Pavement Surface Condition Rating Manual

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PAVEMENT SURFACE

CONDITION

RATING MANUAL

Written by

Northwest Pavement Management Systems Users Group

and

R. Keith Kay

Washington State Department of Transportation

Produced by

Washington State Transportation Center

University of Washington

for

Northwest Technologies Transfer Center

Washington State Department of Transportation

Local Programs Division

March 1992



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Editor

Amy O'Brien

Graphic Design

Mary Marrah

Photographs

Amy O'BrienMary Marrah

Joe P. MahoneyWashington State Department of Transportation

Printing

Washington State Printing Office



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The development of this manual is the result of cooperationamong the members of the Northwest Pavement ManagementSystems Users Group, their respective agencies, and the Wash-ington State Department of Transportation. Members of theUsers Group offered many suggestions and spent many hoursreviewing, critiquing, and commenting on the drafts.

Particular appreciation is extended to Derald Christensen of Measurement Research Corporation for authoring and updatingthe original series of drafts. Many thanks go to Randy Firoved,Snohomish County; Scott Radel, City of Bellingham; ButchMcGuire, City of Snohomish; and Steve Pope, City of Tacoma,for their continual participation and contributions.

Others who contributed considerable effort areArthur M. "Bud" Furber, Pavement Services, Inc.County Road Administration BoardAssociation of Washington CitiesWashington State Transportation Center (TRAC)

Appreciation is extended to Stan Moon, Assistant Secretary forLocal Programs (WSDOT), for his sponsorship and to KeithAnderson, Federal Programs - Research Office (WSDOT), forcoordination of all the details.

ACKNOWLEDGMENTS



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CONTENTS

INTRODUCTION ............................................................ 1

Objective of this Manual ................................................................... 2How to Use This Manual .................................................................. 2

COMMON TERMS .......................................................... 3

PAVEMENT TYPES .......................................................... 7

Flexible Pavements ............................................................................ 7Rigid Pavements ................................................................................ 7Composite Pavements....................................................................... 8

INSPECTION PROCEDURES AND GUIDELINES.. 9Rating Considerations....................................................................... 9General Notes................................................................................... 11

FLEXIBLE PAVEMENT DISTRESSES........................ 13

Severity and Extent Summary ....................................................... 151. Rutting and Wear ....................................................................... 192. Alligator Cracking ...................................................................... 213. Longitudinal Cracking ............................................................... 254. Transverse Cracking................................................................... 285. Raveling ....................................................................................... 316. Flushing........................................................................................ 347. Patching........................................................................................ 378. Corrugation and Waves............................................................. 419. Sags and Humps ......................................................................... 4310. Block Cracking .......................................................................... 4511. Pavement Edge Condition....................................................... 4712. Crack Seal Condition................................................................ 49



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PORTLAND CEMENT CONCRETE DISTRESSES. 51

Severity and Extent Summary ....................................................... 531. Cracking ....................................................................................... 572. Joint and Crack Spalling ............................................................ 593. Pumping and Blowing ............................................................... 614. Faulting and Settlement............................................................. 64

5. Patching........................................................................................ 666. Raveling or Scaling ..................................................................... 687. Blowups........................................................................................ 718. Wear.............................................................................................. 72

PAVEMENT CONDITION RATING AIDS............... 75

Miles to Feet Conversions .............................................................. 77ACP and BST Estimating ................................................................ 78PCCP Estimating ............................................................................. 79



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INTRODUCTION

Transportation (WSDOT)concentrates on defects thatindicate progressive deterio-ration, particularly those that

are associated with thepavement’s strength orability to support and carrytraffic loads.

In general, each defect isclassified and rated accord-ing to type, severity, andextent. In most cases threelevels of severity are defined,and the extent is measured,

or estimated, as a percentageof the length of the surveyedsegment. A matrix of severi-ties and ranges of extent wasdeveloped by WSDOT foreach type of defect. Therater is then able to select theone combination of severityand extent range for eachdefect that most representsthe condition of the segment.

WSDOT has performed thistype of manual visual sur-veys, and accumulated theresulting data, since 1969.The usefulness of the infor-mation, and the validity of the techniques used, have been proved.

Regularly scheduled pavementcondition inspection is one of the most important steps inimplementing a comprehen-

sive Pavement ManagementSystem (PMS). Such a systeminvolves dividing the pave-ment network into logicalsegments, recording descrip-tive segment inventory data,and collecting pavementperformance informationrelating to these segments.These processes provide thecritical information needed for

analysis to determine mainte-nance and rehabilitation re-quirements, project priorities,and conduct long-term plan-ning.

The purpose in performingmanual (or automated) pave-ment condition surveys is todocument the progressivedeterioration of each of thesegments of paved roadway.For these data to be useful in apredictive way, consistency inlocating, defining, observing,and recording the surfacedefects is critical.

While many types of datamight be collected, the Wash-ington State Department of



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Ideally, the extent of the sever-ity of each type of defectwould be accurately mea-sured, recorded, and used fordeveloping the PavementCondition Rating. However,

in order for a manual, visualsurvey to progress along anextensive network of road-ways, the number of types andseverities of defects that areindependently collected andrecorded, as well as the accu-racy of the measurement of their extents, must be limited.Automated survey techniquesmay allow more precise collec-

tion of data at a reasonablecost in time and funds.

To assist local agencies withinWashington state in develop-ing and operating an effectivePMS, a Core Program wasdefined on the basis of theconcepts and practices of theWashington State PavementManagement System(WSPMS). These conceptsinclude the basic theory of fatigue based performancecurves, the definitions of specific defect types, theirseverities and units of mea-sure, and the computationaltechniques that WSDOT uses.

To achieve the same successand reliability, obtain compa-rable results, and make use of

past and future state researchand development, the CoreProgram must be used asdefined. Deviation from thedetails as defined will yieldresults that may not be mean-ingful when used in subse-quent processes or compari-sons.

OBJ ECTIVE OF THIS MANUAL

The objective of this manual isto provide guidelines anddefinitions for identifyingpavement distress types anddefining the levels of severity

and extent (area, length, count)associated with each distress.

This manual is intended to bea training aid for pavementraters and a field referenceduring the rating process. Inperforming pavement inspec-tions, you, the pavementcondition rater, should be ableto identify each distress typeand its level of severity andextent consistent with thedescriptions contained withinthis manual.

HOW TO USE THIS MANUAL

This manual provides thename, description, severitylevels, and quantificationprocess for each distress typethat an agency evaluates in its

pavement management pro-gram. The distresses arecategorized by pavement type(flexible or rigid) and are listedas either Core Program defectsor optional defects. The defi-nition of each distress type isfollowed by a description of itslevels of severity, units of extent quantification, measure-ment procedure, and an ex-

ample. When necessary,additional comments andguidelines for evaluation may be included.

Study this manual carefully before performing your firstinspection and keep a copyclose at hand during in-spections to serve as a refer-ence.



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COMMON TERMS

To perform the inspection procedure, you must understandsome commonly used terms.

PMS Pavement management system.

Network The roadway network is the complete system of roadways that make up the PMS database. It can be the complete roadway system or a subset, suchas the arterials only.

Project A project is the unit used to evaluate or grouppavement elements. Projects are generally thought

of as portions of roadway that could reasonably become funded improvement projects; however,they can be grouped together for various reasons.They generally consist of similar geometric data,such as pavement width, structure, and pavementtype, or can be related to other needs, such astraffic volumes or planning needs.

Segment A segment is generally a single block, 1/10th mile,or other relatively short, homogeneous unit of roadway. Several segments may be included in a

single project. They may vary in length for reasonssuch as pavement structure, behavior, and surfacecondition. They may also vary to meet the objec-tives of the agency implementing the PMS. Smallersegment definitions provide greater flexibility inthe growth and expansion of the pavement man-agement system.

These are generally the fundamental elements of the roadway network and thus the PMS database



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structure. All ratings are performed over or withineach segment. All data within the PMS are linkedor referenced to a given segment, and they arelocated in the segment or roadway network by thedistance or mile post along a given street or road.

