CHAPTER 7

ROAD MAINTENANCE
7.1. Introduction

Road maintenance is essential in order to (1) preserve the road in its originally constructed condition,
(2) protect adjacent resources and user safety, and (3) provide efficient, convenient travel along the
route. Unfortunately, maintenance is often neglected or improperly performed resulting in rapid
deterioration of the road and eventual failure from both climatic and vehicle use impacts. It follows that it
is impossible to build and use a road that requires no maintenance.

In order to plan for road maintenance needs, it is important to keep a complete set of "as built" plans
and records of all maintenance operations and observations. The as built plan should contain the
following:

1. Complete job index

2. Complete history of project from planning stage to construction
3. Photographic records
4. Exact location and observations of any unstable conditions in relation to the road location
5. Exact location of culverts and other drainage features
6. Wet areas that may have required additional excavation and replacement with more suitable
ballast backfield materials
7. All major changes made to the original plan

Probably the most valuable tool for any maintenance program is the knowledge and experience gained
by individuals performing the maintenance. Every effort should be made to retain competent,
knowledgeable, and experienced individuals in these positions not only from the standpoint of instituting
and executing a good maintenance program, but for future road planning needs as well.

In deciding on an appropriate level of maintenance for a particular road or road segment, consideration
must be given to the amount and type of vehicle use and physiographic and climatic variables which
may impact drainage structures. A useful guide to the types and frequency of maintenance activities
appropriate for a given road is shown in Table 43.

7.2 Drainage System Maintenance

Drainage structures must be kept free of debris and obstructions. On newly constructed roads, or in
upstream areas where heavy earth moving is taking place (e.g., urban development, logging, mining,
etc.), cleaning may have to be more frequent.

Grass growing in ditches, unless it is dense enough to cause a major impediment to flow, should not be
removed during cleaning. Likewise, shoulder and cut banks must not be undercut.

Table 44. Typical road maintenance activities appropriate for a given road use level.
Management
Types of Activities
Decision for
That Could Be Expected
Road
Always open - Regularly scheduled running surface
reshaping or repair
- Regularly scheduled ditch and culvert
cleaning, repair
- Yearly brush, tree, snag safety check,
removal
- Yearly stream trash removal around channel
crossings
- Yearly reseeding and/or fertilizing of cut and
fill slopes
- Yearly fence, cattle guard check
- Snow thaw road check and repair
- Storm damage and pollution control structure
check and repair
- Seasonal check of signs and notices
Closed-usable - Periodic dust control near inhabited or work
areas
- Pre and post rainy season channel crossing
and ditch maintenance
- Storm damage and pollution control structure
check and repair
- Yearly brush, tree, snag safety check,
removal
- Yearly reseeding and/or fertilizing of cut and
fill slopes
- Periodic check of closure controls and signs
- Yearly fence, cattle guard check
Closed-not - Pre and post rainy season channel crossing
usable and ditch maintenance
- Yearly stream trash removal around channel
crossings
- Yearly inspection and maintenance of
drainage structures
- Road outsloped and/or water barred; channel
crossings usually removed
- Periodic check of closure controls and signs
Reactivate- - Reconstruct channel crossing structures
unusable (culverts, etc.)
- Reinstall ditches and cross drains, if needed
- Clear debris, slides, trees; remove hazard
trees and brush
- Regrade and finish road surface
- Sign and post as needed
- Check, repair, or install fence as needed
- Reconstruct road to higher standard if
necessary

The objective in "pulling a ditch" is to grade the ditch so as to clean it of debris that could divert flow
from the ditch on to the road surface. Hand clearing with a shovel is effective when the work load is light
or the presence of structures (e.g. cross drains or culvert inlets) make it impractical to use heavy
equipment. With a grader, the following procedure is followed:
1. Flag all culverts and cross drains

2. Remove snags, rocks, and other hazards before grading begins

3. Cut only the ditch bottom and shoulder; avoid undercutting the cut slope; do not redress the cut slope

4. Spread fines into the road with surface reworking

5. Avoid working around culverts or other channel crossing structures so as to minimize damage to
inlets

Debris in and around culverts should be removed by hand or by grapples or tongs rather than by heavy
equipment working directly in the stream. Stream channels should be completely free of floatable debris
(branches, leaves, small logs, construction material, garbage, etc.) for at least 30 m (100 feet)
upstream. If plugging of a particular culvert occurs frequently and a debris deflector or "trash rack" was
not included in the original design, one should be installed as part of the maintenance program.

