San Ignacio de Loyola University

Faculty of Engineering

Course: PAVEMENT ENGENNERING

TOPIC: DISTRESSES IDENTIFICATION

Professor:

Sotil Chavez, Andres

Members:

ORE QUISPE , MISAEL

QUISPE ROJAS, AUGUSTO
TORRES JULIAN, CHAIN EFRAIN
HUMANI HUAYCHO, DAVID

LIMA - PERU
2016
INTRODUCTION

Peru is one of the countries that has grown the most in terms of economy in
Latin America; however, it is still classified as a country in process of
development. This is because there are certain indices that determine the
competitiveness between countries, and one of these is the infrastructure,
where our country is clearly at a disadvantage. To be precise, we have to
refer to the road infrastructure, which is often in poor conditions and, in
some cases, non-existent.

As a data, 79% of the National Road Network has been paved until this year,
according to the Minister of Transport and Communications. Although it is
true that progress has been made in this area, it is necessary to emphasize
that despite being paved, many of the highways counted need to be
rehabilitated or rebuilt.

According to a media report, approximately 70% of the roads in our capital

are in poor condition or have some type of infrastructure problem, which
indicates the critical situation. To go deeper into this topic, the present
report analyzes some sections of road (flexible pavement and rigid
pavement) of our capital to see the situation in which they are, and if it is
the case, formulate the possibility of road rehabilitation.
ROAD LOCATION
1. FLEXIBLE PAVEMENT:
Jr los agrologos

FIG 1. Show Jr. Los Agrologos, 100m of length

ASPHALT PAVEMENT DISTRESSES

Fatigue (Alligator) Cracking
Fatigue (also called alligator) cracking, which is caused by fatigue damage,
is the principal structural distress which occurs in asphalt pavements with
granular and weakly stabilized bases. Alligator cracking first appears as
parallel longitudinal cracks in the wheel paths, and progresses into a
network of interconnecting cracks resembling chicken wire or the skin of an
alligator. Alligator cracking may progress further, particularly in areas where
the support is weakest, to localized failures and potholes.
Factors which influence the development of alligator cracking are the
number and magnitude of applied loads, the structural design of the
pavement (layer materials and thicknesses), the quality and uniformity of
foundation support, the consistency of the asphalt cement, the asphalt
content, the air voids and aggregate characteristics of the asphalt concrete
mix, and the climate of the site (i.e., the seasonal range and distribution of
temperatures)
Location: Alligator cracking occurs only in areas that are subjected to
repeated traffic loadings, such as wheel paths. Therefore, it would not occur
over an entire area unless the entire area was subjected to traffic loading.
Causation: Repeated dynamic loading on the asphalt surface that leads to
fatigue failure of the asphalt causes the distress. Alligator cracking is
considered a major structural distress.

Severity Levels:
Low (L). Fine, longitudinal hairline cracks running parallel to each other
with no or only a few interconnecting cracks. The cracks are not spalled.

FIG 2. Show low severity level of fatigue cracking

LONGITUDINAL CRACKING
Nonwheelpath longitudinal cracking in an asphalt pavement may reflect up
from the edges of an underlying old pavement or from edges and cracks in a
stabilized base, or may be due to poor compaction at the edges of
longitudinal paving lanes. Longitudinal cracking may also be produced in the
wheelpaths by the application of heavy loads or high tire pressures. It is
important to distinguish between nonwheelpath and wheelpath longitudinal
cracking when conducting condition surveys; only wheelpath longitudinal
cracking should be considered along with alligator cracking in assessing the
extent of load-related damage which has been done to the pavement.
 FIG 3. Show low severity level of longitudinal cracking
RAVELING/
WEATHERING
Description: Raveling and weathering are the wearing away of the pavement
surface caused by the dislodging of aggregate particles and loss of asphalt
or tar binder. They may indicate that the asphalt binder has hardened
significantly.
Location: Heavy traffic or wheel-path reas
Causation: This is a materials related distress type often uniformly evident
over large areas of pavement surface. If caused by construction, it may be
found in lanes as from bad truckload mix, or in strips paralleling paving
lanes.
Severity Levels:
Low. Aggregate or binder has started to wear away, causing little or
no FOD potential
Measurement: Raveling and weathering are measured in square feet
(square meters) or surface area. Mechanical damage caused by hook drags,
tire rims, or snow plows are counted as areas of high-severity raveling and
weathering.
 FIG. 4 Show revealing in certain pants.