Samples Generally the WSDOT rating procedures involve

summarizing and averaging the severities andextents of each defect of an entire segment. How-ever, smaller multiple samples can be used forrating. This technique results in more than onerating value per segment and, if done using statis-tically correct sampling techniques, can help toimprove the performance of the PMS software.

Approaches to choosing samples for manualratings differ. One way is to select them to repre-sent the overall condition of the segment. Other

approaches may use biased sampling, for examplechoosing the samples in the stopping lanes atintersections. The choice is based on how theagency wishes to drive or control its PMS network.For example, if the controlling factor is that theworst sections of a given project require repair,then this should trigger the system to specify anaction.

Biased sampling should only be used for internaloperations because it does not conform to the CoreProgram definitions and practices.

PCR The Pavement Condition Rating is a value from 0to 100 computed for each segment or project,where 100 indicates no defects. Other values aredeveloped by deducting the value of cumulativedistresses. The Core Program PCR is a fatigue based condition index. The Local Option PCR is acombined index.

Core The PMS Core Program (as adopted December 28,Program 1987, by the Northwest Pavement Management

System Users Group) is the minimum amount of information and minimal data collection processrequired to provide uniformity between jurisdic-tions for comparison.

The complete description of the Core Program isavailable in agreement form, but it is too lengthy



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to include here. However, a few of the importantelements of that document are as follows:• Interpretive Processes (PCR and performance

curve computation)• Pavement rating training in accordance with

WSDOT training• Condition ratings conform to state standards

Distress or Visual pavement surface distress or pavementdefects

Defects can be quantified and related to the life cycle of agiven type of pavement or roadway under giventraffic and weather conditions. Each distress isgenerally associated with a specific pavementproperty, such as aging, wearing, fatigue, or mate-rials. These pavement surface defects can be dis-tinguished and quantified visually by human orautomated techniques, in contrast to invisible

defects that may relate to base materials, drainage,or other conditions.

Severity The definition of severity for a given defect varieswith each distress and is generally a measure of how badly or to what intensity a given defect hasdeteriorated. Examples are crack widths, crackdeterioration or spalling, and loss of materials.See also “Rating Considerations.”

Extent Extent is the measure of area, length, or countassociated with a given distress. It is how muchand how far a given defect has progressed. Seealso “Rating Considerations.”

Deduct The deduct value is a number from 0 to 100 that isassigned to the combination of defects observed ina pavement segment. An alternative methodassigns a deduct value to each distress type and itsvarious levels of extent and severity. The deductvalue(s) in a given pavement segment are summedtogether and subtracted from 100 to compute thefinal Pavement Condition Rating (PCR) for the

segment.

Wheel Path There are two wheel paths per traffic lane. If thelane is divided laterally into two equal parts, eachhalf may be broadly considered one wheel path.Therefore, a two-lane roadway has four wheelpaths, which make up the full traveled surfacearea of a typical street, road, or highway.



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PredominantThe predominant distress severity is the distresscondition that is most prevalent, or the typicalseverity. In general, if approximately equal por-tions of more than one severity exist, the higherseverity should be used.

If each severity of the defect is quantified and

recorded separately, use of the predominantseverity is unnecessary.

Spalling and Spalling and raveling are commonly used terms inRaveling connection with several principal defects. More

general detailed descriptions are as follows:

Spalling is the deterioration of the sharp edgeformed at the pavement surface along each side of a crack or joint. With severe spalling, pieces of thepavement break away, causing the visual size or

width of the crack on the pavement surface to beirregular and greater than the crack width belowthe surface. Large spalls may extend to full depth.

Raveling is the loss of material from the pave-ment. This may involve only small amounts of fine aggregate and/or binder; or it may involvelarger pieces of the pavement at the edge of cracksor joints.



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PAVEMENT TYPES

FLEXIBLE PAVEMENTS

A flexible pavement has little or moderate bending resistance. Itmaintains intimate contact with and distributes loads to thesubgrade. It depends on aggregate interlock, particle friction,and cohesion for stability.

ACP Asphalt concrete pavement (ACP) is a mixture of liquidasphalt and aggregate. It is placed with a mechanicalspreader and rollers, giving the finished product asmooth, dense surface with varying sizes of aggregate.

BST Bituminous surface treatment (BST) includes various

composite layered pavement treatments that may beapplied over existing ACP or BST roadways, or are usedto build up new roadway surfaces. They generally consistof uniformly sized gravel spread over a liquid asphaltlayer, which solidifies when it cures. This process createsa thin structure with a very rough surface. Chip seals arethe most common form of BST. Slurry seals (also a BST)consist of a premixed thin layer spread over the roadwaysurface and creates a smooth, flat surface.

RIGID PAVEMENTS

A rigid pavement has a greater bending resistance than does aflexible pavements and distributes loads to the subgrade be-cause of its inherent ability to resist bending.

PCCP Portland Cement Concrete Pavement (PCCP) is a rigidpavement that is usually placed on a bed of gravel or other freedraining material.



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COMPOSITE PAVEMENTS

Composite pavements are generally any of several combina-tions of rigid and/or flexible layers of mixed pavement types.At least one agency in Washington state identifies the mostcommon composite pavement specifically as asphalt concreteover portland cement concrete. Composite pavements are rated

according to the top, visible layer. The PMS database and soft-ware may allow for special handling of composite pavements if the type and thickness of lower layers are known.



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INSPECTION PROCEDURESAND GUIDELINES

These inspection procedures offer a method of determiningpavement condition that involves observing and recording thepresence of specific types and severities of defects or distressesin the pavement surface.

The elements of pavement condition rating are as follows:

1) the type of defect2) the severity of the defect3) the extent to which the road surface is affected by thedefect

There are several types of defects and several possible severities

and extents for each defect. These are described and illustratedfor flexible and rigid pavements in the following pages of thismanual. The generic definitions of type, severity, and extent aregiven for Core Program defects and some optional defects. TheWSDOT rating procedures and suggested estimating ranges arealso included.

Note: The PAVER procedures for rating PCCP are preferred bysome agencies as an alternative method for rating PCCPstreets. Materials for implementing these procedures areavailable from the APWA and other sources. How data

collected with PAVER techniques will affect subsequentCore Program processes and results is uncertain, but theresulting value (PCR) will not be equivalent to WSDOT PCRvalues.

RATING CONSIDERATIONS

Listed below are important factors to consider when you collectpavement condition data.



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• Each agency must decide whether to record the predomi-nant severity of each defect type or to record the extentof each severity of each defect type. The agency mustalso decide whether to estimate/measure and recordthese extents using finite values or standardized rangesof values.

If the predominate severity procedure is used for eachtype of defect observed, you should record only oneseverity, the predominant severity. Always record thehigher rated severity if approximately equal proportionsof more than one severity exist. The purpose is to estab-lish a severity that represents the typical condition of theroadway segment. The extent you record is always theoverall extent associated with all levels of severity for agiven distress type. This extent may be a range of valuesor it may be a finite value. Your individual agency maywish to note (in the comments section of the form) the

occurrence of any level of severity that is significantlyhigher than what you have recorded in the rating.

If you are recording the extent associated with eachseverity of each distress type, then instead of recordingthe total extent and the predominant severity, you willrecord the extent of each severity of each type of defect.You should probably record a finite value (the actualpercentage or count) of the extent for each of the severitycategories, as the use of ranges will probably result in toolarge an extent for the total of the severities. This is anexcellent alternative to WSDOT’s conventional procedureif an agency desires greater accuracy and detail or willuse automated rating procedures. Values can be com-puted from these more detailed data, as well as from theconventional data for statewide comparison. The com-plexity of this highly detailed survey may not be practicalfor large roadway networks when done by human obser-vation.

• Roads can be rated on foot or by automobile. In urbanareas, rating is frequently done on foot. The best drivingspeeds for observing the defects range from 5 to 10 miles

per hour. A single lane is generally used, but if time andfunds allow, an agency can measure more than one lane.

Note: Different values will likely be obtained in walking versusdriving and the agency needs to be aware of possibleproblems in comparing results obtained by using morethan one technique.



