Pavement Management System Text Book

APPENDIX A Blank Field Survey Sheets
SKETCH:
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DATE SAMPLE UNIT SAMPLE AREA 6. Depression sqFt 7. Edge Cracking Ft 8. Jt. Reflection Cracking Ft 9. Lane/Shoulder Drop Off Ft 10. Long & Trans Cracking Ft QUANTITY 11. Patching & Util Cut Patching SqFt 12. Polished Aggregate SqFt 13. Potholes count 14. Railroad Crossing SqFt 15. Rutting SqFt 16. Shoving SqFt 17. Slippage Cracking SqFt 18. Swell SqFt 19. Weathering/Ravelling Sq Ft DENSITY 1
ASPHALT SURFACED ROADS AND PARK. LOTS CONDITION SURVEY DATA SHEET FOR SAMPLE UNIT
IBRANCH
|SURVEYED BY
[SECTION
11. 2. 3. 4. 5.
Alligator Cracking sqFt Bleeding SqFt Block Cracking SqFt Bumps and Sags Ft Corrugation SqFt
DISTRESS JSEVERITY
346 / Pavement Management for Airports, Roads, and Parking Lots

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Figure A-1. Asphalt Surfaced Roads and Parking Lot Condition Survey Data Sheet for Sample Unit.
Blank Field Survey Sheets / 347
CONC!RETE SUFHFACED R OADS AND PARKING LOTS CONDITION SUR/EY DAT/(SHEET FOR SAMPLE UNIT
BRANCH SURVEYED BY SECTION DATE
SAMPLE UNIT;
SAMPLE AREA SKETCH:
|
|
PJSTRESS TYPES
21. 22. 23. 24. 25. 26. 27. 28. 29. 30. Blow up/Buckltng Corner Break Divided Slab Durability Crack Faulting Joint Seal Lane/Shoulder Linear Cracking Patching (large) Patching (Small) SEV 31. 32. 33. 34. 35. 36. 37. 38. 39. Polished Aggregate Popout Pumping Punchout Railroad Crossing Scaling Shrinkage Spaiting Corner Spaiting Joint
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DIST7YPE
NO. SLABS
DENSITY %
DEDUCT
VALUE
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Figure A-2. Concrete Surfaced Roads and Parking Lot Condition Survey Data Sheet for Sample Unit.
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SKETCH:
AIRFIELD ASPHALT PAVEMENT CONDITION SURVEY DATA SHEET FOR SAMPLE UNIT
DATE SAMPLE UNIT SAMPLE AREA Depression sqFt Jet Blast sq Ft Jt. Reflection (PCC) Ft Long. & Trans. Cracking Ft QUANTITY TOTAL 49. Oil Spillage SqFt 50. Patching sq Ft 51. Polished Aggregate sqFt 52. Raveling/Weathering sq Ft 53. Rutting sqFt 54. Shoving from PCC Sq Ft 55. Slippage Cracking SqFt 56. Swell sq Ft DENSITY
IBRANCH
|SURVEYED BY
ISECTION
41. 42. 43. 44.
Alligator Cracking sqFt Bleeding Sq Ft Block Cracking Sq Ft Corrugation sq Ft
45. 46. 47. 48.
DISTRESS |SEVERITY
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Figure AS. Airfield Asphalt Pavement Condition Survey Data Sheet for Sample Unit.
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Blank Field Survey Sheets/349 AIRFIELD CONCRETE PAVEMENTS CONDITION SURVEY DATA SHEET FOR SAMPLE UNIT
BRANCH SURVEYED BY SECTION DATE SAMPLE UNIT SAMPLE AREA SKETCH:
I
| |
PISTRESSTYPES
61. Blowup 62. Comer Break 63. Long/Trans/ Diagonal Crack 64. Durability Crack 65. Joint Seal Damage 66. Patching, Small J>7. Pirtching, Large 68. Popouts DISTTYPE 69. Pumping 70. Scaling/* ap Crack/ Crazing 71. Settlemeiit/Fault 72. Shattered Slab 73. Shrinkagf i Crack 74. Spalling-Jlointe 75. Spalling-<lorner
10 1
SEV
NO. SLABS
DENSITY %
DEDUCT VALUE
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Figure A-4. Airfield Concrete Pavement Condition Survey Data Sheet for Sample Unit.