7.3 Road Surface Maintenance

Road surfaces should be reworked only as necessary to provide a smooth running surface and a good
crown or slope for drainage. All-season roads will require continual monitoring for surface and subgrade
wear or deterioration. Rutting and loss of ballast often occur during rainy season use. Snow removal
equipment can also destroy the road surface by removing or altering the crown and removing ballast. A
plan should be in place to provide ballast when necessary to maintain continued use of the road.

On non-surfaced roads, a grader on the first pass should move material from the shoulder to a windrow
in the center of the roadway. On the second pass, the blade should be centered on the windrow and
continue working along the roadway. The blade should be adjusted so as to provide a slight slope or
crown and should avoid cutting too deep into the road surface. Any excess material should be stored in
the berm--not sidecast over the edge of the fill.

A wide variety of chemicals are commonly used to treat road surfaces to minimize wear, reduce dust, or
de-ice. However, many of these products provide only minimal benefit and represent a potential hazard
to water quality (US Environmental Protection Agency, 1975). Oil based dust palliatives must be used
very carefully where the potential for entering surface or groundwater exists. Likewise, salts such as
sodium chloride (NaCI) and calcium chloride (CaCl2), along with additives to prevent caking, rust, and
corrosion, can cause acute and chronic toxicity in aquatic organisms and fish, contamination of
groundwater supplying public and domestic water users, and death to vegetation adjacent to the road.
Maximum salt concentrations can be found at soil surfaces nearest the road, but because they can be
readily leached, salts can easily enter groundwater. High concentrations of salts have been found in
streams during dry season low flows when the major component contributing to stream flow consists of
groundwater.

Sulfite waste liquor from pulping operations is used extensively for dust abatement, however, it too has
a potential for adversely impacting water quality through its high biochemical oxygen demand.
Fortunately, though, the BOD-containing agents in pulping liquors will oxidize rapidly on the road
surface. Controlled application during dry weather to prevent runoff will minimize impacts.

Herbicides used to control roadside vegetation represent the final class of road maintenance
compounds that present a potential health or water pollution hazard if used incorrectly. Compounds
such as dioxin, contained in 2,4-D and 2,4,5-T, are extremely toxic even in minute quantities.

Practices and methods to help minimize impacts from road chemicals include:
1. control application. Use only as much chemical as needed, both in concentration and rate of
application, to provide the desired effect. Chemical manufacturers provide detailed information
on the label of the container concerning dilution requirement, application rate and method,
worker safety precautions, spill cleanup procedures, and other useful information. Be aware of
weather conditions. Do not apply chemicals immediately prior to or during rainfall. Provide
adequate training, performance standards, and supervision of application personnel and
equipment. Perform trial applications to determine if calculated application rate is adequate.
Keep records of chemical compounds used, the target species identified, concentration and
application rates, vegetative growth stage (pre- or post-emergent), any unusual vegetative or
environmental factors present during the application, and results of the application.
2. Use extra caution near streams. Avoid applying chemicals where the road crosses a channel
and for 20 m (60 ft) on either side. If necessary, provide a filter strip between the road and the
stream. Prevent spillage near or into streams. Do not, under any circumstances, discharge
unused chemical into a stream.
3. Disposal of excess chemical and container treatment. Clean and rinse equipment and
storage containers in an area where waste water can be safely collected and treated. If
necessary, collect and ship excess hazardous chemicals to an authorized hazardous waste
disposal facility.

7.4 Emergency Storm Response

An effective way of dealing with storm damage to roads and property is to provide for an emergency
response program in which personnel and equipment can be mobilized as needed on short notice. This
concept is similar in practice to that dealing with emergency measures used in fire control. The purpose
of the plan is to:

1. Prevent loss of life or injury

2. Prevent damage to soils, streams, fisheries, and other resources

3. Prevent and/or minimize damage to capital improvements, private property, roads, and other features

4. Provide for efficient, economical, and necessary use of available finances, equipment, and personnel

5. Evaluate structural and resource damage when it occurs and determine needs for corrective
measures to prevent further damage

Necessary items to include in a storm response action plan are:

1. A system to collect and analyze weather, soil, and road conditions

2. A communication system between personnel responsible for activating the storm action plan

3. Establishment of organizational plans and responsibilities for prevention and control of storm damage

4. Methods of financing and documenting costs of personnel and equipment; outline of individuals
authorized to use finances, personnel, and equipment