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• The relative sun angle and direction of viewing the road-way surface can greatly affect your visual observation. Besure to occasionally view the pavement from more thanone direction during the survey to assure the true natureof the pavement surface is being observed.

• The time of year and predominant weather (moisture and

temperature) conditions over a given time period canalso affect the severity and visibility of certain distresses.If at all possible, rate the roadway network at a similartime of the year and only while the pavement is dry.

• When rating a roadway, you must observe the entire areaof the traveled roadway segment or sample and deter-mine the defect severities and extents over this full pave-ment surface area.

• When rating composite pavements (such as asphalt over

rigid pavement), classify cracks that may correspondwith the concrete joints as distresses and rate these, aswell as other cracks, as the type of crack they represent(transverse or longitudinal).

• When rating the width of cracks, use the average width,not the extremes. Cracks often vary in width and theintent is to rate the overall severity of the crack.

• Condition ratings apply only to the traveled surface of aroad. Do not include the conditions of shoulders or otheradjacent areas. Shoulder condition, drainage informa-tion, or other items may be accounted for and collectedseparately from or with the pavement rating data.

• Areas within the curb returns are considered a part of theintersection for rating purposes. Intersections are gener-ally rated with a higher functional class street or in agiven direction. Intersections may also be separatelyrated and recorded. Each agency needs to develop itsown policy.

• If opposite sides of the roadway or individual lanes

(automated measurements) are rated separately, useseparate forms and enter the data into the database asseparate multi-lane segments.

• When any type of defect is not observed, write an “N” inthe first space on the field form for that defect. The “N”indicates clearly that a defect was not present and re-duces the potential for confusion when the data areentered into the database.



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GENERAL NOTES

Other items that you should observe and correct or add to therating form if they are not present are listed below. The extent towhich this information is collected/edited may depend on yourPMS manager and should be made clear to you before youconduct a survey.

• If the survey is conducted on foot, the members of therating team should walk the segment (or sample) onopposite sides of the street to note distresses.

• At the end of each segment/sample, the team membersshould compare notes.

• Discuss all distresses observed and log them onto thesegment or sample unit distress rating forms for laterentry into the computer.

• Verify the historical data provided, for example, segmentlimits and pavement surface type, width, and lengths.

• Previous years’ rating data should be provided so thatyou can avoid making a poor choice if the severity orextent is a borderline judgment call. You may also detectand verify major changes or erroneous data from previ-ous years.

• If new projects need to be created, write a note to thePMS manager for review and creation.

• The agency may ask you to create new segments orsamples if old ones are inaccurate or you find definitepavement condition breaks between existing segment boundaries. Beginning and ending points must coincidewith original end points where applicable.

• Measure pavement lengths to the center of the intersec-tions. The pavement management system softwareshould account for the intersections automatically whencomputing lengths and areas.

• Bring to the PMS manager’s attention the location of anypotholes, utility trenches, street cuts, curbs, or sidewalksthat need repair.

• Note any problems.



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FLEXIBLE PAVEMENTDISTRESSES



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Severity and ExtentSummary1. Rutting and Wear

Severity

The average rut depth in the wheel path for the segmentor sample.Low 1/4 in. to 1/2 in.Medium 1/2 in. to 3/4 in.High over 3/4 in.

ExtentAssumed to be the full length of the surveyed segment.

2. Al l igator Cracking

SeverityLow Hair Line (< 1/4 inch)Medium SpallingHigh Spalling and pumping

ExtentPercentage of the length of both wheel paths.

Suggested ranges for estimating:1% - 9% of both wheel paths

10% - 24% of both wheel paths25% - 49% of both wheel paths50% or more of both wheel paths

Old WSDOT ranges for estimating - prior to 1991:1% - 24% of both wheel paths25% - 49% of both wheel paths50% - 74% of both wheel paths50% or more of both wheel paths

3. Longitudinal CrackingSeverity

Low < 1/4 in. wideMedium > 1/4 in. wideHigh Spalled



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ExtentPercentage of the length of the surveyed segment.

Suggested ranges for estimating:1% - 99% of the length of the segment100% - 199% of the length of the segment200% or more of the length of the segment

4. Transverse Cracking

SeverityLow < 1/4 in. wideMedium > 1/4 in. wideHigh Spalled

ExtentFrequency, count per 100 feet.

Suggested ranges for estimating:1 - 4 cracks per 100 ft.5 - 9 cracks per 100 ft.10 or more cracks per 100 ft.

5. Ravel ing

SeverityLow SlightMedium ModerateHigh Severe

Extent(estimated):LocalizedWheel PathsEntire Lane

6. Flushing

Severity

Low SlightMedium ModerateHigh Severe

Extent (estimated):LocalizedWheel PathsEntire Lane



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7. Patching

SeverityLow Chip seal patchMedium Blade patch (cold or hot mix)High Dig-out, full depth patch (or repair)

ExtentPercentage of the length of both wheel paths.

Suggested ranges for estimating:1% - 9% of both wheel paths10% - 24% of both wheel paths25% or more of both wheel paths

8. Corrugation and Waves

SeverityThe maximum deviation from a 10-foot straight edgeLow 1/8-in. to 2-in. change per 10 ft.Medium 2-in. to 4-in. change per 10 ft.High Over 4-in. change per 10 ft.

ExtentThe percentage of the affected surface area.

Suggested ranges for estimating:1% - 9% of the area of the segment10% - 24% of the area of the segment

25% or more of the area of the segment

9. Sags and Humps

SeverityThe maximum deviation from a 10-foot straight edge.Low 1/8-in. to 2-in. change per 10 ft.Medium 2-in. to 4-in. change per 10 ft.High Over 4-in. change per 10 ft.

ExtentThe percentage of the affected surface area.

Suggested ranges for estimating:1% - 9% of the area of the segment10% - 24% of the area of the segment25% or more of the area of the segment



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10. Block Cracking

SeverityBlock Size:Low 12-ft. x 12-ft. blocks (9 x 9 and larger)Medium 6-ft. x 6-ft. blocks (5 x 5 to 8 x 8)High 3-ft. x 3-ft. blocks (2 x 2 to 4 x 4)

Crack Size:Low < 1/4 in. wideMedium > 1/4 in. wideHigh Spalled

ExtentAssumed to be the full length of the segment.

11. Pavement Edge Condition

Edge Raveling Extent (Severity is undefined):1% - 9% of the length of the segment10% - 24% of the length of the segment25% or more of the length of the segment

Edge Patching Extent (Severity is undefined):1% - 9% of the length of the segment10% - 24% of the length of the segment25% or more of the length of the segment

Edge Lane Less Than 10 Feet Extent (Severity is undefined):

1% - 9% of the length of the segment10% - 24% of the length of the segment25% or more of the length of the segment

12. Crack Seal Condition

SeverityLow Hairline cracks in the sealant allow only mini-

mal water passage.Medium The crack sealant is open and will allow sig-

nificant water passage.High The crack sealant is very open or non-existent.

Extent1% - 9% of the total length of cracks or joints10% - 24% of the total length of cracks or joints25% or more of the total length of cracks or joints



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1. Rutting and Wear

(Core Program Defect)

Rutting is a surface depression within the wheel path and is aresult of permanent deformation of the pavement or subgrade.When the upper pavement layers are severely rutted, the pave-ment along the edges of the rutted area may lift up. Usually, thedepression occurs more gradually across the wheel path, reach-ing a maximum depth in the center of the wheel path. Ruts aremost obvious after rainfall when they are full of water.

Wear is surface depression in the wheel path resulting from tireabrasion.

In both cases, the severity is measured by the depth of the rut or

wear depression. Rate the overall severity by using the averageobserved severity level within the segment. If a localized area issevere, add a note to the comments field. Also, note any poten-tial safety issues in evaluating this distress.

Sever ity

The average rut depth in the wheel path for the segment orsample. Automated systems may accurately record mean,maximum, minimum, standard deviation, and maybe otheruseful data.

1

Rutting and wear



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Recommended ranges for estimated severity:Low 1/4 in. to 1/2 in.Medium 1/2 in. to 3/4 in.High over 3/4 in.