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Figure A-5. Unsurfaced Road Condition Survey Data Sheet for Sample Unit.
IDISTRESS |SEVERITY
QUANTITY
TOTAL
Blank Field Survey Sheets / 351
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DEDUCT VALUES
TOTAL
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Figure A-6. Deduct value calculation sheet.
352 /Pavement Management for Airports, Roads, and Parking Lots
Ride Quality
When performing the distress survey, ride quality must be evaluated to determine the severity level of some of the distresses such as corrugation and railroad crossing. The following is provided as a general guideline to help establish the degree of severity of the ride quality: 1. L (low). Vehicle vibrations (e.g., from corrugation) are noticeable, but no reduction in speed is necessary for comfort or safety, and/or individual bumps or settlements cause the vehicle to bounce slightly, but create little discomfort. 2. M(medium). Vehicle vibrations are significant and some reduction in speed is necessary for safety and comfort, and/or individual bumps or settlements cause the vehicle to bounce significantly, creating some discomfort. 3. H (high). Vehicle vibrations are so excessive that speed must be reduced considerably for safety and comfort, and/or individual bumps or settlements cause the vehicle to bounce excessively, creating substantial discomfort, and/ or a safety and/or high potential vehicle damage. Ride quality is determined by riding in a standard-sized automobile over the pavement section at the posted speed limit. Pavement sections near stop signs should be rated at the normal deceleration speed used when approaching the sign.
APPENDIX B Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves
353
Alligator Cracking (01) Description Alligator or fatigue cracking is a series of interconnecting cracks caused by fatigue failure of the asphalt concrete surface under repeated traffic loading. Cracking begins at the bottom of the asphalt surface (or stabilized base) where tensile stress and strain are highest under a wheel load. The cracks propagate to the surface initially as a series of parallel longitudinal cracks. After repeated traffic loading, the cracks connect, forming many sided, sharp-angled pieces that develop a pattern resembling chicken wire or the skin of an alligator. The pieces are generally less than 2ft (0.6 m) on the longest side. Alligator cracking occurs only in areas subjected to repeated traffic loading, such as wheel paths. Therefore, it would not occur over an entire area unless the entire area was subjected to traffic loading. (Pattern-type cracking that occurs over an entire area not subjected to loading is called "block cracking," which is not a load-associated distress.) Alligator cracking is considered a major structural distress and is usually accompanied by rutting. Severity Levels (Fig.B-1) LFine, longitudinal hairline cracks running parallel to each other with no, or only a few interconnecting cracks. The cracks are not spalled*. MFurther development of light alligator cracks into a pattern or network of cracks that may be lightly spalled. HNetwork or pattern cracking has progressed so that the pieces are well defined and spalled at the edges. Some of the pieces may rock under traffic. How to Measure Alligator cracking is measured in square feet of surface area. The major difficulty in measuring this type of distress is that two or three levels of severity often exist within one distressed area. If these portions can be easily distinguished from each other, they should be measured and recorded separately. However, if the different levels of severity cannot be divided easily, the entire area should be rated at the highest severity present. If alligator cracking and rutting occur in the same area, each is recorded separately as its respective severity level. Options for Repair LDo nothing; Surface seal; Overlay. MPartial or ftill-depth patch; Overlay; Reconstruct. HPartial or ftill-depth patch; Overlay; Reconstruct.
Crack spalling is a breakdown of the material along the sides of the crack.
Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves / 355
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Figure B-l. Alligator Cracking.
Bleeding (02)
Description Bleeding is a film of bituminous material on the pavement surface that creates a shiny, glasslike, reflecting surface that usually becomes quite sticky. Bleeding is caused by excessive amounts of asphaltic cement or tars in the mix, excess application of a bituminous sealant, and/or low air void content. It occurs when asphalt fills the voids of the mix during hot weather and then expands onto the pavement surface. Since the bleeding process in not reversible during cold weather, asphalt or tar will accumulate on the surface. Severity Levels (Figure B-2) LBleeding has only occurred to a very slight degree and is noticeable only during a few days of the year. Asphalt does not stick to shoes or vehicles. MBleeding has occurred to the extent that asphalt sticks to shoes and vehicles during only a few weeks of the year. HBleeding has occurred extensively and considerable asphalt sticks to shoes and vehicles during at least several weeks of the year. How to Measure Bleeding is measured in square feet of surface area. If bleeding is counted, polished aggregate should not be counted. Options for Repair LDo nothing. MaApply sand/aggregate and roll. HaApply sand/aggregate and roll.
Preheat if necessary.
Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves/357
Figure B-2. Bleeding.
358 /Pavement Management for Airports, Roads, and Parking Lots Block Cracking (03) Description Block cracks are interconnected cracks that divide the pavement into approximately rectangular pieces. The blocks may range in size from approximately 1 by 1ft(0.3 by 0.3 m) to 10 by 10 ft (3 by 3 m). Block cracking is caused mainly by shrinkage of the asphalt concrete and daily temperature cycling (which results in daily stress/strain cycling). It is not load associated. Block cracking usually indicates that the asphalt has hardened significantly. Block cracking normally occurs over a large portion of the pavement area, but sometimes will occur only in non-traffic areas. This type of distress differs from alligator cracking in that alligator cracks form smaller, many sided pieces with sharp angles. Also, unlike block, alligator cracks are caused by repeated traffic loadings, and are therefore found only in traffic areas (i.e., wheel paths). Severity Levels (Figure B-3) LBlocks are defined by low severity4 cracks. MBlocks are defined by medium severity3 cracks. HBlocks are defined by high severity cracks. How to Measure Block cracking is measured in square feet of surface area. It usually occurs at one severity level in a given pavement section. However, if areas of different severity levels can be easily distinguished from one another, they should be measured and recorded separately. Options for Repair LSeal cracks over 1/8 in.; Surface seal. MSeal cracks; Recycle surface; Heater scarify and overlay. HSeal cracks; Recycle surface; Heater scarify and overlay.
'See definitions of longitudinal transverse cracking.
Figure B-3. Block Cracking.
Bumps and Sags (04) Description Bumps are small, localized, upward displacements of the pavement surface. They are different from shoves in that shoves are caused by unstable pavement. Bumps, on the other hand, can be caused by several factors, including: 1. 2. 3. Buckling or bulging of underlying PCC slabs in AC overlay over PCC pavement. Frost heave (ice, lens growth). Infiltration and buildup of material in a crack in combination with traffic loading (sometimes called "tenting").
Sags are small, abrupt, downward displacements of the pavement surface. Distortion and displacement that occur over large areas of the pavement surface, causing large and/or long dips in the pavement should be recorded as "swelling." Severity Levels (Figure B-4) LBump or sag causes low severity ride quality. MBump or sag causes medium severity ride quality. HBump or sag causes high severity ride quality. How to Measure Bumps or sags are measured in linear feet. If bumps appear in a pattern perpendicular to traffic flow and are spaced at <10 ft (3 m), the distress is called corrugation. If the bump occurs in combination with a crack, the crack is also recorded. Options for Repair LDo nothing. MCold mill; Shallow, partial orftill-lengthpatch. HCold mill; Shallow, partial or full-depth patch; Overlay.
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Figure B-4. Bumps and Sags.
Corrugation (05) Description Corrugation (also known as "washboarding") is a series of closely spaced ridges and valleys (ripples) occurring at fairly regular intervals, usually < 10 ft (3 m) along the pavement. The ridges are perpendicular to the traffic direction. This type of distress is usually caused by traffic action combined with an unstable pavement surface or base. If bumps occur in a series of < 10 ft (3 m), due to any cause, the distress is considered corrugation. Severity Levels (Figure B-5) LCorrugation produces low severity ride quality. MCorrugation produces medium-severity ride quality. HCorrugation produces high-severity ride quality. How to Measure Corrugation is measured in square meters (feet) of surface area. Options for Repair LDo nothing. MReconstruct. HReconstruct.
Figure B-5. Corrugation.
Depression (06) Description Depressions are localized pavement surface areas with elevations slightly lower than those of the surrounding pavement. In many instances, light depressions are not noticeable until after a rain, when ponding water creates a "birdbath" area; on dry pavement, depressions can be spotted by looking for stains caused by ponding water. Depressions are created by settlement of the foundation soil or are a result of improper construction. Depressions cause some roughness, and when deep enough or filled with water, can cause hydroplaning. Sags, unlike depressions, are abrupt drops in elevation. Severity Levels (Figure B-6) Maximum Depth of Depression L13 to 25 mm (1/2 to 1 in.). M25 to 50 mm (1 to 2 in.). Hmore than 50 mm (2 in.). How to Measure Depressions are measured in square meters (feet) of surface area. Options for Repair LDo nothing. MShallow, partial, or full-depth patch. HShallow, partial, or full-depth patch.
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Figure B-6. Depression.
Edge Cracking (07) Description Edge cracks are parallel to and usually within 1 to 2 ft (0.3 to 0.6 m) of the outer edge of the pavement. This distress is accelerated by traffic loading and can be caused by frost weakened base or subgrade near the edge of the pavement. The area between the crack and pavement edge is classified as raveled if it is broken up (sometimes to the extent that pieces are removed). Severity Levels (Figure B-7) LLow or medium cracking with no breakup or raveling. MMedium cracks with some breakup and raveling. HConsiderable breakup or raveling along the edge. How to Measure Edge cracking is measure in linear feet. Options for Repair LDo nothing; Seal cracks over 1/8 in. (3 mm). MSeal cracks; Partial-depth patch. HPartial-depth patch.
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Figure B-7. Edge Cracking.
368 / Pavement Management for Airports, Roads, and Parking Lots Joint Reflection Cracking (08) (From Longitudinal and Transverse PCC Slabs) Description This distress occurs only on asphalt surfaced pavements that have been laid over a PCC slab. It does not include reflection cracks from any other type of base (i.e., cement or lime stabilized); these cracks are caused mainly by thermal or moisture induced movement of the PCC slab beneath the AC surface. This distress is not load related; however, traffic loading may cause a breakdown of the AC surface near the crack. If the pavement is fragmented along a crack, the crack is said to be spalled. A knowledge of slab dimension beneath the AC surface will help to identify these distresses. Severity Levels (Figure B-8) LOne of the following conditions exists: 1. 2. 1. 2. 3. 1. 2. 3. Non-filled crack width is less than 3/8 in. (10 mm). Filled crack of any width (filler in satisfactory condition). Non-filled crack width is 3/8 to 3 in. (10 to 76 mm). Non-filled crack of any width up to 3 in. (76 mm) surrounded by light random cracking. Filled crack of any width surrounded by light random cracking. Any crack filled or non-filled surrounded by medium or high severity random cracking; Non-filled cracks over 3 in. (76 mm). A crack of any width where a few inches of pavement around the crack are severely broken (Crack is severely broken).
MOne of the following conditions exists:
HOne of the following conditions exists:
How to Measure Joint reflection cracking is measured in linear feet. The length and severity level of each crack should be identified and recorded separately. For example, a crack that is 50 ft long may have 10 ft of high severity cracks; these are all recorded separately. If a bump occurs at the reflection crack, it is also recorded. Options for Repair LSeal is over 1/8 in. (3 mm). MSeal cracks; Partial-depth patch. HPartial-depth patch; Reconstruct joint.
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Figure B-8. Join Reflection Cracking.
Lane/Shoulder Drop Off (09) Description Lane/shoulder drop off is a difference in elevation between the pavement edge and the shoulder. This distress is caused by shoulder erosion, shoulder settlement, or by building up the roadway without adjusting the shoulder level. Severity Levels (Figure B-9) LThe difference in elevation between the pavement edge and shoulder is 1 to 2 in. (25 to 51 mm). MThe difference in elevation is > 2 to 4 in. (51 to 102 mm). HThe difference in elevation is > 4 in. (102 mm). How to Measure Lane/shoulder drop off is measured in linear feet. Options for Repair L, M, HRegrade and fill shoulders to match lane height.
Figure B-9. Lane/Shoulder Drop-Off.
Longitudinal and Transverse Cracking (10) (Non-PCC Slab Joint Reflective)

