Garcia, Angelica B.

CEE42

13 Pavement Defects and Failures You Should Know!

With all the snow and ice over the last week on the east coast I thought it would be an appropriate time to look at some of the
identifiable ways asphalt is adversely affected by weather – and other conditions. After all, correctly identifying pavement
problems and their causes is at the heart of our business. Below we have identified and pictured 13 specific distresses/failures any
pavement contractor should be able to identify.

Alligator Cracking
Alligator cracking is a load associated structural failure. 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. It often starts in the wheel path as longitudinal
cracking and ends up as alligator cracking after severe distress.

FIX: Because a structural failure is taking place the only possible solution to alligatoring is to perform a full-depth patch.

Block Cracking
Block cracks look like large interconnected rectangles (roughly). Block cracking is not load-associated, but generally caused by
shrinkage of the asphalt pavement due to an inability of asphalt binder to expand and contract with temperature cycles. This can
be because the mix was mixed and placed too dry; Fine aggregate mix with low penetration asphalt & absorptive aggregates;
poor choice of asphalt binder in the mix design; or aging dried out asphalt.

FIX: Less severe cracks measuring 1/2 inch or less can be sealed to prevent moisture from entering into the sub grade. More
severe cracks should be fixed by removing the cracked pavement layer and replacing it with an overlay.

Longitudinal (Linear) Cracking

Longitudinal cracking are cracks that are parallel to the pavements centerline or laydown direction. These can be a result of both
pavement fatigue, reflective cracking, and/or poor joint construction. Joints are generally the least dense areas of a pavement.

FIX: Less severe cracks measuring 1/2 inch or less can be sealed to prevent moisture from entering into the sub grade. More
severe cracks should be fixed by removing the cracked pavement layer and replacing it with an overlay.

Transverse Cracking
Transverse cracks are single cracks perpendicular to the pavement's centerline or laydown direction. Transverse cracks can be
caused by reflective cracks from an underlying layer, daily temperature cycles, and poor construction due to improper operation
of the paver.

FIX: Less severe cracks measuring 1/2 inch or less can be sealed to prevent moisture from entering into the sub grade. More
severe cracks should be fixed by removing the cracked pavement layer and replacing it with an overlay.

Edge Cracks
Edge Cracks travel along the inside edge of a pavement surface within one or two feet. The most common cause for this type of
crack is poor drainage conditions and lack of support at the pavement edge. As a result underlying base materials settle and
become weakened. Heavy vegetation along the pavement edge and heavy traffic can also be the instigator of edge cracking.

FIX: The first stepin correcting the problem is to remove any existing vegetation close to the edge of the pavement and fix any
drainage problems. Crack seal/fill the cracks to prevent further deterioration or remove and reconstruct to full depth fixing any
support issues.

Joint Reflection Cracks

These are cracks in a flexible pavement overlay of a rigid pavement (i.e., asphalt over concrete). They occur directly over the
underlying rigid pavement joints. Joint reflection cracking does not include reflection cracks that occur away from an underlying
joint or from any other type of base (e.g., cement or lime stabilized).

FIX: For less severe cracks (less than 1/2 inch) crack sealing will prevent the further entry of moisture into the subgrade. If the
cracks are more severe the removal of the cracked pavement layer followed by an overlay may be required.

Slippage Cracks
Slippage cracks are crescent-shaped cracks or tears in the surface layer(s) of asphalt where the new material has slipped over the
underlying course. This problem is caused by a lack of bonding between layers. This is often because a tack coat was not used to
develop a bond between the asphalt layers or because a prime coat was not used to bond the asphalt to the underlying stone base
course. The lack of bond can be also caused by dirt, oil, or other contaminants preventing adhesion between the layers.

FIX: All of the areas exhibiting the “stretch marks” will need to be removed and will require a partial or full depth patch.

Pot Holes
Small, bowl-shaped depressions in the pavement surface that penetrate all the way through the asphalt layer down to the base
course. They generally have sharp edges and vertical sides near the top of the hole. Potholes are the result of moisture infiltration
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.

