

7. CRACK SEALS
- are used to fill individual pavement
cracks to prevent entry of water or other non-
compressible substances.