Description Longitudinal cracks are parallel to the pavement's centerline or laydown direction. They may be caused by: 1. 2. 3. A poorly constructed paving lane joint. Shrinkage of the AC surface due to low temperatures or hardening of the asphalt and/or daily temperature cycling. A reflective crack caused by cracking beneath the surface course, including cracks in PCC slabs (but not PCC joints).
Transverse cracks extend across the pavement at approximately right angles to the pavement centerline or direction of laydown. These types of cracks are not usually load-associated. Severity Levels (Figure B-10) LOne of the following conditions exists: 1. 2. 1. 2. 3. 1. 2. 3. Non-filled crack width is less than 3/8 in. (10 mm). Filled crack of any width (filler in satisfactory condition). Non-filled crack width is 3/8 to 3 in. (10 to 76 mm). Non-filled crack is up to 3 in. (76 mm) surrounded by light and random cracking. Filled crack is of any width surrounded by light random cracking. Any crack filled or non-filled surrounded by medium or high severity random cracking. Non-filled crack over 3 in. (76 mm). A crack of any width where a few inches of pavement around the crack is severely broken.
How to Measure Longitudinal and transverse cracks are measured in linear feet. The length and severity of each crack should be recorded after identification. If the crack does not have the same severity level along its entire length, each portion of the crack having a different severity level should be recorded separately. If a bump or sag occurs at the crack, it is also recorded.
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Figure B-10. Longitudinal and Transverse Cracking. Options for Repair IDo nothing; Seal cracks > 1/8 in. wide. MSeal cracks. HSeal cracks; Partial-depth patch.
Patching and Utility Cut Patching (11) Description A patch is an area of pavement that has been replaced with new material to repair the existing pavement. A patch is considered a defect no matter how well it is performing (a patched area or adjacent area usually does not perform as well as an original pavement section). Generally, some roughness is associated with this distress. Severity Levels (Figure 8-11) LPatch is in good condition and satisfactory. Ride quality is rated as low severity or better. MPatch is moderately deteriorated and/or ride quality is rated as medium severity. HPatch is badly deteriorated and/or ride quality is rated as high severity. Needs replacement soon. How to Measure Patching is rated in square feet of surface area. However, if a single patch has areas of differing severity, these areas should be measured and recorded separately. For example, a 25 sq ft (2.32 m2) patch may have 10 sq ft (0.9 m2) of medium severity and 15 sq ft (1.35 m2) of low severity. These areas would be recorded separately. No other distresses (e.g., shoving and cracking) are recorded within a patch; even if the patch material is shoving or cracking, the area is rated only as a patch. If a large amount of pavement has been replaced, it should not be recorded as a patch, but considered as new pavement (e.g., replacement of a complete intersection). Options for Repair LDo nothing MDo nothing; Replace patch. HReplace patch.
F/gwre B-ll. Patching and Utility Cut Patching.
Polished Aggregate (12) Description This distress is caused by repeated traffic applications. When the aggregate in the surface becomes smooth to the touch, adhesion with vehicle tires is considerably reduced. When the portion of aggregate extending above the surface is small, the pavement texture does not significantly contribute to reducing vehicle speed. Polished aggregate should be counted when close examination reveals that the aggregate extending above the asphalt is negligible, and the surface aggregate is smooth to the touch. This type of distress is indicated when the number on a skid resistance test is low or has dropped significantly from a previous rating. Severity Levels (Figure B-12) No degrees of severity are defined. However, the degree of polishing should be clearly evident in the sample unit in that the aggregate surface should be smooth to the touch. How to Measure Polished aggregate is measured in square feet of surface area. If bleeding is counted, polished aggregate should not be counted. Options for Repair L, M, HDo nothing; Surface treatment; Overlay; Mill and Overlay.
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Figure 12. Polished Aggregate.
Potholes (13)
Description Potholes are smallusually less than 3 ft (0.9 m) in diameterbowl shaped depressions in the pavement surface. They generally have sharp edges and vertical sides near the top of the hole. Their growth is accelerated by free moisture collection inside the hole. Potholes are produced when traffic abrades small pieces of the pavement surface. The pavement continues to disintegrate because of poor surface mixtures, weak spots in the base or subgrade, or because it has reached a condition of high severity alligator cracking. Potholes most often are structurally related distresses and should not be confused with raveling and weathering. When holes are created by high severity alligator cracking, they should be identified as potholes, not as weathering. Severity Levels (Figure B-13) The levels of severity for potholes less than 30 in. (762 mm) in diameter are based on both the diameter and the depth of the pothole, according to Table B-l. If the pothole is more than 30 in. (76 mm) in diameter, the area should be determined in square feet and divided by 5 sq ft (0.47 m2) to find the equivalent number of holes. If the depth is 1 in. (25 mm) or less, the holes are considered medium severity. If the depth is more than 1 in. (25 mm), they are considered high severity.
Table B-l. Levels of Severity for Potholes.
Average Diameter, in. (mm) Maximum Depth to Pothole 1/2 to lin. (12.7 to 25.4 mm) >1 to 2 in. (25.4 to 50.8 mm) >2 in. (50.8 mm) How to Measure 4 to 8 in. (102 to 203 mm) L 8 to 18 in. (203 to 457 mm) L 18 to 30 in. (457 to 762 mm) M
Potholes are measured by counting the number that are low, medium, and high severity and recording them separately. Options for Repair LDo nothing; Partial or full-depth patch. MPartial or full-depth patch. HFull-depth patch.
Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves /379
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Figure B-13. Pothole.
Railroad Crossing (14) Description Railroad crossing defects are depressions or bumps around and/or between tracks. Severity Levels (Figure B-14) LRailroad crossing causes low severity ride quality. MRailroad crossing causes medium severity ride quality. HRailroad crossing causes high severity ride quality. How to Measure The area of the crossing is measured in square feet of surface area. If the crossing does not affect ride quality, it should not be counted. Any large bump created by the tracks should be counted as part of the crossing. Options for Repair LDo nothing. MShallow or partial-depth patch approach; Reconstruct crossing. HShallow or partial-depth patch approach; Reconstruct crossing.
Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves/38 J
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Figure B-14. Railroad Crossing.
Rutting (15)
Description A rut is a surface depression in the wheel paths. Pavement uplift may occur along the sides of the rut, but, in many instances, ruts are noticeable only after a rainfall when the paths are filled with water. Rutting stems from a permanent deformation in any of the pavement layers or subgrades, usually caused by consolidated or lateral movement of the materials due to traffic load. Significant rutting can lead to major structural failure of the pavement. Severity Levels (Figure B-15) Mean Rut Depth L1/4 to 1/2 in. M Greater than 1/2 in. up to 1 in. HGreater than 1 in. How to Measure Rutting is measured in square feet of surface area and its severity is determined by the mean depth of the rut (see above). The mean rut depth is calculated by laying a straight edge across the rut, measuring its depth, then using measurements taken along the length of the rut to compute its mean depth in inches. Options for Repair LDo nothing; Mill and overlay. MShallow, partial, or full-depth patch; Mill and overlay. HShallow, partial, or full-depth patch; Mill and overlay.
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Figure B-15. Rutting.
Shoving (16)
Description Shoving is a permanent, longitudinal displacement of a localized area of the pavement surface caused by traffic loading. When traffic pushes against the pavement, it produces a short, abrupt wave in the pavement surface. This distress normally occurs only in unstable liquid asphalt mix (cutback or emulsion) pavements. Shoves also occur where asphalt pavements abutt PCC pavements; the PCC pavements increase in length and push the asphalt pavement, causing the shoving. Severity Levels (Figure B-16) LShove causes low severity ride quality. MShove causes medium severity ride quality. HShove causes high-severity ride quality. How to Measure Shoves are measured in square feet of surface area. Shoves occurring in patches are considered in rating the patch, not as a separate distress. Options for Repair LDo nothing; Mill. MMill; Partial or full-depth patch. HMill; Partial or full-depth patch.
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Figure B-16. Shoving.
Slippage Cracking (17) Description Slippage cracks are crescent or half-moon shaped cracks. They are produced when braking or turning wheels cause the pavement surface to slide or deform. This distress usually occurs when there is a low-strength surface mix or poor bond between the surface and the next layer of the pavement structure. Severity Level (Figure B-l 7) LAverage crack width is < 3/8 in. (10 mm). MOne of the following conditions exists: 1. 2. 1. 2. Average crack width between 3/8 in. and 1-1/2 in. (10 mm and 3 8 mm). The area around the crack is broken into tight-fitting pieces. The average crack width is greater than 1-1/2 in. (38mm). The area around the crack is broken into easily removed pieces.
How to Measure The area associated with a given slippage crack is measured in square feet and rated according to the highest level of severity in the area. Options for Repair LDo nothing; Partial-depth patch. MPartial-depth patch. HPartial depth patch.
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Figure B-17. Slippage Cracking.
Swell (18)
Description Swell is characterized by an upward bulge in the pavement's surfacea long, gradual wave greater than 10 ft (3 m) long. Swelling can be accompanied by surface cracking. This distress is usually caused by frost action in the subgrade or by swelling soil. Severity Level (Figure B-18) LSwell causes low-severity ride quality. Low-severity swells are not always easy to see, but can be detected by driving at the speed limit over the pavement section. An upward motion will occur at the swell if it is present. MSwell causes medium severity ride quality. HSwell causes high severity ride quality. How to Measure The surface area of the swell is measured in square feet. Options for Repair LDo nothing. MDo nothing; Reconstruct. HReconstruct.
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Figure B-18. Example Swell. Severity Level is Based on Ride Quality Criteria.
Weathering and Raveling (19) Description Weathering and raveling are the wearing away of the pavement surface due to a loss of asphalt or tar binder and dislodged aggregate particles. These distresses indicate that either the asphalt binder has hardened appreciably or that a poor quality mixture is present. In addition, raveling may be caused by certain types of traffic, for example, tracked vehicles. Softening of the surface and dislodging of the aggregates due to oil spillage are also included under raveling. Severity Levels (Figure B-19) LAggregate or binder has started to wear away. In some areas, the surface is starting to pit. In the case of oil spillage, the oil stain can be seen, but the surface is hard and cannot be penetrated with a coin. MAggregate or binder has worn away. The surface texture is moderately rough and pitted. In the case of oil spillage, the surface is soft and can be penetrated with a coin. HAggregate or binder has been worn away considerably. The surface texture is very rough and severely pitted. The pitted areas are less than 4 in. (10 mm) in diameter and less than 1/2 in. (13 mm) deep; pitted areas larger than this are counted as potholes. In the case of oil spillage, the asphalt binder has lost its binding effect and the aggregate has become loose. How to Measure Weathering and raveling are measured in square feet of surface area. Options for Repair LDo nothing; Surface seal; Surface treatment. MaSurface seal; Surface treatment; Overlay. HaSurface treatment; Overlay; Recycle; Reconstruct.
If localized, that is, due to oil spillage, then partial-depth patch.
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Figure B-19. Weathering and Raveling.
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Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves/ 393
Block Cracking
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0.1 1 10 Distress Density - Percent Figure B-22. Block Cracking.
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1 10 Distress Density - Percent Figure B-25. Corrugation.
100
Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves/ 395
Depression 100 90 80 70 60 50 40 30 20 10
0.1
y
A
Asphalt 6
H M
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Ys Y
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100
1 10 Distress Density - Percent Figure B-26. Depression.
Edge Cracking
Asphalt 7
100
90 80 D e d u c t V a I u e 70 60
60 40
30 20
M L
10
I
0.1
1 10 Distress Density - Percent Figure B-2 7. Edge Cracking. 100
Edge Cracking (Metric Units) 100 90 80 D e d u c t V a I u e 70 60 50 40 30 20 10 0.1 1 10 Distress Density - Percent Figure B-28. Edge Cracking (metric units).
Asphalt 7
Un n
100
Joint Reflection Cracking 100 90 80 D e d u c t V a I u e
Asphalt 8
H 70 60 60 40 30 L 20 10 0 0.1 1 10 Distress Density - Percent Figure B-29. Joint Reflection Cracking. 100
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Joint Reflection Cracking (Metric Units)

100
Asphalt 8
90 80 70 60 50 40 30 20 10 0
0.1 1 10 Distress Density - Percent Figure B-30. Joint Reflection Cracking (metric units).
100
Lane / Shoulder Drop Off

100
Asphalt 9
90 80 70 60 50 40 30 20 10 0
0.1
H /
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M L
1 10 15 Distress Density - Percent Figure B-31. Lane/Shoulder Drop-off.
100
Lane / Shoulder Drop Off (Metric Units)