FIX: Full depth replacement patch

Depressions (bird baths)

Depressions are localized pavement surface areas with slightly lower elevations than the surrounding pavement. Depressions are
very noticeable after a rain when they fill with water.

FIX: Depending on the severity of the depression the asphalt may have to be removed and replaced (severe). Less severe
depressions can be fixed by applying a thin surface patch or infrared patch.

Rutting
Ruts in asphalt pavements are channelized depressions in the wheel-tracks. Rutting results from consolidation or lateral
movement of any of the pavement layers or the subgrade under traffic. It is caused by insufficient pavement thickness; lack of
compaction of the asphalt, stone base or soil; weak asphalt mixes; or moisture infiltration.

FIX: If rutting is minor or if it has stabilized, the depressions can be filled and overlaid. If the deformations are severe, the rutted
area should be removed and replaced with suitable material.

Shoving
Shoving is the formation of ripples across a pavement. This characteristic shape is why this type of distress is sometimes called
wash-boarding. Shoving occurs at locations having severe horizontal stresses, such as intersections. It is typically caused by:
excess asphalt; too much fine aggregate; rounded aggregate; too soft an asphalt; or a weak granular base.

FIX: Partial or full depth patch

Upheaval
Upheaval is a localized upward movement in a pavement due to swelling of the subgrade. This can be due to expansive soils that
swell due to moisture or frost heave (ice under the pavement).
FIX: Full depth patch

Raveling (very porous asphalt)

Raveling is the on-going separation of aggregate particles in a pavement from the surface downward or from the edges inward.
Usually, the fine aggregate wears away first and then leaves little "pock marks" on the pavement surface. As the erosion
continues, larger and larger particles are broken free and the pavement soon has the rough and jagged appearance typical of
surface erosion.

There are many reasons why raveling can occur, but one common cause is placing asphalt too late in the season. This is because
the mixture usually lacks warm weather traffic which reduces pavement surface voids, further densification, and kneading of the
asphalt mat. For this reason raveling is more common in the more northern regions(snow belt).

FIX: Apply a thin hot-mix overlay. Other solutions could include: sand seal, chip seal, slurry seal or micro-surfacing.

Other issues that need treatment before maintenance:

Oil Spots - oil spots are a common problem in parking lots and driveways. These areas must be treated before sealcoating or the
oil and chemicals will seep up through the newly applied material and render your sealed surface ineffective. There are number
of great products for treating these types of issues. Ask your material supplier what they offer.

Grass - Poorly maintained parking lots will often have grass growing up through the cracks. Cleaning the cracks should be
standard practice before sealing them. Use a heat lance to burn out the crack and/or blow out the cracks depending on the severity
of the problem.

Mud, tree sap, berry stains, etc - Anything that would sit between the asphalt and the sealer must be removed. Without removing
it the sealer can not properly adhere to the asphalt and will eventually (sooner than later most likely) peel off. Blowers, push
brooms, pressure washers, and gas powered brooms are all tools you should have in your pavement maintenance arsenal.

Understanding asphalt pavement distresses – five distresses explained

Before the appropriate repair strategy can be applied to a distressed asphalt pavement, the type and extent of the deterioration
must be understood, and the cause of the distress must be identified.

The common types of pavement distresses include: cracking; distortion; disintegration; skidding hazards; and surface treatment
distresses. Some of the typical causes of pavement deterioration include: traffic loading; environment or climate influences;
drainage deficiencies; materials quality problems; construction deficiencies; and external contributors, such as utility cuts.

As pavements age and experience traffic repetitions, pavement distresses begin to accumulate. Also distresses can compound
themselves; for example, a crack can allow water to enter the pavement and lead to the development of a pothole or stripping. So
it is important to perform timely maintenance.

Pavement distresses and associated treatments are covered in more detail in the Asphalt Institute�s manuals, MS-4, The
Asphalt Handbook, and MS-16, Asphalt in Pavement Preservation and Maintenance.

#1 Cracking
Several different types of cracks can develop in asphalt pavements. The repair depends on the type of crack. Some cracks are
load-related and some are attributable to temperature or environment.