ExtentThe extent of rutting is assumed to be the full length of thesegment.

Measurement

Lay a 4-foot or longer straight edge across the wheel path andmeasure the depth or distance between the straight edge andthe pavement at the center of the wheel rut. Take measure-ments in as many locations as is practical and average them.

Example

• Segment: One tenth (1/10) mile• Three representative measurements of 3/16 inch, 1/2

inch, and 0 inches• Rated:Low (1/4 to 1/2)

1



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2. Al l igator Cracking


Alligator cracking is associated with loads and is usually limitedto areas of repeated traffic loading. Most load related crackingof this type begins as a single longitudinal, discontinuous crackwithin the wheel path that progresses with time and loads to amore branched pattern that begins to interconnect. The stage atwhich several discontinuous longitudinal cracks begin to inter-connect is defined by WSDOT as alligator cracking. Eventuallythe cracks interconnect sufficiently to form many pieces, resem- bling the pattern of alligator hide.

On narrow, two-lane roads, alligator cracking may form alongthe center line rather than in the customary wheel paths.

Almost always, the pattern of the cracking (the longer dimen-sion of the connected cracks) is parallel to the roadway or direc-tion of vehicle travel. However, alligator cracking occasionallyoccurs in a pattern transverse to the roadway because of poortrench compaction, settlement, or frost action.

Record each narrow occurrence of transverse alligator crackingas a single incidence of high (spalled) severity transverse crack-

ing. More extensive occur-rences should be accumulatedwith the alligator distress.

Pot holes and other occur-rences of destroyed or missingpavement are accumulated ashigh severity alligator crackingand may also be noted in thecomments area of the fieldform.

2

Alligator cracking.



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Sever ity

Low Branched, longitudinal, discontinuous thincracks are beginning to interconnect and formthe typical alligator pattern. There is nospalling along the cracks. A single, continuouscrack may appear, usually along the wheel

path, with frequent, intermittent smaller cracksrunning at angles to the primary crack.

Medium Cracking is completely interconnected and hasfully developed an alligator pattern. Spallingappears at the edges of cracks. The piecesformed by the cracking may be predominantlylarge (12 in. or more in the longest dimension).The cracks may be greater than 1/4 in. wide, but the pavement pieces are still in place.

High The pattern of cracking is well developed, withpredominantly small pieces (less than 12 in. inthe longest length). Spalling is very apparent atthe crack. Individual pieces may be loosenedand may rock under traffic. Pieces may bemissing. Pumping of fines up through thecracks may be evident.

Extent

The extent of alligator cracking is related to the length of thewheel paths. A 100-foot segment has 200 feet of wheel paths.

Accurate measurement and recording as a percentage of wheelpath length is preferable.

2

Low severity alligator cracking.



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2Recommended ranges for estimated extent:1% - 9% of both wheel paths10% - 24% of both wheel paths25% - 49% of both wheel paths50% - 100% of both wheel paths

Note: The original WSDOT percentage category of 1 to 24percent has been split into two extent categories (1-9 and10-24) to better fit current pavement design needs andthe need for higher resolution in the early stage extentvalues of this measurement. This new break point was

selected to allow directcomparison betweenolder and newer data.An agency is not re-quired to switch fromthe original extentcategories; however,use of the new systemis advisable, especiallyfor new or first timeusers.

High severity alligator cracking.

Medium severity alligator cracking.



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Measurement

Accumulate the lengths along the surveyed lane of each severityof the alligator cracking as it occurs in both wheel paths. Dividethe accumulated lengths by twice the length of the segment (twowheel paths per lane). Multiply by 100 to get a percentage andround to a whole number.

Example

• Segment: 1/10 mile = 528 feet (1,056 feet of wheel paths)• Left wheel path Right wheel path Total

Low = 125 feet Low = 100 feet 225 (21%)Med = 50 feet Med = 75 feet 125

(12%)High = none High = 25 feet 25 (2%)

• Rated as 21% low severity and 12% medium severity and2% high severity;

ORRated as 25%-50% low severity (using the predominantseverity and ranges of extent)2



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3. Longitudinal Cracking


Longitudinal cracks run roughly parallel to the roadway centerline. Longitudinal cracks associated with the beginning of alligator cracking are generally discontinuous, broken, andoccur in the wheel path. However, any longitudinal crack that isclearly within the traveled lane should be rated. Joint reflectivecracking from overlaid PCCP slabs and other rigid pavementswithin the lane is rated.

Note: Do not include cracks that reside only within six inches of a lane edge. These cracks are assumed to be caused by,or related to, a paving construction joint. If your survey

includes an item for joint or crack seal condition, youshould include the seal condition of these lane edgeconstruction joints in that survey item.

Sever ity

Low The cracks have very little or no spalling alongthe edges and are less than 1/4 inch wide. If the cracks are sealed and the width of the crack before sealing is invisible, they should beclassified as Low Severity.

Medium The crackshave little orno spalling, but they aregreater than1/4 inch wide.There may bea few ran-domly spacedlow severityconnectingcracks nearthe main crackor at thecorners of intersectingcracks.

3

Longitudinal cracking.



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High Cracks are spalled and there may be severalrandomly spaced cracks near the main crack orat the corners of intersecting cracks. Pieces arevisibly missing along the crack, or the twosides of the crack do not match. At some point,this longitudinal cracking becomes alligator

cracking.

Extent

The extent of longitudinal cracking is recorded as a percentageof the length of the surveyed segment. Accurate measurementand recording are preferred.

Recommended ranges for estimated extent:1% - 99% of length of segment100% - 199% of length of segment

200% or more of length of segment

Measurement

Accumulate the lengths along the surveyed lane of each severityof the longitudinal cracking as it occurs. Divide the accumu-lated lengths by the length of the segment. Multiply by 100 toget a percentage and round to a whole number.

Example

• Segment: 1/10 mile = 528 feet• Low = 75 feet14%

Med = 50 feet 9%High = 100 feet 19%

• Rated as 14% low sever-ity and 9% mediumseverity and 19% highseverity;ORRated as 25%-50% highseverity (using the pre-dominant severity and

ranges of extent)

3

Low severity longitudinal cracking.



27

3

Medium severity longitudinal cracking.

High severity longitudinal cracking.



28

4. Transverse Cracking

Tranverse cracks run roughly perpendicular to the roadwaycenter line. They may be due to surface shrinkage casued bylow temperatures, hardening of the asphalt, or cracks in theunderlying pavement layers such as PCCP slabs. They mayextend partially or fully across the roadway. Count only thetransverse cracks that cut across most of at least one full wheelpath in the rated lane (2 feet minimum crack length).

Count each occurrence of narrow transverse alligator crackingas a single, high severity transverse crack. Of course, any associ-ated conventional alligator cracking should also be recordedseparately.

The PMS software may be able to use different deduct values or

curves to deal with composite pavements. Therefore, any reflec-tive cracks should be rated as longitudinal or transverse cracks,and the appropriate pavement type should be noted on theform.

Sever ity

Low The cracks have very little or no spalling alongthe edges and are less than 1/4 inch wide. If the cracks are sealed and the width of the crack before sealing is invisible, they should be

classified as Low Severity.

4

Transverse cracking.




29

4

Medium The cracks have little or no spalling but theyare greater than 1/4 inch wide. There may be afew randomly spaced low severity connectingcracks near the main crack or at the corners of intersecting cracks.

High Cracks are spalled and there may be several

randomly spaced cracks near the main crack orat the corners of intersecting cracks. Pieces arevisibly missing along the crack, or the twosides of the crack do not match. At some point,this longitudinal cracking becomes alligatorcracking.

Extent

The extent of transverse cracking is quantified as a frequency of occurrence, expressed as a count per 100 feet of lane length.

Accurate counting and recording are preferred.

Recommended ranges for estimated extent:1 - 4 cracks per 100 feet5 - 9 cracks per 100 feet10 or more cracks per 100 feet

Measurement

Accumulate the count along the surveyed lane of each severityof transverse crack as it occurs. Divide the accumulated counts by the length of the segment. Multiply by 100 to get the fre-quency and round to a whole number.