100
Asphalt 9
90
80 D e d u c t V
9
70 60 50 40 30 20 10
M \
H
100
0.1
1 10 Distress Density - Percent Figure B-32. Lane/Shoulder Drop-off (metric units).
Longitudinal/Transverse Cracking
100
Asphalt 10
90
80 D e d u c t V
a
70 60 60 40 30 20 10 0 0.1 1 10 Distress Density - Percent Figure B-33. Longitudinal/Transverse Cracking. 100
M L
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Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves / 399 Longitudinal/Transverse Cracking (Metric Units]
00
Asphalt 10
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II M
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Patching and Utility Cut Patching 100 90
Asphalt 11
H 80 70 M 60 50 40 30 20 10 / ' / L /
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10 Percent
100
Figure B-35. Patching and Utility Cut Patching.
Polished Aggregate
100
Asphalt 12
90
80 D e d u c t V a
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70 60 50 40 30 20 10 0 0.1 1 10 Distress Density - Percent Figure B-36. Polished Aggregate. 100
u e
Potholes
100
H
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90 80
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0.01
Potholes (Metric Units)

100 90
80 70 60 50 40 30 20 10
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Asphalt 13 / ,'
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0.1 1 10 Distress Density - Percent Figure B-38. Potholes (metric units). 100
Railroad Crossing
100 90 80 D e d u c t V a I u e 70 60 50 40 30 20 10
0.1
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Asphalt 14
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1 10 Distress Density - Percent Figure B-39. Railroad Crossing. 100
Rutting
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Shoving 100 90
I I
Asphalt 16
H 80 70 60 50 40 30 20 10 / M
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1 10 Distress Density - Percent Figure B-41. Shoving.
100
Asphalt Concrete Roads: Distress Definitions and Deduct I 'alue Curves / 403
Slippage Cracking
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Swell
100
Asphalt 18
90 80 70 60 50 40 30 20 10
0.1 1 10 Distress Density - Percent Figure B-43. Swell. 100
Weathering and Raveling 100 90 80 70 60 50
Asphalt 19
Ifff
/
40 30 20 10
WW
0.1
1 10 Distress Density - Percent Figure B-44. Weathering and Raveling.
100
ROADS AND PARKING LOTS: ASPHALT
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BUM=2(3iar*i
10
20
30
40
50
60
70
80
90
100 110 120 130 140 150 160 170 180 190 200
TOTAL DEDUCT VALUE (TDV)
Figure B-45.
APPENDIX C Portland Cement Concrete Roads: Distress Definitions and Deduct Value Curves
405
Blowup/Buckling (21) Description Blowups or buckles occur in hot weather, usually at a transverse crack or joint that is not wide enough to permit slab expansion. The insufficient width is usually caused by infiltration of incompressible materials into the joint space. When expansion cannot relieve enough pressure, a localized upward movement of the slab edges (buckling) or shattering will occur in the vicinity of the joint. Blowups can also occur at utility cuts and drainage inlets. Severity Levels (Figure C-l) LBuckling or shattering causes low severity ride quality. MBuckling or shattering causes medium severity ride quality. HBuckling or shattering causes high severity ride quality. How to Count At a crack, a blowup is counted as being in one slab. However, if the blowup occurs at a joint and affects two slabs, the distress should be recorded as occurring in two slabs. When a blowup renders the pavement inoperable, it should be repaired immediately. Options for Repair LaDo nothing; Partial, or full-depth patch. MaFull-depth patch; Slab replacement. HaFull-depth patch; Slab replacement.
Must provide expansion joints if patched.
Portland Cement Concrete Roads: Distress Definitions and Deduct I 'alue Curves / 407
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Figure C-l. B lowup/Buckling.
Corner Break (22) Description A corner break is a crack that intersects the joints at a distance less than or equal to one half the slab length on both sides, measured from the corner of the slab. For example, a slab measuring 12 by 20.0 ft (3.7 by 6.1 m) that has a crack 5 ft (1.5 m) on one side and 12 ft (3.7 m) on the other side is not considered a corner break; it is a diagonal crack. However, a crack that intersects 4 ft (0.5 m) on one side and 8 ft (2.4 m) on the other is considered a corner break. A corner break differs from a corner spall in that the crack extends vertically through the entire slab thickness, whereas a corner spall intersects the joint at an angle. Load repetition combined with loss of support and curling stresses usually cause corner breaks. Severity Levels (Figure C-2) LBreak is defined by a low-severity crack3 and the area between the break and the joints is not cracked or may be lightly cracked. MBreak is defined by a medium-severity crack3 and/or the area between the break and the joints has a medium crack. HBreak is defined by a high-severity crack3 and/or the area between the break and the joints is highly cracked. How to Count Distressed slab is recorded as one slab if it: 1. 2. 3. Contains a single corner break. Contains more than one break of a particular severity. Contains two or more breaks of different severities. For two or more breaks, the highest level of severity should be recorded. For example, a slab containing both low and medium severity corner breaks should be counted as one slab with a medium corner break.
Options for Repair LbDo nothing; Seal cracks over 1/8 in. (3 mm). MbSeal cracks; Full-depth patch. HbFull-depth patch.
See Linear Cracking for a definition of low, medium and high-severity cracks. Should check for loss of foundation support or voids under corners. If this condition exists, should consider subsealing and installing load transfer devices.
Portland Cement Concrete Roads: Distress Definitions and Deduct Value Curves / 409
Ed
o
mm
mm
Figure C-2. Corner Break.
410 / Pavement Management for Airports. Roads, and Parking Lots
Divided Slab (23)