5. Telephone numbers for providing public information and communication with law enforcement and
other public agencies

6. Provisions for monitoring the effects of storms and efforts to prevent damage; reconnaissance and
estimates of extent of damage to structures and resources; preliminary cost estimates
7. Storm damage reporting procedures

Weather data should be collected daily and should include daily amounts of precipitation, cumulative
precipitation per storm, total per season, month, etc. Any information indicating run-off amounts, snow
pack accumulation/melt rates, temperature, temperature changes, wind and barometric pressure should
be noted. Additional or more frequent information updates can be requested as conditions warrant. A
rating system for storms, such as that used for fires, can be developed based on historical data and/or
local knowledge. For each condition, a specific set of activities ranging from observation to full region-
wide patrols and work teams will be identified.

7.5 Road Abandonment and Reclamation

Forest roads are often designed for temporary or intermittent use in which two situations may exist: (1)
the road is planned for closure with the intent of reconstructing at some point in the future, or (2) the
road is planned for permanent closure. In the first instance, if the interval of non-use is relatively short, a
physical barricade blocking all entrances to the road may be all that is required provided that periodic
checks are made throughout the non-use period to ensure that road drainage structures, erosion
control measures, and other slope protection measures are functioning properly. A barricade may
consist of a locked gate or a variety of crude barriers constructed of native materials--rock, slash, cull
logs, etc.

If periodic checks and maintenance cannot be performed (e.g. during heavy snow pack conditions)
other measures in addition to barricading need to be taken. These measures might include installing a
system of rolling dips or water bars, outsloping, and stabilizing all cut and fill slopes (see Chapter 4).
Scarification and revegetation of exposed surfaces, including the roadway itself, may be appropriate
depending on the type of road surface, the potential for erosion, and the non-use period.

When an extended non-use period is planned and the risk of environmental damage from failure is
significant, a partial restoration of the original ground profile may be considered. The objective here is to
convert a portion of surface water flow back to subsurface flow and to provide more efficient surface
runoff capacity. An effective method, called "Kanisku" closure, can be used on sideslopes less than 60
percent and is illustrated in Figure 121. If terrain and road conditions permit the use of this technique
without significant loss of soil over the edge of the fill, this procedure can be accomplished with an
angle-blade bulldozer. This technique is not appropriate on end haul constructed roads, on ballasted or
surfaced roads, on some soil types, or in regions with high precipitation.

Figure 121. "Kanisku" closure is effective on side cast constructed roads on slopes up to 60 percent in
areas with low to moderate precipitation.

Stream crossings on intermittent-use roads require special attention. In addition to guidelines presented
elsewhere in this book, design, construction, and maintenance considerations for intermittent-use roads
include:
1. Minimize the amount of culvert fill.
2. Use generous culvert end area estimates.
3. Design for permanent installation.
4. Plan for supplemental maintenance checks if there is any doubt as to the ability of the
installation to withstand heavy storm events.
5. If a stable installation is technically or economically infeasible, include subsequent culvert
removal if it can be accomplished with minimal water quality impact. If not, avoid the site.

Temporary log stringer bridges can be used when a stream crossing installation would require a large
amount of fill. With short non-use periods, it may be more economical to design a "longer life"
temporary bridge and leave it in place. With longer non-use periods, it is advisable to use a minimal
cost structure and remove it after use.

For channel crossing structures that have functioned satisfactorily for years, the best solution, in most
cases, is to leave it in place and restore it to its original condition (remove debris, clean ditches,
revegetate side slopes, reshape road surface crown). For those crossings having a high failure risk,
continued maintenance or partial or entire removal are the only choices, difficult as they may be. If
removal is chosen, the use of proper equipment and attention to timing can aid in reducing the severity
of water quality impacts. If total removal cannot be accomplished for technical or economic reasons, a
possible solution is a relief dip in the culvert fill (Figure 122). A relief dip does not preclude the need for
stabilization, but, rather, reduces the water quality impact upon failure by directing the course of
overflow water and reducing the amount of available sediment.

In the case of permanent closure, methods described above may be appropriate, making sure that all
culverts and bridges are removed and excess fill is hauled to a safe disposal area. Additionally, it is also
desirable to break up the road surface with deep penetrating hydraulic ripper teeth. This aids in
restoring soil permeability and enhancing revegetation.