Example

• Segment: 1/10 mile = 528 feet• Low = 10 each 2 per 100 feet

Med = 15 each 3 per 100 feetHigh = 5 each 1 per 100 feet

• Rated as 2/100 low severity, 3/100 medium severity, and1/100 high severity;OR

Rated as 5 - 9 cracks per 100 feet medium severity (usingthe predominant severity and ranges of extent)



30

4

Low severity transverse cracking.

Medium severity transverse cracking.

High severity transverse cracking.



31

5


Raveling and weathering are pavement surface deterioration

that occurs when aggregate particles are dislodged (raveling) oroxidation causes loss of the asphalt binder (weathering). AnACP loses its smooth surface and begins to appear very openand rough like very coarse sand paper. It may begin to look likea chip seal surface.

The severity is rated by the degree of aggregate loss (for ravel-ing) or binder loss (for weathering). Rate the overall severitywithin the segment as the highest observed level.

This distress is measured or observed differently, depending onwhether the road surface is BST or ACP. In BST, raveling iscaused by loss of the aggregate, and the binder is exposed. Thisoften looks like bleeding (flushing) and is rated as flushing. Agood general practice is to not rate raveling for chip sealedpavements, as they tend to look raveled because of the inherentnature of the chip seal surface.

Sever ity

Low The aggregate or binder has started to wearaway but has not progressed significantly. Thepavement only appears slightly aged and

slightly rough.

5. Raveling

Raveling.



32

Medium The aggregate or binder has worn away andthe surface texture is moderately rough andpitted. Loose particles may be present, andfine aggregate is partially missing from thesurface.

High The aggregate and/or binder have worn awaysignificantly, and the surface texture is deeplypitted and very rough. Fine aggregate is essen-tially missing from the surface, and pittingextends to a depth approaching one half thecoarse aggregate size.

Extent

The extent of raveling is estimated and expressed relative to thesurface area of the surveyed lane.

Recommended ranges for estimated extent:Localized patchy areas, usually in the wheel paths

Wheel Pathmajority of wheel tracks are affected, but littleor none elsewhere in the lane

Entire Lanemost of the lane is affected

Measurement

Estimate the typical severity and estimate the representativeextent.

5

Low severity raveling.



33

Example

• Segment: 1/10 mile =528 feet

• Slight raveling ispresent in most of bothwheel paths, no appar-ent raveling exists in the

center of the lane.• Rated as slight raveling,

wheel paths.

Note: See Note under “Flush-ing.”

5

Medium severity raveling.

High severity raveling.

High severity raveling.



34

6. Flushing


Flushing (or bleeding) is indicated by an excess of bituminousmaterial on the pavement surface, which presents a shiny, glass-like reflective surface that may become sticky in hot tempera-tures. Bleeding should always be recorded when it is severeenough to reduce skid resistance.

At the lower severity levels, the extents “localized” and “wheelpath” may be difficult to differentiate; however, as the severityincreases, “wheel path” becomes more well defined. Wheel pathrefers to the tire tracking area and may be used to represent thecondition of only one wheel track if it is heavily involved.

Sever ity

Low Minor amounts of the aggregate have beencovered by excess asphalt, but the conditionhas not progressed significantly.

Medium Significant quantities of the surface aggregatehave been covered with asphalt. However,much of the coarse surface aggregate is ex-posed, even in areas that show flushing.

6

Flushing.



35

6

High Most of the aggregate is covered by asphalt inthe affected area. The area appears wet and issticky in hot weather.

Extent

The extent of flushing is estimated and expressed relative to thesurface area of the surveyed lane.

Recommended ranges for estimated extent:Localized patchy areas, usually in the wheel paths

Wheel Pathmajority of wheel tracks are affected, but littleor none elsewhere in the lane

Entire Lanemost of the lane is affected

Note: Raveling and flushing are generally mutually exclusivedefects. WSDOT has used the same coding and storagefields for recording the rating, so it is necessary to specify“R” for raveling or “F” for flushing in the column pro-vided. Measure only one distress, raveling or flushing.Choose the predominant one to rate. If raveling andflushing are nearly equal, your agency needs to specify apreference of one over the other. WSDOT selects flush-ing, as it may present a friction (skid) hazard. When oneis greater than the other, identify the greater.

MeasurementEstimate the typical severity and estimate the representativeextent.

Example

• Segment: 1/10 mile = 528 feet• Severe flushing was present in places, but most of both

wheel paths showed little if any flushing. No flushingexisted in the center of the lane.

• Rated as severe flushing, localized.



36

6

Low severity flushing.

Medium severity flushing.

High severity flushing.



37


In general, patches are smaller than typical rehabilitation in sizeand scope. They are less than full roadway width and/or areless than project length. Some agencies may have patches aslong as the work defined by another agency as a rehabilitation.WSDOT defines a lane with new surfacing as a patch if it is lessthan about half a mile in length. Definition of minimum rehabilitation versus maximum patch length is a matter of agencypolicy.

Temporary patches, as well as localized permanent repairs (dig-out repair) are included in this distress category. The patches orrepairs that are obviously the result of utility work are theexception and are not included as part of the patching values.

While appropriately done repairs are an asset rather than aliability to the life of a segment of pavement, the fact that theywere required (other than for utility work) generally indicatessome failure in the pavement structure.

If any patch (including a utility patch) shows surface defects,such as alligator cracking, accumulate those defects also andinclude them in the overall segment rating.

Sever ity

Patching severity is defined in three categories. These are mosteasily recognized by the method of construction.

7. Patching

7

Blade patch.



38

Low Chip seal repairThe lowest severity is BST patching, or chipseal patching. BST patches are constructed byspraying hot asphalt onto the roadway (usu-ally with a spray bar from a truck) and thenspreading and rolling crushed stone onto thesurface. BST is identified by its nearly straightedges, rough texture, and surface contours thatmimic the surface below. It is assumed tocover low severity cracking or raveling.

Medium Blade repair (cold or hot mix)Blade patching is the medium severity patch-ing. It has edges shaped to the contours of thesurrounding pavement and is of variablethickness, with feathered edges. This type of patching is assumed to cover (or replace)medium to severe alligator cracking, pot holes,

rutting, or other significant pavement defects.Cold patches are this type.

High Dig-out, full depth patchDig-out, or full depth patching, is the mostsevere of the patches. A patch (or repair) of this type is constructed by neatly cutting out afull depth portion of the pavement, removingall disturbed materials, and refilling the voidwith an appropriate pavement section. Thisappropriately reconstructed section should be

as strong as the original pavement section,perhaps even stronger. This type of patch isassumed to replace severe alligator cracking.

Extent

The extent of patching is related to the length of wheel paths.Accurate measurement expressed as a percentage of wheel pathlength is preferable. Each half of the lane is considered onewheel path. This form of measurement is identical to that of alligator cracking because the general assumption is that patch-ing replaces alligator cracking.

Recommended ranges for estimated extent:1% - 9% of both wheel paths10% - 24% of both wheel paths25% or more of both wheel paths

Note: Patching was included in the WSPMS because without adeduction for patching, a roadway that is virtually made

7



39

7

Chip seal repair.

Blade repair (cold or hot mix).

Dig-out, full depth patch.



40

of patches would appear to be a “perfect” segment orproject. This would result in the segment or project never being included in a prioritized list of pavements needingrehabilitation.

If an agency has separate maintenance districts, or crewsassigned to specific areas, the more efficient crew/district

can be penalized by the pavement management systemfor doing a better job. If its roadways rate higher as aresult of better maintenance operations, those roadwaysmight not receive repair and rehabilitation funds as aresult.

The way in which the PMS uses these distress severitiescan vary, and the desired effect can be accommodated byusing different deduct values to reflect the needs of theagency. If patching and/or repairs are not deemed aserious issue within your agency, then reduce or remove

the optional local deducts associated with the patchingseverities. If it is important, assign deducts to reflect theneeds or use the Core Program values. In either case, thesurvey should record the patching occurrences.