Description Slab is divided by cracks into four or more pieces due to overloading and/or inadequate support. If all pieces or cracks are contained within a corner break, the distress is categorized as a severe corner break. Severity Levels (Figures C-3) Table C-l lists severity levels for divided slabs. How to Count Table C-L Levels of Severity for Divided Slabs. Severity of Majority of Cracks Number of Pieces in Cracked Slab . 4 to 5 L M L M
r
6 to 8 L M
8 or more M H
H M H H If the divided slab is medium or high-severity, no other distress is counted for that slab. Options for Repair LDo nothing; Seal cracks more than 1/8 in. wide. MReplace slab. HReplace slab.
s
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Figure C-3. Divided Slab.
Durability ("D") Cracking (24) Description "D" Cracking is caused by freeze-thaw expansion of the large aggregate which, over time, gradually breaks down the concrete. This distress usually appears as a pattern of cracks running parallel and close to a joint or linear crack. Since the concrete becomes saturated near joints and cracks, a dark-colored deposit can usually be found around fine i4D" cracks. This type of distress may eventually lead to disintegration of the entire slab. Severity Levels (Figure C-4) L"D" cracks cover less than 15 percent of slab area. Most of the cracks are tight, but a few pieces may be loose and or missing. MOne of the following conditions exists: 1. 2. "D" cracks cover less than 15 percent of the area and most of the pieces are loose and or missing. "D" cracks cover more than 15 percent of the area. Most of the cracks are tight, but a few pieces may be loose and or missing.
H"D" cracks cover more than 15 percent of the area and most of the pieces have come out or could be removed easily. How to Count When the distress is located and rated at one severity, it is counted as one slab. If more than one severity level exists, the slab is counted as having the higher severity distress. For example, if low and medium "D" cracking are on the same slab, the slab is counted as medium severity cracking only. Options for Repair LDo nothing. MaFull-depth patch; Reconstruct joints. HaFull-depth patch; Reconstruct joints; Slab replacement.
Complete pavement reconstruction may be considered based on economics.
Portland Cement Concrete Roads: Distress Definitions and Deduct Value Curves/ 413
s
%
S 3
Figure C-4. Durability Cracking.
Faulting (25)
Description Faulting is the difference in elevation across a joint. Some common causes of faulting are: 1. 2. 3. Settlement because of soft foundation. Pumping or eroding of material from under the slab. Curling of the slab edges due to temperature and moisture changes.
Severity Levels (Figure C-5) Severity levels are defined by the difference in elevation across the joint as indicated in Table C-2.
Table C-2. Levels of Severity for Faulting. Severity Level L M H Difference in Elevation 1/8 to 3/8 in (3 to 10 mm) >3/8 to 3/4 in. (10 to 19 mm) >3/4 in. (>19mm)
How to Count Faulting across a joint is counted as one slab. Only affected slabs are counted. Faults across a crack are not counted as distress, but are considered when defining crack severity. Options for Repair LaDo nothing; Grind. MaGrind. Ha{jrind.
a If faulting is caused by settlement or loss of support, then subsealing and installing load-transfer devices should be considered.
0 as
Figure C-5. Faulting.
Joint Seal Damage (26) Description Joint seal damage is any condition that enables soil or rocks to accumulate in the joints or allows significant water infiltration. Accumulation of incompressible materials prevents the slab from expanding and may result in buckling, shattering, or spalling. A pliable joint filler bonded to the edges of the slabs protects the joints from material accumulation and prevents water from seeping down and softening the foundation supporting the slab. Typical types of joint seal damage are: 1. 2. 3. 4. 5. 6. Stripping ofjoint sealant. Extrusion ofj oint sealant. Weed growth. Hardening of the filler (oxidation). Loss of bond to the slab edges. Lack or absence of sealant in the joint.
Severity Levels (Figure C-6) LJoint sealant is in generally good condition throughout section. Sealant is performing well, with only minor damage (see above). MJoint sealant is in generally fair condition over the entire section, with one or more of the above types of damage occurring to a moderate degree. Sealant needs replacement within 2 years. HJoint sealant is in generally poor condition over the entire section, with one or more of the above types of damage occurring to a severe degree. Sealant needs immediate replacement. How to Count Joint seal damage is not counted on a slab by slab basis, but is rated based on the overall condition of the sealant over the entire area. Options for Repair LDo nothing. MReseal joints. HResealjoints.
Portland Cement Concrete Roads: Distress Definitions and Deduct Value Curves/417
O
mm
Figure C-6. Joint Seal Damage.
Lane/Shoulder Drop-Off (27) Description Lane/shoulder drop-off is the difference between the settlement or erosion of the shoulder and the pavement travel-lane edge. The elevation difference can be a safety hazard; it can also cause increased water infiltration. Severity Levels (Figure C-7) LThe difference between the pavement edge and shoulder is 1 to 2 in. (25 to 51 mm). MThe difference in elevation is 2 to 4 in. (51 to 102 mm). HThe difference in elevation is >4 in. (102 mm). How to Count The mean lane/shoulder drop off is computed by averaging the maximum and minimum drop along the slab. Each slab exhibiting distress is measured separately and counted as one slab with the appropriate severity level. Options for Repair L, M, HRegrade andfillshoulders to match lane height.
Portland Cement Concrete Roads: Distress Definitions and Deduct J Talue Curves / 419
MM
Figure C-7. Lane/Shoulder Drop-Off.
Linear Cracking (28) (Longitudinal, Transverse, and Diagonal Cracks) Description These cracks, which divide the slab into two or three pieces, are usually caused by a combination of repeated traffic loading, thermal gradient curling, and repeated moisture loading. (Slabs divided into four or more pieces are counted as divided slabs). Lowseverity cracks are usually related to warp or friction and are not considered major structural distresses. Medium or high-severity cracks are usually working cracks and are considered major structural distresses. Hairline cracks that are only a few feet long and do not extend across the entire slab are counted as shrinkage cracks. Severity Levels (Figure C-8) Non-reinforced Slabs LNon-filleda cracks < 1/2 in. (12 mm) or filled cracks of any width with the filler in satisfactory condition. No faulting exists. MOne of the following conditions exists: 1. 2. 3. 1. 2. Non-filled crack with a width between 1/2 and 2 in. (12 and 51 mm). Non-filled crack of any width up to 2 in. (51 mm) with faulting of 3/8 in. (10 mm). Filled crack of any width with faulting <3/8 in. (10 mm) Non-filled crack with a width >2 in. (51 mm). Filled or non-filled crack of any width with faulting >3/8 in. (10 mm)
Reinforced Slabs LNon-filled cracks 1 /8 to 1 in. (3 to 25 mm) wide; filled crack of any width with the filler in satisfactory condition. No faulting exists. MOne of the following conditions exists: 1. 2. 3. 1. 2.
a
Non-filled cracks with a width between 1 and 3 in. (25 and 16 mm) and no faulting. Non-filled crack of any width up to 3 in. (76 mm) with up to 3/8 in. (10 mm) of faulting. Filled crack of any width with up to 3/8 in. (10 mm) faulting. Non-filled crack more than 3 in. (76 mm) wide. Filled or non-filled crack of any width with faulting over 3/8 in. (10 mm).
Filled cracks for which filler is unsatisfactory are treated as non-filled.
as
=
Figure C-8. Linear Cracking.
How to Count Once the severity has been identified, the distress is recorded as one slab. If two medium severity cracks are within one slab, the slab is counted as having one high severity crack. Slabs divided into four or more pieces are counted as divided slabs. In reinforced slabs, cracks less than 1/8 in. (3 mm) wide are counted as shrinkage cracks. Slabs longer than 30 ft (9.1 m) are divided into approximately equal length "slabs" having imaginary joints assumed to be in perfect condition. Options for Repair LDo nothing; Seal cracks over 1/8 in. MSeal cracks. HSeal cracks; Full-depth patch; Slab replacement.
Patching, Large (More Than 5 sq ft [0.45 m2]) and Utility Cuts (29) Description A patch is an area where the original pavement has been removed and replaced by filler material. A utility cut is a patch that has replaced the original pavement to allow the installation or maintenance of underground utilities. The severity levels of a utility cut are assessed according to the same criteria as regular patching. Severity Levels (Figure C-9) LPatch is functioning well, with little or no deterioration. MPatch is moderately deteriorated and/or moderate spalling can be seen around the edges. Patch material can be dislodged with considerable effort. HPatch is badly deteriorated. The extent of the deterioration warrants replacement. How to Count If a single slab has one or more patches with the same severity level, it is counted as one slab containing that distress. If a single slab has more than one severity level, it is counted as one slab with the higher severity level. Options for Repair LDo nothing. MSeal cracks; Replace patch. HReplace patch.
Portland Cement Concrete Roads: Distress Definitions and Deduct Value Curves/423
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Figure C-9. Patching, Large and Utility Cuts.
Patching, Small (Less than 5 sq ft [0.45 m 2 ]) (30) Description A patch is an area where the original pavement has been removed and replaced by a filler material. Severity Levels (Figure C-10) LPatch is functioning well with little or no deterioration. MPatch is moderately deteriorated. Patch material can be dislodged with considerable effort. HPatch is badly deteriorated. The extent of deterioration warrants replacement. How to Count If a single slab has one or more patches with the same severity level, it is counted as one slab containing that distress. If a single slab has more than one severity level, it is counted as one slab with the higher severity level. If the cause of the patch is more severe, only the original distress is counted. Options for Repair LDo nothing. MDo nothing; Replace patch. HReplace patch.
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Figure C- J 0. Patching. Smal 1.
Polished Aggregate (31) Description This distress is caused by repeated traffic applications. When the aggregate in the surface becomes smooth to the touch, adhesion with the vehicle tires is considerably reduced. When the portion of aggregate extending above the surface is small, the pavement texture does not significantly contribute to reducing vehicle speed. Polished aggregate extending above the asphalt is negligible, and the surface aggregate is smooth to the touch. This type of distress is indicated when the number on a skid resistance test is low or has dropped significantly from previous ratings. Severity Levels (Figure C-ll) No degrees of severity are defined. However, the degree of polishing should be significant before it is included in the condition survey and rated as a defect. How to Count A slab with polished aggregate is counted as one slab. Options for Repair L, M, HGrove surface; Overlay.
Figure C-ll. Polished Aggregate.
Portland Cement Concrete Roads: Distress Definitions and Deduct Value Curves / 427 Popouts (32) Description A popout is a small piece of pavement that breaks loose from the surface due to freeze thaw action, combined with expansive aggregates. Popouts usually range in diameter from approximately 1 to 4 in.(25 to 102 mm) and in depth from 112 to 2 in. (13 to 51 mm). Severity Levels (Figure C-12) No degrees of severity are defined for popouts. However, popouts must be extensive before they are counted as a distress. Average popout density must exceed approximately three popouts per square yard over the entire slab area. How to Count The density of the distress must be measured. If there is any doubt that the average is greater than three popouts per square yard, at least three random 1 sq yd (0.84 m2) areas should be checked. When the average is greater than this density, the slab should be counted. Options for Repair L, M, HDo nothing.
Figure C-12. Popouts.
Pumping (33)
Description Pumping is the ejection of material from the slab foundation through joints or cracks. This is caused by deflection of the slab with passing loads. As a load moves across the joint between the slabs, water is first forced under the leading slab, and then forced back under the trailing slab. This action erodes and eventually removes soil particles, resulting in progressive loss of pavement support. Pumping can be identified by surface stains and evidence of base or subgrade material on the pavement close to joints or cracks. Pumping near joints is caused by poor joint sealer and indicates loss of support; repeated loading will eventually produce cracks. Pumping can also occur along the slab edge, causing loss of support. Severity Levels (Figure C-13) No degrees of severity are defined. It is enough to indicate that pumping exists. How to Count One pumping joint between two slabs is counted as two slabs. However, if the remaining joints around the slab are also pumping, one slab is added per additional pumping joint. Options for Repair L, M, HUnderseal; Joint and crack seal; Restore load transfer.
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Figure C-l3. Pumping.
Punchout (34) Description This distress is a localized area of the slab that is broken into pieces. The punchout can take many different shapes and forms, but it is usually defined by a crack and a joint, or two closely spaced cracks (usually 5 ft [ 1.52 m] wide). This distress is caused by heavy repeated loads, inadequate slab thickness, loss of foundation support, and/or a localized concrete construction deficiency (e.g., honeycombing). Severity Levels (Figure C-14) Table C-3 lists the severity levels for punchouts How to Count
Table C-3. Levels of Severity for Punchouts. Number of Pieces Severity of Majority of Cracks L M H 2 to 3 L L M 4 to 5 L M H >5 M H H
If a slab contains one or more punchouts, it is counted as containing a punchout at the severity level of the most severe punchout. Options for Repair LDo nothing; Seal cracks. MFull-depth patch. HFull-depth patch.
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Railroad Crossing (35) Description Railroad crossing distress is characterized by depressions or bumps around the tracks. Severity Levels (Figure C-15) LRailroad crossing causes low severity ride quality. MRailroad crossing causes medium severity ride quality. HRailroad crossing causes high severity ride quality. How to Count The number of slabs crossed by the railroad tracks is counted. Any large bump created by the tracks should be counted as part of the crossing. Options for Repair LDo nothing. MPartial-depth patch approach; Reconstruct crossing. HPartial-depth patch approach; Reconstruct crossing.
Portland Cement Concrete Roads: Distress Definitions and Deduct J alue Curves / 433
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Figure C-J5. Railroad Crossing.
Scaling, Map Cracking, and Crazing (36) Description Map cracking or crazing refers to a network of shallow, fine, or hairline cracks that extend only through the upper surface of the concrete. The cracks tend to intersect at angles of 120 degrees. Map cracking or crazing is usually caused by concrete over-finishing, and may lead to surface scaling, which is the breakdown of the slab surface to a depth of approximately 1/4 to 1/2 in. (6 to 13 mm). Scaling may also be caused by deicing salts, improper construction, freeze thaw cycles, and poor aggregate. If scaling is caused by "D" cracking, it should be counted under that distress only. Severity Levels (Figure C-16) LCrazing or map cracking exists over most of the slab area; the surface is in good condition, with only minor scaling present. MSlab is scaled, but less than 15 percent of the slab is affected. HSlab is scaled over more than 15 percent of its area. How to Count A scaled slab is counted as one slab. Low-severity crazing should only be counted if the potential for scaling appears to be imminent, or a few small pieces come out. Options for Repair LDo nothing. MDo nothing; Slab replacement. HPartial or full-depth patch; Slab replacement; Overlay.
Portland Cement Concrete Roads: Distress Definitions and Deduct I ralue Curves / 435
Figure C-16. Scaling, Map Cracking, and Crazing.
Shrinkage Cracks (37) Description Shrinkage cracks are hairline cracks that are usually less than 2m long and do not extend across the entire slab. They are formed during the setting and curing of the concrete and usually do not extend through the depth of the slab. Severity Levels (Figure C-l 7) No degrees of severity are defined. It is enough to indicate that shrinkage cracks are present. How to Count If any shrinkage cracks exist on a particular slab, the slab is counted as one slab with shrinkage cracks. Options for Repair L, M, HDo nothing.
Figure C-l 7. Shrinkage Cracks.
Spalling, Corner (38) Description Corner spalling is the breakdown of the slab within approximately 2 ft (0.6 m) of th corner. A corner spall differsfroma corner break in that the spall usually angles dowr ward to intersect the joint, whereas a break extends vertically through the slab corne Spalls less than 5 in. (127 mm)fromthe crack to the corner on both sides should not b counted. Severity Levels (Figure C-18) Table C-4 lists the levels of severity for corner spalling. Corner spalling with an area ( less than 10 sq. in. (6452 mm2)fromthe crack to the corner on both sides should not t counted.
Table C-4. Levels of Severity for Corner Spalling. Dimensions of Side Spall 5 x 5 in. to 12 x 12 in. Depth of Spall <1 in. (25 mm) >1 to 2 in. (>25 to 51 mm) >2 in. (51 mm) (125 x 127 mm) to (305 x 305 mm) L L M >12x 12 in. (305 x 305 mm) L M H
How to Count If one or more corner spalls with the same severity level are in a slab, the slab is counte as one slab with corner spalling. If more than one severity level occurs, it is counted i one slab with the higher severity level. Options for Repair LDo nothing. MPartial-depth patch. HPartial-depth patch.
Portland Cement Concrete Roads: Distress Definitions and Deduct J ralue Curves / 439
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Figure C-18. Spall ing, Corner.
Spalling, Joint (39) Description Joint spalling is the breakdown of the slab edges within 2 ft (0.6 m) of the joint. A joint spall usually does not extend vertically through the slab, but intersects the joint at an angle. Spalling results from: 1. 2. 3. Excessive stresses at the joint caused by traffic loading or by infiltration of incompressible materials. Weak concrete at the joint caused by overworking. Water accumulation in the joint and freeze thaw action.
Severity Levels (Figure C-19) Table C-5 shows the severity levels ofjoint spalling. Afrayedjoint where the concrete has been worn away along the entire joint is rated as low-severity. How to Count Table C-5. Levels of Severity for Joint Spalling.
Length of Spall Spall Pieces Tightcannot be easily removed (may be a few pieces missing) Width of Spall < 4 in. (102 mm) > 4 in. <2 ft (0.6 mm) L L >2 ft (0.6 m) L L
Loosecan be removed and some pieces are missing; if most or all pieces are missing spall is shallow, less than 1 in (25 mm)
< 4 in.
> 4 in. Missingmost or all pieces have been removed < 4 in. > 4 in.
L L M
M M H
If spall is along the edge of one slab, it is counted as one slab with joint spalling. If spalling is on more than one edge of the same slab, the edge having the highest severity is counted and recorded as one slab. Joint spalling can also occur along the edges of two adjacent slabs. If this is the case, each slab is counted as having joint spalling. Options for Repair LDo nothing. MPartial-depth patch. HPartial-depth patch; Reconstruct joint.
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Figure C~ 19. Spalling, Joint.
442 /Pavement Management for Airports, Roads, and Parking Lots Blow-Ups
100-1 1 1 1 1
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Concrete 21
1 1
10
20
30
40
50
60
70
80
90
100
Distress Density - Percent