Fatigue Cracking.
Fatigue cracking is sometimes called alligator cracking due to the interconnected cracks which resemble an alligator�s skin.
Fatigue cracking is caused by load-related deterioration resulting from a weakened base course or subgrade, too little pavement
thickness, overloading, or a combination of these factors.

Block Cracking.
Block cracking is a series of large (typically one foot or more), rectangular cracks on an asphalt pavement�s surface. This type
of cracking typically covers large areas and may occur in areas where there is no traffic. Block cracking is typically caused by
shrinkage of the asphalt pavement due to temperature cycles.
Edge Cracking.
Edge cracks are longitudinal cracks which develop within one or two feet of the outer edge of a pavement. These cracks form
because of a lack of support at the pavement edge.

Longitudinal Cracking.
Longitudinal cracks occur parallel to the centerline of the pavement. They can be caused by: a poorly constructed joint; shrinkage
of the asphalt layer; cracks reflecting up from an underlying layer; and longitudinal segregation due to improper paver operation.
These cracks are not load-related.

Transverse Cracking.
Transverse cracks occur roughly perpendicular to the centerline of the pavement. They can be caused by shrinkage of the asphalt
layer or reflection from an existing crack. They are not load-related.

Reflection Cracking.
Reflection cracks are cracks that form over joints or cracks in a concrete pavement or in an overlay of a deteriorated asphalt
pavement. The cracks form because of movement of the old pavement.

Slippage Cracking.
Slippage cracks are crescent-shaped cracks which form because of low-strength asphalt mix or a poor bond between pavement
layers. The cracks form due to the forces applied by turning or braking motion of vehicles.

#2 Distortion
Distortions in an asphalt pavement are caused by instability of an asphalt mix or weakness of the base or subgrade layers. These
distresses may include rutting, shoving, depressions, swelling and patch failures.

Rutting.
Rutting is a linear, surface depression in the wheelpath. Rutting is caused by deformation or consolidation of any of the pavement
layers or subgrade. It can be caused by insufficient pavement thickness, lack of compaction, and weak asphalt mixtures.

Shoving.
Shoving is the formation of ripples across a pavement. This characteristic shape is why this type of distress is sometimes called
wash-boarding. Shoving occurs at locations having severe horizontal stresses, such as intersections. It is typically caused by:
excess asphalt; too much fine aggregate; rounded aggregate; too soft an asphalt; or a weak granular base.

Depressions.
Depressions, also call bird-baths, are localized low spots in the pavement surface. These flaws can be caused by settlement or
other failure in the lower pavement layers or by poor construction techniques.

Upheaval.
Upheaval is a localized upward movement in a pavement due to swelling of the subgrade. Frost heave is an example of this type
of distress.

Patch Failures.
When pavements are patched, some distress may begin to occur. The rate at which a patch deteriorates is influenced by
compaction, materials selection, and the quality of the surrounding or underlying pavement.

#3 Disintegration
Disintegration is the breakup of a pavement into small pieces that are lost with time and traffic. Raveling and potholes are the
most common types of disintegration.

Raveling.
Raveling is the wearing away of the aggregate particles from the asphalt cement. This condition indicates that the asphalt has
hardened or that a poor quality mixture was used. Raveling occurs in the presence of traffic.
Potholes.
Potholes are bowl-shaped holes caused by the localized disintegration of the pavement surface. Potholes typically result from the
continued deterioration of another type of distress. Segregation, cracks or failed patches may serve as the start of a pothole. Poor
mixtures and weak spots in the base or subgrade accelerate pothole failures.

#4 Skidding Hazards
Skidding hazards are caused by water on the surface of the pavement, polished aggregates, or excess asphalt or other lubricants
on the pavement�s surface. Maintaining a pavement which allows water to flow off the pavement is a basic consideration.

Polished Aggregate.
Some aggregates are susceptible to wearing to a smooth finish or texture under traffic. These aggregates should not be used in
wearing courses. If the aggregate polishes, the surface roughness must be restored.