For esthetic reasons, it may be desirable to completely restore the original ground profile, or
"deconstruct" the road. One way to accomplish this is to temporarily store excavated material and then
pack it back into the roadway following use. More commonly, excavated material is side cast, and
following use, pulled back up into the road prism with hydraulic shovel or dragline. On slopes greater
than 60 percent, it is highly recommended that excavation and side cast pullback be accomplished
during the same dry season. After deconstruction, the site is revegetated including tree establishment
where appropriate. Follow-up planting or fertilizing may be necessary for several years following
restoration.

Figure 122. Relief dip reduces the potential impact of culvert failure by reducing the amount of potential
sediment.
TRANSPORTATION ENGINEERING
Road Maintenance - Highway Maintenance

By: Haseeb Jamal / On: May 14, 2017 / ROADS, REPAIR, DEFINITION, HOW TO
Definition of Road Maintenance:
Preserving and keeping each type of roadway, roadside, structures as nearly as possible in its
original condition as constructed or as subsequently improved and the operation of highway
facilities and services to provide satisfactory and safe transportation, is called Road
Maintenance or maintenance of highways.

Roads Maintenance / Highways Maintenance Definition

Road Maintenance Components

The various road maintenance function includes:

1. Surface maintenance
2. Roadside and drainage maintenance
3. Shoulder and approaches maintenance
4. Snow and ice control
5. Bridges maintenance
6. Traffic service

Highway maintenance is closely related to the quality

of construction of original road. Insufficient
pavement or base thickness or improper construction of these elements soon results in expensive
patching or surface repair. Shoulder care becomes a serious problem where narrow lanes force
heavy vehicle to travel with one set of wheels off the pavement.

Improperly designed drainage facilities, mean erosion or deposition of material and costly
cleaning operation or other corrective measures. For regular highways maintenance and repair
sharp ditches and steep slopes require manual maintenance as compare to cheap repair of flatter
ditch and soil by machine.

In snowy country, improper location extremely low fills and narrow cuts leave no room for snow
storage, creating extremely difficult snow removal problems.

Also See: Types of Highway Maintenance | Types of Roads

1. Surface Maintenance of Roads

Pavement maintenance and rehabilitation programs restore the riding quality and maintain the
structural integrity of the pavement over its full design life. Asphalt concrete pavements are
subjected to various types of pavement distress or Failure these include:

a. Surface Distresses

i. Alligator Cracking:

A series of interconnecting or interlaced cracks caused by fatigue of the asphalt concrete surface
under repeated traffic leading. [Cracking is due to foundation movement at subgrade]

ii. Block Cracking:

Cracks forming large interconnected polygon usually with sharp corners or angles. These cracks
are generated by hardening or shrinking e.g. asphalt or reflection cracking for underlying layers
such as cement treated base.

iii. Transverse Cracking:

Cracks approximately at right angle to the pavement center line. These may be caused by
hardness and shrinkage of asphalt or differential thermal stresses of asphalt concrete or may be
reflection cracking.

iv. Longitudinal Cracking:

Cracks approximately parallel to the pavement center line. These are caused by poorly
constructed construction joints and shrinkage of the asphalt concrete surface. Longitudinal cracks
may also be reflection cracks.
v. Raveling:

Wearing away the pavement surface caused by dislodging of aggregate particles and binders.
This is usually a result of insufficient asphalt binder in the mix or stripping of asphalt from
particles of aggregate.

vi. Drip Track Raveling:

Progressive disintegration of the surface between wheel paths caused by dripping of gasoline oil
from vehicle.

vii. Bleeding or Flushing (Fatting Up):

The exuding of bitumen on to the pavement surface causing reduction in skid resistance.
Bleeding is generally caused by excessive amount of asphalt in the mix or low air void content. It
occurs in the mix in hot weather.

viii. Corrugations:

Due to instability of base or poor original riding surface (plastic movement of pavement)

ix. Pot Holes:

When cracks become deep, road surface material comes off becoming small bowl like ditches.
These are very important to repair in road maintenance as they cause damage to vehicles and
bikes.
x. Ruts:

Depressions formed under the wheel due to heavy load, this causes consolidation, deformation or
plastic flow.

b. Methods of Surface Treatment for Road Maintenance

The surface treatment may be single or multiple. Although the best type of surface course is pre-
mix carpet for roads maintenance. The surface treatment methods are employed when:

1. Intensity of traffic is not very high.

2. the pro-mix mixers are not easily available due to long transportation or technical
reasons.
3. when the cost is high.