Figure C-20. Blowups.
Corner Break
1 0 0 -i 1 1 1 1 1 1 1
Concrete 22
1 1 1
10
20
30
40
50
60
70
80
90
100

Figure C-21. Corner Break.
Portland Cement Concrete Roads: Distress Definitions and Deduct Value Curves / 443 Divided Slab 100-1 1-i Concrete 23 1 1 1
10
20
30
40
50
60
70
80
90
100

Figure C-22. Divided Slab.
Durability CD") Cracking 100 -i 1 1 1 1

90
1 1
Concrete 24 1 1 1
10
20
30
40
50
60
70
80
90
100

Figure C-23. Durability ("D") Cracking.
Faulting
100n
Concrete 25
1 1 1 1 1 1 1 1 1
10
20
30
40
50
60
70
80
90
100

Figure C-24. Faulting.
JOINT SEAL DAMAGE
CONCRETE 26
Joint seal damage is not rate by density. The severity of the distress is determined by the sealant's overall condition for a particular sample unit. The deduct values for the three levels of severity are: 1. High Severity 3. Low Severity - 8 Points - 2 Points
2. Medium Severity - 4 Points
Figure C-25. Rigid Pavement Deduct Values. Distress 26. Joint Seal Damage.
Lane/Shoulder Drop Off

100 90 80 70 60 50
Concrete 27
H M
10
20
30
40
50
60
70
80
90
100

Figure C-26. Lane/Shoulder Drop-off.
Linear Cracking 100 90 80 70 60 50 40 30
Concrete 28
M L
20 10 0
m
0
^ ^
20 30 40 50 60 70 80 90 100
10

Figure C-27. Linear Cracking.
Patching, Large, & Utility Cuts

100 90 80
D e d u c t
V a I
Concrete 29
^^. 70 60 50 40 30 20 10 0 /
u e
\/^
10 20 30 40 50 60 70 80
90
100

Figure C-28. Patching, Large, and Utility Cuts.
Patching, Small
f\f\
Concrete 30
uu
on yu
Oft
-,
D e d u c t
V a I
OU 7n / U eU bn en OU 4U
A f\
u e
o U ""
U
H JM
==q
on
i n 1U
0^
r =
10
20
30
40
50
60
70
80
90
100

Figure C-29. Patching. Small.
Portland Cement Concrete Roads: Distress Definitions and Deduct J Talue Curves / 447
Polished Aggregate
A A __.
Concrete 31
uu on yu
on OU 7n
CA
/U
AH
4U on
10 -
o10 20 30 40 50 60 70 80
90
100

Figure C-30. Polished Aggregate.
Popouts
100
Concrete 32
90 80 70 60 60 40 30 20 10 10 20 30 40 50 60 70 80
90
100

Figure C-31. Popouts.
Pumping
f\f\ -,
Concrete 33
uu
on oU
"7f\
CA -
on
OU 4U OU o n -H
Û
1 f\
1U
-H
o10 20 30 40 50 60 70 80 90 100

Figure C-32. Pumping.
Punchouts 100 90 80 70 60 60 40 30 20 10 \ 0 / / / /
Concrete 34 H M
\t~
10
20
30
40
50
60
70
80
90
100

Figure C-33. Punchouts.
Railroad Crossing
100
Concrete 35 I H
90 80 70 60 50 40 30 20 10 0 10 20 30 40 50 60 70 80
90 100
/ M L
/ ^

Figure C-34. Railroad Crossing.
Scaling/Map Cracking/Crazing
100
Concrete 36
90 80 70 60 50 40 30 20 10 0
10 20 30 40 50 60 70 80 90 100
=J M / /

Figure C-35. Scaling/Map Cracking/Crazing.
Shrinkage Cracks
100
Concrete 37
1 1 1 1 1 1
90
1
1 I
I 1
80 H D
e d u c 70 A
6 o-^
50 J
' "I
i
e
1
1
I
1
30 H
20
I 10-j
oH
0
1
10
1-T"
20 30
I
40
I
50
I
60
1
70
1
80
1
90
'
100

Figure C-36. Shrinkage Cracks.
Spalling, Corner
100-1
90
Concrete 38
1 1 1 1 1 1 1
80 H D e d u c 70 H 60-^
6o

Figure C-37. Spalling, Corner.
Spalling, Joint
ftA _
Concrete 39
uu
on yu
on _
OU
7ft
/ U OU OU
An 4U
oU
20 ~ 10 ~
o10 20 30 40 50 60 70 80
90 100