PATCHING & UTILITY CUT PATCH

Description: A patch is an area of pavement that has been replaced with a
new material to repair an existing pavement. In order for a patch to be
recorded as a distress, a patch must replace an original pavement section. A
patch is considered a defect, regardless of how well it is performing.
Location: Anywhere on the pavement where there had been a cut and
where there is evidence to determine that original pavement has been
removed and replaced.
Causation: Utility repairs across pavement. The use of dense-graded AC
patches in PFC surfaces causes a water damming effect at the patch that
contributes to differential skid resistance of the surface. Low-severity,
dense-graded patches should be rated as medium severity because of the
differential friction problem. Medium- and high-severity patches are rated
the same as above.
Severity
Levels: 1) Low. Patch is in good condition and is performing satisfactorily.
Measurement: Patching is measured in square feet (square meters) of
surface area. However, if a single patch has areas of differing severity
levels, these areas should be measured and recorded separately. For
example, a 25-squarefoot (2.3-square-meter) patch may have 10 square
feet (1.0 square meter) of medium severity and 15-square-feet (1.4- square-
meters) of light severity. These areas would be recorded separately. Any
distress found in a patched area will not be recorded; however, its effects on
the patch will be considered when determining the patchs severity level.

FIG 5. Show patching with PCC

POT HOLES
Potholes are isolated, bowl-shaped holes in the pavement of various sizes.
Generally, potholes are a result of the loss of alligatored pavement and, if
so, they can be irregular in shape due the adjacent alligatored pavement.
They frequently appear when maintenance is not promptly applied once the
distress that is causing them appears.
 FIG 6. Show potholes of low severity

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.

FIG 7. Show Edge cracking of low severity

RIGID PAVEMENTS
Road location.
 FIG 1. Show Jr. industriales, 100m of length

RIGID PAVEMENT DISTRESSES

PATCHING
Description: Patching is the same as defined in the previous section. A utility
cut is a patch that has replaced the original pavement because of
placement of underground utilities. The severity levels of a utility cut are the
same as those for regular patching.
Location: Could be anywhere, especially around the joints.
Severity Levels.
Low: Patch is functioning well with very little or no deterioration.
Medium: Patch is deteriorated and/or moderate spalling can be seen
around the edges, hence some FOD potential. Patch material can be
dislodged with considerable effort.
High: Patch has deteriorated to a state that causes considerable
roughness with loose or easily ddislodged material producing FOD.
The extent of the deterioration warrants replacement of the patch.
Counting Procedure: The criteria for counting are the same as for small
patches.
 FIG 1. Show patching low severity

LONGITUDINAL, TRANSVERSE AND DIAGONAL CRACKING

Description: These cracks, which divide the slab into two or three pieces,
are usually caused by a combination of load repetition, curling stresses, and
shrinkage stresses. (For slabs divided into four or more pieces, see
Shattered Slab/Intersecting Cracks.) Low-severity cracks are usually
warping- or friction-related and are not considered major structural
distresses. Medium- or high-severity cracks are usually working cracks and
are considered major structural distresses.
Location:

LONGITUDINAL - Along the center line;

TRANSVERSE - Perpendicular to the center lines;
DIAGONAL CRACKS - Usually, around or near the corner rea

Causation: These cracks are usually caused by a combination of load

repetition, curling stresses, and shrinkage stresses.
 FIG 1. Show longitudinal cracking

PAVEMENT CONDITION INDEX:

Rigid pavement:

WE GET Pci=72, which mean that we to do permanent maintenance

Flexible pavement:

WE GET Pci=8, which mean that we to do reconstruction

FIELD PERFORMANCE:
Rigid pavement: los industrials block 10
Flexible pavement: los Agrologos block 2
ANNEXES:
TABLE RIGID:
TABLE FLEXIBLE:
REFERENCES:
http://www.fdot.gov/aviation/pdfs/pavement/fdot_field_manual_final_report.p
df
http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_w35-b.pdf
http://www.pavementinteractive.org/article/polished-aggregate/