Measurement

Accumulate the lengths along the surveyed lane of each severity(type) of patching as it occurs in both wheel paths. Divide theaccumulated lengths by twice the length of the segment (twowheel paths per lane). Multiply by 100 to get a percentage andround to a whole number.

Example

• Segment: 1/10 mile = 528 feet (1,056 feet of wheel paths)• Left wheel path Right wheel path Total

BST = 50 feet BST = none 50 (5%)Blade = 10 feet Blade = 25 feet 35 (3%)ACP = none ACP = 3 feet 3 (0%)

• Rated as 5% BST, 3% Blade, and no ACP (dig-out);ORRated as 1%-9% BST (using the predominant severity and

ranges of extent)

7



41

8

8. Corrugation and Waves

(Optional Defect)

This distress category covers a general form of surface distressthat is not limited to the wheel path, although they may occur inthe wheel path. The distress may occur in isolated areas, such asat intersections, or it may occur over a large part of the roadwaysurface.

Corrugations and waves are regularly occurring transverseundulations in the pavement surface. Corrugations occur asclosely spaced ripples, while waves are undulations whosedistance from peak to valley is more than 3 feet.

Sever ity

The severity of corrugations is defined as the maximum verticaldeviation from a 10-foot straight edge placed on the pavementparallel to the center line of the roadway.

Low 1/8 in. to 2 in. per 10 ft.Medium 2 in. to 4 in. per 10 ft.High Over 4 in. per 10 ft.

Corrugation.



42

8

Extent

The extent is expressed as a percentage of the lane area affected.

1% - 9% of the area of the segment10% - 24% of the area of the segment25% or more of the area of the segment

Measurement

Determine the severity by measuring the maximum differencein elevation that occurs within a 10-foot straight-edge lengthcentered over the area of the displacement. Rate the overalldistress by using the highest observed level.

Example

• Segment: 1/10 mile = 528 feet

• Several measurements were taken and they generallyshowed about 3-inch depths. The corrugated area wasabout 75 feet long near the end of the segment.

• Rated as 14% medium corrugation; OR10%-24% medium (using the ranges of extent).



43

9. Sags and Humps

9

(Optional Defect)

This distress category also covers forms of surface distress thatare not limited to the wheel path, although they generally in-clude the wheel paths. The distress usually occurs in isolatedareas of the roadway surface.

Sags and humps are localized depressions or elevated areas of the pavement that result from settlement, pavement shoving,displacement due to subgrade swelling, or displacement due totree roots.

Sever ity

The severity of sags or humps, like corrugation, is defined as themaximum vertical deviation from a 10-foot straight edge placedon the pavement parallel to the center line of the roadway.

Low 1/8 in. to 2 in. per 10 ft.Medium 2 in. to 4 in. per 10 ft.High Over 4 in. per 10 ft.

Sags.



44

9

Extent

The extent of corrugations is expressed as a percentage of thelane area affected.

1% - 9% of the area of the segment10% - 24% of the area of the segment

25% or more of the area of the segment

Measurement

Determine the severity by measuring the maximum differencein elevation that occurs within a 10-foot straight-edge lengthcentered over the area of the displacement. Rate the overalldistress by using the highest observed level.

Example

• Segment: 1/10 mile = 528 feet• A sag measuring 2-1/2 inches deep and about 25 feetlong occurred within the segment.

• Rated as 5% medium sag/hump;OR1%-9% medium (using the ranges of extent).



45

10. Block Cracking

10

(Optional Defect)

Block cracks divide the pavement surface into nearly rectangu-lar pieces with cracks that intersect at about 90 degrees. Thistype of distress differs from alligator cracking in that alligatorcracks form smaller, irregular shaped pieces with sharp angles.Also, alligator cracks are caused by repeated traffic loadings andare, therefore, generally located in traffic areas (i.e., the wheelpaths).

Block cracking is caused principally by shrinkage of the asphaltconcrete and daily temperature cycling. It is not load-associated,although load can increase the severity of individual cracks. Theoccurrence of block cracking usually indicates that the asphalthas hardened significantly through aging. Block cracking nor-

mally occurs over a large portion of the pavement area, includ-ing non-traffic areas. However, various fatigue related defectsmay occur in the same segment.

Sever ity

The severity of block cracking is defined by the average size of the blocks and the average width of the cracks that separatethem.

Block Size:

Low 12 ft. x 12 ft. blocks (9 x 9 and larger)Medium 6 ft. x 6 ft. blocks (5 x 5 to 8 x 8)High 3 ft. x 3 ft. blocks (2 x 2 to 4 x 4)

Block cracking.



46

10

Crack Size:Low Less than 1/4 inchMedium Over 1/4 inchHigh Spalled

ExtentThe extent of block cracking is assumed to be the full surveyedsegment. If the block cracking does not extend throughout thesegment, then rate the segment using longitudinal and trans-verse cracking.

Measurement

Estimate the typical size of the blocks and select the appropriatestandard block size. Estimate the typical crack size and selectthe appropriate standard crack width.

Example

• Segment: 1/10 mile = 528 feet• Blocks of varying size, but averaging about 10 feet by 10

feet square, were observed throughout the segment. Thecracks separating the blocks were typically wide andspalled.

• Rated as low block size (12x12) and high crack size(spalled).

Note: This distress may be used as defined in the place of longitudinal and transverse cracking to simplify the fieldprocess when an entire segment displays block cracking.Use it only if your software can convert the data to com-parable quantities of longitudinal and transverse crack-ing. If the conversion is not made, the considerablededuct for the equivalent Core Program cracking will not be recognized, and continuity of the PMS will be lost.



47

(Optional Defect)

Edge raveling occurs when the pavement edge breaks away fromroadways without curbs or paved shoulders. However, edgeconditions can still occur with paved shoulders. Edge patching isthe repair of this condition. The “lane less than 10 feet” distressindicates that the edge raveling has progressed to the point wherethe pavement width from the center line to the outer edge of roadway has been reduced to less than 10 feet.

Extent

Edge Raveling Extent

1% - 9% of the length of the segment10% - 24% of the length of the segment25% or more of the length of the segment

Edge Patching Extent1% - 9% of the length of the segment10% - 24% of the length of the segment25% or more of the length of the segment

Edge Lane Less Than 10 Feet Extent (edge raveling extent):1% - 9% of the length of the segment10% - 24% of the length of the segment25% or more of the length of the segment

Measurement

Accumulate the lengths along the surveyed lane of each type edgedefect as it occurs. Divide the accumulated lengths by the lengthof the segment. Multiply by 100 to get a percentage and round toa whole number.

Example

• Segment: 1/10 mile = 528 feet• Edge Raveling = 75 feet 14%

Edge Patching = 50 feet 9%Lane less that 10 feet = 100 feet 19%

• Rated as 14% edge raveling, 9% edge patching, and 19%lane Less then 10 feet;ORRated (using extent ranges) as 10%-24% edge raveling, 1%-9% edge patching, and 10%-24% lane less than 10 feet.

11. Pavement EdgeCondition

11



48

11

Edge raveling.

Edge patching.



49

12. Crack Seal Condition

(Optional Defect)

Rate the condition of any existing crack (or joint) sealant. There may be separate information fields available for recording the amount(total length) of seal and the year it was installed.

Sever ity

Low Hairline cracks in the sealant allow only a minimalamount of water to pass.

Medium The sealant is severely cracked and may allowsignificant quantities of water to pass.

High The sealant is wide open (or non-existent) and willallow water to pass freely.

Extent

The extent of crack sealing is quantified as the percentage of the totallength of the cracks (or joints) in the segment that exhibit the sealcondition.

1% - 9% of the total length of cracks or joints10% - 24% of the total length of cracks or joints25% or more of the total length of cracks or joints

Measurement

Count (or estimate) and accumulate the length of cracks and jointsthat exhibit each severity of seal condition. Count (or estimate) thetotal length of cracks and joints in the segment. Divide each of theaccumulated lengths of condition by the total length of the cracksand joints; multiply by 100; and round to a whole number.