Figure C-38. Spalling. Joint.
ROADS AND PARKING LOTS: CONCRETE
10
20
30
40
50
60
70
80 90 100 110 120 130 TOTAL DEDUCT VALUE (TDV)
140
150
160
170
180
190 200
Figure C-39. Corrected Deduct Values for Jointed Concrete Pavement.
APPENDIX D Asphalt Concrete Airfields: Distress Definitions and Deduct Value Curves
453
454 / Pavement Management for Airports, Roads, and Parking Lots Alligator or Fatigue Cracking (41) Description Alligator or fatigue cracking is a series of interconnecting cracks caused by fatigue failure of the asphalt surface under repeated traffic loading. The cracking initiates at the bottom of the asphalt surface (or stabilized base) where tensile stress and strain is highest under a wheel load. The cracks propagate to the surface initially as a series of parallel cracks. After repeated traffic loading, the cracks connect and form many-sided, sharp-angled pieces that develop a pattern resembling chicken wire or the skin of an alligator. The pieces are less than 2 ft. (0.6 m) on the longest side. Alligator cracking occurs only in areas that are subjected to repeated traffic loadings, such as wheel paths. Therefore, it would not occur over an entire area unless the entire area was subjected to traffic loading. (Pattern-type cracking, which occurs over an entire area that is not subject to loading, is rated as block cracking, which is not a loadassociated distress.) Alligator cracking is considered a major structural distress. Severity Levels (Figure D-l) LFine, longitudinal hairline cracks running parallel to each other with no or only a few interconnecting cracks. The cracks are not spalled. MFurther development of light alligator cracking into a pattern or network of cracks that may be lightly spalled. HNetwork or pattern cracking progressed so that pieces are well-defined and spalled at the edges; some of the pieces rock under traffic. How to Measure Alligator cracking is measured in square feet (square meters) of surface area. The major difficulty in measuring this type of distress is that many times two or three levels of severity exist within one distressed area. If these portions can be easily distinguished from each other, they should be measured and recorded separately. However, if the different levels of severity cannot be easily divided, the entire area should be rated at the highest severity level present. If alligator cracking and rutting occur in the same area, each is recorded separately at its respective severity level. Options for Repair LDo nothing; Surface seala; Overlay. MPartial or full-depth patch; Overlay; Reconstruct. HPartial or full-depth patch; Overlay; Reconstruct.
improperly applied rejuvenators or surface seals may cause skid problems on high-speed surfaces.
Asphalt Concrete Airfields: Distress Definitions and Deduct Value Curves / 455
53
Figure D-L Alligator Cracking.
Bleeding (42)
Description Bleeding is a film of bituminous material on the pavement surface which creates a shin glass-like, reflecting surface that usually becomes quite sticky. Bleeding is caused t excessive amounts of asphalt cement or tars in the mix and/ or low air-void content, occurs when asphalt fills the voids of the mix during hot weather and then expands on the surface of the pavement. Since the bleeding process is not reversible during co weather, asphalt or tar will accumulate on the surface. Severity Levels (Figure D-2) No degrees of severity are defined. Bleeding should be noted when it is extensi> enough to cause a reduction in skid resistance. How to Measure Bleeding is measured in square feet (square meters) of surface area. If bleeding counted, polished aggregate is not counted in the same area. Options for Repair Do nothing; Apply heat, roll sand, and sweep loose material.
Figure D-2. Bleeding.
458 / Pavement Management for Airports, Roads, and Parking Lots Block Cracking (43) Description Block cracks are interconnected cracks that divide the pavement into approximately rectangular pieces. The blocks may range in size from approximately 1 by 1ft(0.3 by 0.3 m) to 10 by 10 ft (3 by 3 m). Block cracking is caused mainly by shrinkage of the asphalt concrete (AC) and daily temperature cycling (which results in daily stress/ strain cycling). It is not load-associated. The occurrence of block cracking usually indicates that the asphalt has hardened significantly. Block cracking normally occurs over a large proportion of pavement area but sometimes will occur in non-traffic areas. This type of distress differs from alligator cracking in that alligator cracks form smaller, many-sided pieces with sharp angles. Also, unlike block cracks, alligator cracks are caused by repeated traffic loadings and, therefore, are located only in traffic areas (i.e., wheel paths). Severity Levels (Figure D-3) LBlocks are defined by cracks that are non-spalled (sides of the crack are vertical) or only lightly spalled, causing no FOD potential. Non-filled cracks have 1 /4 in. (6.4 mm) or less mean width, and filled cracks have filler in satisfactory condition. MBlocks are defined by either: 1. 2. 3. Filled or non-filled cracks that are moderately spalled (some FOD potential) Non-filled cracks that are not spalled or have only minor spalling (some FOD potential), but have a mean width greater than approximately 1/4 in. (6.4 mm). Filled cracks that are not spalled or have only minor spalling (some FOD potential), but have filler in unsatisfactory condition.
HBlocks are well-defined by cracks that are severely spalled, causing a definite FOD potential. How to Measure Block cracking is measured in square feet (square meters) of surface area. It usually occurs at one severity level in a given pavement section; however, any areas of the pavement section having distinctly different levels of severity should be measured and recorded separately. For asphalt pavements, not including AC over PCC, if block cracking is recorded, no longitudinal and transverse cracking should be recorded in the same area. For asphalt overlay over concrete, block cracking, joint reflection cracking, and longitudinal and transverse cracking reflected from old concrete should all be recorded separately.
Figure D-3. Block Cracking. Options for Repair LDo nothing; Apply rejuvenator3. MSeal cracks; Apply rejuvenator3; Recycle surface; Heater scarify and overlay. HSeal cracks; Recycle surface; Heater scarify and overlay. improperly applied rejuvenators or surface seals may cause skid problems on high-speed surfaces.
460 / Pavement Management for Airports, Roads, and Parking Lots Corrugation (44) Description Corrugation is a series of closely spaced ridges and valleys (ripples) occurring at fairly regular intervals (usually less than 10 ft) (3 m) along the pavement. The ridges are perpendicular to the traffic direction. Traffic action combined with an unstable pavement surface or base usually causes this type of distress. Severity Levels (Figure D-4) LCorrugations are minor and do not significantly affect ride quality (see measurement criteria below). MCorrugations are noticeable and significantly affect ride quality (see measurement criteria below). HCorrugations are easily noticed and severely affect ride quality (see measurement criteria below). How to Measure Corrugation is measured in square feet (square meters) of surface area. The mean elevation difference between the ridges and valleys of the corrugations indicates the level of severity. To determine the mean elevation difference, a 10-foot straightedge should be placed perpendicular to the corrugations so that the depth of the valleys can be measured in inches (mm). The mean depth is calculated from five such measurements. Severity L M H Runways and High-Speed Taxiways <l/4 in (<6.4 mm) 1/4 to 1/2 in (6.4 to 12.7 mm) >l/2 in (>12.7 mm) Taxiways and Aprons <l/2 in. (<12.7 mm) 1/2 to 1 in. (12.7 to 25.4 mm) >1 in. (>25.4 mm)
Options for Repair LDo nothing. MReconstruct. HReconstruct.
^fPraKSiO^
o S
Figure D-4. Corrugation.
Depression (45)
Description Depressions are localized pavement surface areas having elevations slightly lower than those of the surrounding pavement. In many instances, light depressions are not noticeable until after a rain, when ponding water creates "birdbath" areas; but the depressions can also be located without rain because of stains created by ponding water. Depressions can be caused by settlement of the foundation soil or can be "built up" during construction. Depressions cause roughness and, when filled with water of sufficient depth, can cause hydroplaning of aircraft. Severity Levels (Figure D~5) LDepression can be observed or located by stained areas, only slightly affects pavement riding quality, and may cause hydroplaning potential on runways (see measurement criteria below). MThe depression can be observed, moderately affects pavement riding quality, and causes hydroplaning potential on runways (see measurement criteria below). HThe depression can be readily observed, severely affects pavement riding quality, and causes definite hydroplaning potential (see measurement criteria below). How to Measure Depressions are measured in square feet (square meters) of surface area. The maximum depth of the depression determines the level of severity. This depth can be measured by placing a 10-ft (3 m) straightedge across the depressed area and measuring the maximum depth in inches (mm). Depressions larger than 10 feet (3 m) across must be measured by either visual estimation or direct measurement when filled with water.
Options for Repair
Maximum Depth of Depression Severity Runways and High Speed Taxiways 1/8 to 1/2 in. (3.2 to 12.7 mm) 1/2 to 1 in. (12.7 to 25.4 mm) >1 in. (>25.4 mm) Taxiways and Aprons 1/2 to 1 in. (12.7 to 25.4 mm) >1 to 2 in (25.4 to 50.8 mm) >2 in. (>50.8 mm)
L M H
LDo nothing. MShallow3, partial or full-depth patch. HShallow3, partial or full-depth patch.
Shallow patching should not be used on runways where FOD is of concern.
\Jmk
Figure D-5. Depression.
Jet Blast Erosion (46) Description Jet blast erosion causes darkened areas on the pavement surface when bituminous binder has been burned or carbonized; localized burned areas may vary in depth up to approximately 1/2 in.(12.7mm). Severity Levels (Figure D-6) No degrees of severity are defined. It is sufficient to indicate that jet blast erosion exists. How to Measure Jet blast erosion is measured in square feet (square meters) of surface area. Options for Repair Do nothing; Partial-depth patch; Apply rejuvenator3.
Figure D-6. Jet Blast Erosion.
Joint Reflection Cracking from PCC (47) (Longitudinal and Transverse)