In Highway Maintenance, for good surface treatment it is necessary that:

 Base course is well prepared to its profile and is made more free from pot holes and ruts.
 Excellence of surface dressing depends upon the correct proportion of binder aggregate.
 Before laying that first surface dressing coat, the base should be made free from all dust
loose soil etc.

In all bituminous construction it is necessary that the newly surface posses a bond with the
existing base at the interface. It is also necessary that the base is nearly impervious.

 For maintenance of gravel roads blading and occasional resurfacing is required.

 For surface treatments of low type bituminous surface in maintenance of roads; Patching,
seal coating or possible loosening oiling, re mixing and relaying are involved.
 For high type bituminous concrete and Portland cement concrete, the Removal and
replacement of failure areas and resurfacing are approximate treatment methods for
highway maintenance.
 Use same material and methods for road surface maintenance as far as possible.
 Maintenance and repairs of roads must be planned for rapid performance and to cause
least possible disruption or hazard to traffic.

2. Roadside and Highway Drainage maintenance

Depends on the characters of road side where the roadside is grassy it must be mowed; cutting,
ploughing or spraying with weed killer must be done.

If there is dry grass fire hazard burning, plowing must be done in road maintenance. To improve
visibility and increase the sight distance and clearance of road trimming should also be done. Its
important to note that side slope erosion by mulching, seeding etc should be checked and
controlled as and where required to ensure slope and shoulder stability. Furthermore, picking up
litter, thrown or blown along roadside or wayside area should be a routine work.
Drainage of Highways: Keeping ditch, culvert and other drainage structure, clean and ready to
carry next flow water. Sediments deposited during period of heavy flow must be removed badly
eroded channel and dikes properly protected to prevent recurrence.

3. Shoulders Maintenance:
The maintenance of shoulders depend on the surface character of the area where the maintenance
and repair is performed.

SOD shoulders (Sod shoulders are earth shoulders on which a solid turf has been established.
Normally they require very little maintenance and holes, ruts, and settlements should be repaired
with sod or stabilized material.) must be moved and occasionally bladed down to the level of the
roadway so that water is not trapped in the traveled way. Grass must be kept in good condition.
In maintenance of roads shoulders protected by bituminous blankets have surface treatments
same as for roadway surface.

Gravel and earth shoulders that leaves a drop off at the pavement edges creates a serious accident
hazard, hence, should be corrected by reconstruction, resurfacing or other appropriate means.
Due to continuous wetting and drying of shoulder, edge joints result between lane and shoulder
which may cause settlement of pavement due to entrance of water in sub grade soil. It can
Repaired by filling the joint with sand and asphalt concrete

4. Snow and ice control:

Ice forming on the roadway reduces coefficient of friction between tires and surface, which
makes vehicle control almost impossible. In repair of roads, we can apply abrasive to heavily
traveled roadway and street. Suitable materials that can be used are clean and sharp sand, cinders
and washed stone screening.

5. Bridge maintenance:
Bridges maintenance is a major part of roads
maintenance. Bridges can be maintained in
good condition by following the below
guidelines:

 Exposed steel work must be cleaned

by sand blasting flame or other means
followed by repainting.
 Deck joint may extrude or become
filled with dirt so that cleaning and
resealing is necessary.
 Out of control vehicle, causing damage
to guard rail, must be repaired and
strengthened.
 If bridge deck become rough resurfacing is required
 Remedial measures to correct serious scour around and under piers and abutments.

6. Traffic services:
Include stripping, sign repair and maintenance (particularly needed for repair after stormy
weather).

Factor Affecting Roads Maintenance:

Generally following factors affect the maintenance of pavements:

Increase in the intensity of traffic.

Since we know that there is increase in road transport per year about 8%. Hence this is the most
important factor, which affects the maintenance of roads.

Inadequate Thickness of Pavement.

As already discussed adequate thickness of pavement is essential. If the adequate thickness is not
provided, it will result frequent pavement failure, unevenness and heavy patches.

Effect on No of lanes.

The road research laboratory has established by experiments that concentration of road is almost
4 times larger on a single lane pavement than a double lane pavement section. Thus the road
distress and maintenance on single lane pavement are higher than double lane pavements.