Example

• Segment: 1/10 mile = 528 feet

• 4 full-width transverse cracks, medium 4x12 = 48 Med.2 half-width transverse cracks, high 2x6 = 12 High1 full-length longitudinal joint, fully sealed = 528 none

Total 588• Rated as 8% medium, 2% high, and 0 low;

ORRated as 10%-24% medium severity crack seal (using thepredominant severity and ranges of extent).

12



50

12

Low severity crack seal.

Medium severity crack seal.

High severity crack seal.



51

PORTLAND CEMENT CONCRETEDISTRESSES



52



53

Severity and ExtentSummary1. Cracking

Severity

Low 1 crack per panelMedium 2 or 3 cracks per panelHigh 4 or more cracks per panel

Extent1% to 9% of the panels are cracked10% to 24% of the panels are cracked25% or more of the panels are cracked

2. J oint and Crack Spal l ing

SeverityLow 1/8-in. to 1-in. spallsMedium 1-in. to 3-in. spallsHigh Greater than 3-in. spalls

Extent1% to 9% of the joints and cracks are spalling10% to 24% of the joints and cracks are spalling25% or more of the joints and cracks are spalling

3. Pumping and Blowing

SeverityLow Slight shoulder depression, no stainingMedium Significant depression, slight stainingHigh Severe depression, significant staining

Extent1% to 9% of the joints and cracks show evidence of

pumping.10% - 24% of the joints and cracks show evidence of

pumping.25% or more of the joints and cracks show evidence of

pumping.



54

4. Faul ting and Settlement

SeverityLow 1/8-in. to 1/4-in. faulting or settlement at joints

or cracks.Medium 1/4-in. to 1/2-in. faulting or settlement at joints

or cracks.

High Over 1/2-in. faulting or settlement at joints orcracks.

Extent1% to 9% of all panels are faulting or settling.10% to 24% of all panels are faulting or settling.25% or more of all panels are faulting or settling.

5. Patching

SeverityLow 1% to 9% of the panel area is patched.Medium 10% to 24% of the panel area is patched.High 25% or more of the panel area is patched.

Extent1% to 9% of all panels in a travel lane are patched.10% to 24% of all panels in a travel lane are patched.25% or more of all panels in a travel lane are patched.

6. Ravel ing or ScalingSeverity

Slight The aggregate or binder has started to wearaway but has not progressed significantly. Thepavement only appears slightly aged andslightly rough.

Moderate The aggregate or binder has worn away andthe surface texture is moderately rough andpitted. Loose particles may be present, andfine aggregate is partially missing from the

surface.

Severe The aggregate and/or binder have worn awaysignificantly, and the surface texture is deeplypitted and very rough. Fine aggregate is essen-tially missing from the surface, and pittingextends to a depth approaching one half thecoarse aggregate size.



55

Extent1% to 9% of pavement surface in the segment10% to 24% of pavement surface in the segment25% or more of pavement surface in the segment

7. Blowups

Severity/ExtentNumber of occurrences per segment

8. Wear

SeverityThe average rut depth in the wheel path for the segmentor sample. Automated systems may accurately record

mean, maximum, minimum, standard deviation, andother useful data.

Recommended ranges for estimated severityLow 1/4 in. to 1/2 in.Medium 1/2 in. to 3/4 in.High over 3/4 in.

ExtentThe extent of wear is assumed to be the full length of thesegment.



56



57

1. Cracking

1


The cracking defects are irregular breaks that may form trans-versely, longitudinally, or diagonally within a (PCCP) panel.Construction joints, which are straight and obviously formed orcut, are not considered cracks.

Sever ity

The severity of the cracking is quantified by the number of cracks in a panel.

Low 1 crack per panelMedium 2 or 3 cracks per panel

High 4 or more cracks per panel

Extent

The extent of the cracking is quantified by the percentage of panels in the segment that exhibit the cracking.

1% - 9% of the panels are cracked10% - 24% of the panels are cracked25% or more of the panels are cracked

Measurement

Accumulate the count of the panels, along the surveyed seg-ment, that exhibit each severity of cracking. Divide the accumu-lated counts by the number of panels in the segment. Multiply by 100 to get a percentage and round to a whole number.

Example

• Segment: 1/10 mile = 528 feet (assume 40 panels in thisexample)

• Low (1 crack) 3 panels (8%)Medium (2-3 cracks) 5 panels (13%)High (4 or more) none (0%)

• Rated as 8% low, 13% medium, and 0 high severitycrackingORRated as 10%-24% medium severity cracking (using thepredominant severity and ranges of extent)



58

1

Low severity PCC cracking.

Medium severity PCC cracking.

High severity PCC cracking.



59

2. Joint and CrackSpall ing

2


Spalling occurs when fragments break off or chip off along theedges of the pavement joints or cracks. These spalls may belarge wedges or flakes, or they may be only lost pieces of aggre-gate.

Sever ity

The severity of the joint and cracking spalling is quantified bythe typical size of the spalls in the joints and cracks that arespalled.

Low 1/8-in. to 1-in. spallsMedium 1-in. to 3-in. spallsHigh Greater than 3-in. spalls

Extent

The extent of the joint and crack spalling is quantified as thepercentage of spalled joints/cracks out of the total joints/cracksin the segment.

1% - 9% of the joints and cracks are spalling.10% - 24% of the joints and cracks are spalling.25% or more of the joints and cracks are spalling.

Measurement

Accumulate the count of the joints and cracks, along the sur-veyed segment, that exhibit each severity of spalling. Divide theaccumulated counts by the number of joints and cracks in thesegment. Multiply by 100 to get a percentage and round to awhole number.

Example• Segment: 1/10 mile = 528 feet (assume 40 joints and

10 cracks in this example)• Low (1/8-1 in.) 10 joints/cracks (20%)

Medium (1-3 in.) none (0%)High (over 3 in.) 2 (4%)

• Rated as 20% low, 0% medium, and 4% high severityspalling;ORRated as 10%-24% low severity spalling (using the pre-dominant severity and ranges of extent)



60

2

Low severity joint spalling.

Medium severity joint spalling.

High severity joint spalling.



61

3


Pumping and blowing refer to the ejection of water from under-

neath the pavement. Cyclic wheel loadings eject water throughor along the transverse or longitudinal joints and cracks, or atpanel edges. The ejected water also carries fine soil particles,thus eroding the pavement foundation. Pumping is recognized by the visible fine soil left on the dried surface of the roadwayand/or shoulder areas. Because pavement rating is not doneduring wet weather, pumping activity would not generally beobserved directly.

Sever ity

The severity of pumping is quantified by the type and amountof the evidence observed at each joint or transverse crack. Ei-ther depression of the shoulder at the joint/crack or stains onthe shoulder pavement showing fine subgrade soil particles areevidence of pumping.

Low Slight shoulder depression evident, little or nostaining.

Medium Moderate shoulder depression with obviousstaining.

High Severe shoulder depression and/or significantstaining.

3. Pumping and Blowing

Plumping and blowing with depressionand staining.



62

Extent

The extent is quantified by the percentage of joints or cracks inthe segment that exhibit evidence of pumping.

1% - 9% of the joints/cracks show evidence of pump-ing

10% - 24% of the joints/cracks show evidence of pump-

ing25% or more of the joints/cracks show evidence of pumping

Measurement

Accumulate the count of the joints and cracks, along the sur-veyed segment, that exhibit each severity of pumping. Dividethe accumulated count by the number of joints and cracks in thesegment. Multiply by 100 to get a percentage and round to awhole number.

Example

• Segment 1/10 mile = 528 feet (assume 40 joints and10 cracks in this example)

• Low severity 8 joints/cracks (16%)Medium severity 1 joint (2%)High severity none (0%)

• Rated as 16% low, 2% medium, and 0% high severitypumping;ORRated as 10%-24% low severity pumping (using the

predominant severity and ranges of extent)

3

Pumping and blowing with staining and patch.



63

3

Pumping and blowing with significant staining.



64

4


Faulting and/or settlement occurs when abutting pavementsseparate vertically at joints or cracks through settling or uplift-ing. The result is a “step” difference between the adjoiningpavement surfaces. Settlement is defined as differences inheight between pavements across a longitudinal joint or crack.Generally, faulting will be found as a downward “step” across atransverse joint or crack in the direction of travel.