Bleeding.
A pavement surface can become flushed with asphalt and lose its skid resistance. Bleeding can be caused by too much asphalt in
the mix, excess tack or bond coat, or by poor construction of a sealcoat. Traffic can also over-compact an unstable mix and force
asphalt to the surface.

#5 Surface Treatment Distress

Surface treatments can experience their own distresses. These include loss of cover aggregate and streaking.

Loss of Cover Aggregate.

Surface treatments can lose the aggregate cover prematurely. Typically this is caused by: spreading the chips too late in the
construction process; using a dirty aggregate; allowing traffic to use the surface before the aggregate is seated and bonded; or
applying too little asphalt to embed the aggregate.

Streaking.
Streaking is the presence of alternating stripes of aggregate or asphalt. Streaking is primarily caused by the uneven application of
the asphalt to the pavement surface before the aggregate chips are applied.

Asphalt pavements offer incredible value. They are quick and economical to construct, have excellent ride quality and are long
lasting. Still they are subject to some distresses, particularly when poor materials are used or sloppy construction techniques are
followed. By understanding the types of pavement distresses and the causes of these problems, appropriate corrective action can
be taken to repair the pavement and continue its service life.

5 Types of Asphalt Pavement

Asphalt is the most recycled, reused and versatile pavement material. It is used on 94% of the 2.6 million paved roads in
America. There are five different types of asphalt pavement that you might be driving over.

1. Porous Asphalt. Porous asphalt has been around since the mid 1970s. This type of asphalt is used in parking lots to enable
water to drain through the pavement. This pavement solution is cost-effective and can last for more than twenty years.
2. Perpetual Pavement. Perpetual pavement is a combination of asphalt and the multi-layer paving design process. They are
durable and long-lasting. Installation of perpetual pavement is not time-consuming or traffic-disrupting.
3. Quiet Pavement. Paving roads with asphalt significantly reduces the noise inside and outside of homes and businesses.
Switching up the pavement of a noisy road with stone-matrix asphalt or open-grade friction course mix has been proven to
reduce highway noise.
4. Warm-Mix Asphalt. Warm-mix asphalt is produced the same way that hot-mix asphalt is, except it is 50-100 degrees
Fahrenheit lower. Reducing the temperature of the asphalt has a few benefits. These include reducing fuel consumption and
the production of greenhouse gases.
5. Thin Overlays. Thin overlays improve ride quality and reduce pavement distress, noise levels, and life-cycle costs. It is
produced by using warm-mix asphalt and recycled materials.
 Sources of asphalt

Native asphalt

It is a natural part of bitumen. Whenever crude petroleum is evaporated in the atmosphere due to rising of temperature or due to
action of wind. Remaining residue is called native asphalt.

Rock asphalt

It is available in the form of semi rock depositing in California and Brazil. Its presence is 5-10 % in the world.

Petroleum asphalt

It is the major portion of asphalt which is used in world and is obtained by the distillation of crude petroleum.

Types of bitumen/Asphalt

Asphalt cement

It is a semi solid hydrocarbon which is obtained when fuel oils and lubricating oil have been removed from petroleum. All the
asphalt cannot be used as a binding material but Asphalt cement is preferably used for the road construction.

There are two types of grades for Asphalt cement.

1. Hard grade 60-70 for high temperatures areas.

2. Soft grade 200-300 for low temperatures areas.

Liquid asphalt

It is divided into two types.

1. Cut back.
2. Emulsion.

Cut back is an asphalt whose viscosity has been removed by the addition of volatile diluent. It is very efficient in case of utilization
at low temperature. Mostly the patch work in low temperature zone or road construction process is done with the help of cut back.

Negative aspects of cut back:

1. It is health hazard.
2. It is costly.
3. It causes pollution.

Coal Tar

Coal tar is a by product which is obtained by the destructive distillation of coal. It is available in the market with the brand name
RT 1 to RT 12. RT 1 is less viscous, as the RT number increases viscosity increases. RT 12 is more viscous than RT 1.