Sever ity

The severity of faulting or settlement is quantified by the verti-

cal distance between panels or pavement surfaces.

Low 1/8-in. to 1/4-in. faulting or settlement at jointsor cracks.

Medium 1/4-in. to 1/2-in. faulting or settlement at jointsor cracks.

High Over 1/2-in. faulting or settlement at joints orcracks.

4. Faulting and Settlement

Faulting.



65

4

Extent

The extent is quantified by the percentage of joints or cracks inthe segment that exhibit evidence of faulting.

1% - 9% of all panels are faulting or settling.10% - 24% of all panels are faulting or settling.

25% or more of the panels are faulting or settling.

Measurement

Accumulate the count of the joints and cracks, along the sur-veyed segment, that exhibit each severity of faulting or settling.Divide the accumulated counts by the number of joints andcracks in the segment. Multiply by 100 to get a percentage andround to a whole number.

Example

• Segment: 1/10 mile = 528 feet (assume 40 joints and 10cracks in this example)

• Low (1/8 - 1/4 in.) 4 joints/cracks (8%)Medium (1/4 - 1/2 in.) 5 (10%)High (over 1/2 in.) none (0%)

• Rated as 8% low, 10% medium, and 0% high severityfaulting;ORRated as 10%-24% medium severity faulting (using thepredominant severity and ranges of extent)



66

5. Patching


Patching is the temporary or semi-permanent replacement of all,or part, of a (PCCP) slab with a flexible or rigid pavement mate-rial. A new, full size, replacement slab is NOT a patch.

Sever ity

The severity of patching is quantified by a representative per-centage of area of patch within a typical patched panel.

Low 1% to 9% of the panel area is patchedMedium 10% to 24% of the panel area is patchedHigh 25% or more of the panel is patched

Extent

The extent of patching is quantified by the percentage of panelsin a segment that have patches.

1% - 9% of the panels are patched10% - 24% of the panels are patched25% or more of the panels are patched

Measurement

Accumulate the count of the panels, along the surveyed seg-ment, that exhibit patching. Divide the accumulated count bythe number of panels in the segment. Multiply by 100 to get apercentage and round to a whole number. In addition, estimatethe predominant severity or the patching throughout the seg-ment.

Example

• Segment: 1/10 mile = 528 feet (assume 40 panels in this

example)• Most patched panels exhibited patches that were about1/4 of the panel area. Twelve panels were patched.

• Rated as 30% high severity patching;ORAs 25% or more high severity patching (using the rangesof extent)

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5

PCC patching.

PCC patching.



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6

Pavement scaling is the progressive disintegration of the pave-ment from the surface downward, or from the edges inward, bythe dislodgment of aggregate particles. In severe cases, thesurface is very rough and irregular.

Sever ity

The severity of raveling or scaling is determined from personal judgment on the basis of the following descriptions:

Slight The aggregate or binder has started to wearaway but has not progressed significantly. Thepavement only appears slightly aged andslightly rough.

Moderate The aggregate or binder has worn away andthe surface texture is moderately rough andpitted. Loose particles may be present, andfine aggregate is partially missing from thesurface.

Severe The aggregate and/or binder have worn awaysignificantly, and the surface texture is deeplypitted and very rough. Fine aggregate is essen-tially missing from the surface, and pitting

extends to a depth approaching one half thecoarse aggregate size.

Extent

The extent of raveling or scaling is the percentage of the surfacearea of the pavement that is raveled or scaled.

1% - 9% of the pavement surface in the segment10% - 24% of the pavement surface in the segment25% or more of the pavement surface in the segment

Measurement

Estimate the overall extent of the raveling/scaling as a percent-age of the surface area of the surveyed segment, and estimatethe predominant severity of the raveling/scaling throughout thesegment.

6. Raveling or Scaling



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Slight raveling.

Moderate raveling.

Severe raveling.



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Example

• Segment: 1/10 mile = 528 feet (assume 40 panels in thisexample)

• Most panels exhibited slight scaling. However, fivepanels were severely scaled.

• Rated as 25% or more low severity raveling or scaling.



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7. Blowups

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Blowups are the shattering or upward buckling of pavementpanels at transverse cracks or joints. The occurrence is caused by the expansion of a PCCP when all available room for expan-sion has been previously taken and the PCCP is tightly con-fined. This is a classic example of irresistible force meeting animmovable object. The defect is seldom, if ever, observed inaction, but the evidence may be observed and documented. Therater will likely find a patch where the blowup happened. Usu-ally the patch will indicate that parts of two or more partialslabs have been removed in adjacent lanes across the wholeroadway. Raters must assure themselves that the patching wasnot for utility work or some other such activity. The patch isalso included in the patching category.

Sever ity/Extent/Measurement

The number of occurrences in the segment are counted andrecorded.

Result of a blowup.



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Wear is a surface depression in the wheel path resulting fromtire abrasion (usually studded tires).

Sever ity

The severity is the average wear (rut) depth in the wheel pathfor the segment or sample. Automated systems may accuratelyrecord mean, maximum, minimum, standard deviation, andother useful data.

Recommended ranges for estimated severity:

Low 1/4 in. to 1/2 in.Medium 1/2 in. to 3/4 in.High Over 3/4 in.

Extent:

The extent of wear is assumed to be the full length of the seg-ment.

Measurement

Lay a 4-foot or longer straight edge across the wheel path andmeasure the depth or distance between the straight edge and

8. Wear

PCC wear.



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the pavement at the center of the wheel rut. Take measure-ments in as many locations as is practical and average them.

Example

• Segment: One-tenth (1/10) mile• Five representative measurements (one at 3/16 inch,

three at 5/8 inch, and one at 0 inch ) were taken.• Rated:medium (1/2 to 3/4)



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PAVEMENT CONDITION RATINGAIDS



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Mile to Feet Conversions

Segment = 1 Mile or 1/10 Mile or 1/100 Mile

Full Segment Length 5280 ft. 528 ft. 53 ft.

50% Segment Length 2640 ft. 264 ft. 26 ft.



1% Segment Length 53 ft. 5 ft. 1/2 ft.


Full Wheel Paths 10560 ft. 1056 ft. 106 ft.

50% Wheel Paths 5280 ft. 528 ft. 53 ft.




PCCP Panels per Segment


Pre - 1969 * 352 panels 35 panels 3 panels

1969 and later ** 460 panels 46 panels 4 panels

Pre - 1969 Uniform 15 ft. Spacing

** 1969 and later V ariab le Sp acing (9, 10, 14, then 13 ft.)



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Al l igator Cracking or Patching Ranges (% of Wheel Track Length)


1% - 9% 106-1055 ft. 11-105 ft. 1-10 ft.

10% - 24% 1056-2639 ft. 106-263 ft. 11-25 ft.

25% - 49% 2640-5279 ft. 264-527 ft. 26-52 ft.

50% or more 5280-10560 ft. 528-1056 ft. 53-106 ft.

Longitudinal Cracking Ranges (% of Segment Length)


1% - 99% 53-5279 ft. 5-527 ft. 1-52 ft.

100%-199% 5280-10559 ft. 528-1055 ft. 53-105 ft.

200% or more 10560 ft. (+) 1056 ft. (+) 106 ft. (+)

Transverse Cracking Ranges (Count per 100 feet of Segment Length)


1-4 per 100 ft. 53-263 6-26 1-2

5-9 per 100 ft. 264-527 27-52 3-5

10 or more/100 ft. 528 or more 53 or more 6 or more

ACP and BST Estimating



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Panel Count Ranges per Segment (pre-1969construction)


1% - 9% 4-35 panels 1-3 panels N.A.

10% - 24% 36-87 panels 4-8 panels N.A.

25% or more 88 or more 9 or more 1 or more

Panel Count Ranges per Segment (1969 or laterconstruction)


1% - 9% 4-45 panels 1-4 panels N.A.

10% - 24% 46-114 panels 5-11 panels N.A.

25% or more 115 or more 12 or more 1 or more

PCCP Estimating



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Pavement Surface Condition Rating Manual

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