Description This distress occurs only on pavements having an asphalt or tar surface over a Portland cement concrete (PCC) slab. This category does not include reflection cracking from any other type of base (i.e., cement stabilized, lime stabilized); such cracks are listed as longitudinal and transverse cracks. Joint-reflection cracking is caused mainly by movement of the PCC slab beneath the asphalt concrete (AC) surface because of thermal and moisture changes; it is not load related. However, traffic loading may cause a breakdown of the AC near the crack, resulting in spalling and FOD potential. If the pavement is fragmented along a crack, the crack is said to be spalled. A knowledge of slab dimensions beneath the AC surface will help to identify these cracks. Severity Levels (Figure D-7) LCracks have only light spalling (little or no FOD potential) or no spalling and can be filled or non-filled. If non-filled, the cracks have a mean width of 1 / 4 in. (6.4 mm) or less. Filled cracks are of any width, but their filler material is in satisfactory condition. MOne of the following conditions exists: 1. 2. 3. 4. Cracks are moderately spalled (some FOD potential) and can be either filled or non-filled of any width. Filled cracks are not spalled or are only lightly spalled, but the filler is in unsatisfactory condition. Non-filled cracks are not spalled or are only lightly spalled, but the mean crack width is greater than 1/4 in. (6.4 mm). Light random cracking exists near cracks or at the corner of intersecting cracks.
HCracks are severely spalled (definite FOD potential) and can be either filled or nonfilled of any width. How to Measure Joint-reflection cracking is measured in linear feet (linear meters). The length and severity level of each crack should be identified and recorded. If the crack does not have the same severity level along its entire length, each portion should be recorded separately. For example, a crack that is 50 ft (15 m) long may have 10ft(3 m) of high severity, 20 ft (6 m) of medium severity, and 20 ft (6 m) of light severity; all would be recorded separately. Options for Repair LDo nothing; Seal cracks greater than 1/8 in. (3.2 mm). MSeal cracks; Partial-depth patch. HSeal cracks; Partial-depth patch; Reconstruct joint.
&
&
'
&
&
&
a.
Ed
m o SS
Figure D-7. Reflection Cracking.
468 /Pavement Management for Airports. Roads, and Parking Lots
Longitudinal and Transverse Cracking (48) (Non-PCC Joint Reflective)

Description Longitudinal cracks are parallel to the pavements centerline or laydown direction. They may be caused by (1) a poorly constructed paving lane joint, (2) shrinkage of the AC surface due to low temperatures or hardening of the asphalt, or (3) a reflective crack caused by cracks beneath the surface course, including cracks in PCC slabs (but not at PCC joints). Transverse cracks extend across the pavement at approximately right angles to the pavement centerline or direction of laydown. They may be caused by items 2 or 3 above. These types of cracks are not usually load-associated. If the pavement is fragmented along a crack, the crack is said to be spalled. Severity Levels (Figure D-8a) LCracks have either minor spalling (little or no FOD potential) or no spalling. The cracks can be filled or non-filled. Non-filled cracks have a mean width of 1 /4 in. (6.4 mm) or less; filled cracks are of any width, but their filler material is in satisfactory condition. MOne of the following conditions exists: 1. 2. 3. 4. Cracks are moderately spalled (some FOD potential) and can be either filled or non-filled of any width. Filled cracks are not spalled or are only lightly spalled, but the filler is in unsatisfactory condition. Non-filled cracks are not spalled or are only lightly spalled, but mean crack width is greater than 1/4 in. (6.4 mm). Lightly random cracking exists near the crack or at the corners of intersecting cracks.
HCracks are severely spalled, causing definite FOD potential. They can be either filled or non-filled of any width.
33
Figure D-8a. Longitudinal and Transverse Cracking.
470 / Pavement Management for Airports, Roads, and Parking Lots Porous Friction Course Severity Levels (Figure D-8b) Note: these severity levels are in addition to the existing definitions. LAverage raveled area around the crack is less than 1/4 in. (6.4 mm) wide. MAverage raveled area around the crack is 1/4 to 1 in. (6.4 to 25.4 mm) wide. HAverage raveled area around the crack is greater than 1 in. (25.4 mm) wide. How to Measure Longitudinal and transverse cracks are measured in linear feet (linear meters). The length and severity of each crack should be identified and recorded. If the crack does not have the same severity level along its entire length, each portion of the crack having a different severity level should be recorded separately. For an example, see JointReflection Cracking. Options for Repair LDo nothing; Seal cracks greater than 1/8 in. (3.2 mm); Apply rejuvenator3; Surface seal3. MSeal cracks. HSeal cracks; Partial depth patch.
Asphalt Concrete Airfields: Distress Definitions and Deduct Value Curves/471
o
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JgAJS?
Figure D-8b. Crack in Porous Friction Course.
472 / Pavement Management for Airports, Roads, and Parking Lots Oil Spillage (49) Description Oil spillage is the deterioration or softening of the pavement surface caused by the spilling of oil, fuel, or other solvents Severity Levels (Figure D-9) No degrees of severity are defined. It is sufficient to indicate that oil spillage exists. How to Measure Oil spillage is measured in square feet (square meters) of surface area. Options for Repair Do nothing; Partial or full-depth patch.
rnmmmm^^^
Figure D-9. Oil Spillage.
Patching and Utility Cut Patch (50) Description A patch is considered a defect, regardless of how well it is performing. Severity Levels (Figure D-10) LPatch is in good condition and is performing satisfactorily. MPatch is somewhat deteriorated and affects riding quality to some extent. HPatch is badly deteriorated and affects riding quality significantly or has high FOD potential. Patch needs replacement. Porous Friction Courses The use of dense-graded AC patches in porous friction surfaces causes a water damming effect at the patch that contributes to differential skid resistance of the surface. Low-severity, dense-graded patches should be rated as medium severity because of the differential friction problem. Medium and high-severity patches are rated the same as above. How to Measure Patching is measured in square feet (square meters) of surface area. However, if a single patch has areas of differing severity levels, these areas should be measured and recorded separately. For example, a 25 square foot (7.4 square meter) patch may have 10 square feet (3.5 square meters) of medium severity and 15 square feet (4.5 square meters) of light severity. These areas would be recorded separately. Any distress found in a patched area will not be recorded; however, its effects on the patch will be considered when determining the patch's severity level. Options for Repair LDo nothing. MSeal cracks; Repair distress in patch; Replace patch. HReplace patch.
o
-
E C
F/gwre D-/0. Patching and Utility Cut Patch.
Polished Aggregate (51) Description Aggregate polishing is caused by repeated traffic applications. Polished aggregate is present when close examination of a pavement reveals that the portion of aggregate extending above the asphalt is either very small or there are no rough or angular aggregate particles to provide good skid resistance. Existence of this type of distress is also indicated when the number on a skid resistance rating test is low or has dropped significantly from previous ratings. Severity Levels (Figure D-ll) No degrees of severity are defined. However, the degree of polishing should be significant before it is included in the condition survey and rated as a defect. How to Measure Polished aggregate is measured in square feet (square meters) of surface area. If bleeding is counted, polished aggregate is not counted in the same area. Options for Repair Do nothing; Overlay; Surface friction course.
Asphalt Concrete Airfields. Distress Definitions and Deduct Value Curves ,'477
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Raveling and Weathering (52) Description Raveling and weathering are the wearing away of the pavement surface caused by the dislodging of aggregate particles and loss of asphalt or tar binder. They may indicate that the asphalt binder has hardened significantly. Dense Mix Severity Levels. (Figure D-12a) As used herein, coarse aggregate refers to aggregate with a smallest dimension greater than or equal to 3/8 inch (10mm). If in doubt, three representative square yards should be inspected and the number of missing pieces of aggregate counted. L(1) The surface is in generally good condition, but fine aggregate and binder have worn away exposing the coarse aggregate. The coarse aggregate, however, is still firmly embedded in the mix. (2) In a square yard representative sample, the number of coarse aggregate pieces missing is between 5 and 20. (3) In a square yard representative sample, brushing one's foot across the surface does not dislodge more than 20 coarse aggregate pieces. M(1) In a square yard representative sample, the number of coarse aggregate pieces missing is between 21 and 40. (2) In a square yard representative sample, brushing one's foot across the surface dislodges between 21 and 40 coarse aggregate pieces. H(1) In a square yard representative sample, the number of coarse aggregate pieces missing is over 40. (2) In a square yard representative sample, brushing one's foot across the surface dislodges more than 40 coarse aggregate pieces. How to Measure Raveling and weathering are measured in square meter (square feet) or surface area. Mechanical damage caused by hook drags, tire rims, or snowplows is counted as areas of high-severity raveling and weathering.
Figure D-12a. Raveling and Weathering.
Raveling and Weathering (52) Continued Surface Treatment /Tar over Dense Mix Severity Levels (Figure D-12b) L(1) Scaled area is less than 1%.(2) In case of coal tar where pattern cracking has developed, the tar surface cracks are less than ]A inch ((6 mm) wide. M(1) Scaled area is between 1 and 1%.(2) In case of coal tar where pattern cracking has developed, the cracks are lA inch ((6 mm) wide or greater. H(1) Scaled area is over 10%.(2) In case of coal tar the surface is peeling off. How to Measure Raveling and weathering are measured in square meter (square feet) or surface area. Mechanical damage caused by hook drags, tire rims, or snowplows is counted as areas of high-severity raveling and weathering.
Figure D-12b. Raveling/Weathering on a Porous Friction Course Surface.
482 /Pavement Managementfor Airports, Roads, and Parking Lots
Raveling and Weathering (52) Continued

Porous Friction Course Severity Levels (Fig. D-12c) LIn a square meter (square yard) representative sample, the number of aggregate pieces missing is between 5 and 20 and/or the number of missing aggregate clusters (when more than one adjoining aggregate piece is missing) does not exceed 1. MIn a square meter (square yard) representative sample, the number of aggregate pieces missing is between 21 and 40 and/or the number of missing aggregate clusters is greater than 1 but does not exceed 25 percent of the square meter (square foot) area. HIn a square meter (square yard) representative sample, the number of aggregate pieces missing is over 40 and/or the number of missing aggregate clusters is greater than 25 percent of the square meter (square foot) area. How to Measure Raveling and weathering are measured in square meter (square feet) or surface area. Mechanical damage caused by hook drags, tire rims, or snowplows is counted as areas of high-severity raveling and weathering.
"Improperly applied rejuvenators or surface seals may cause skid problems on high-speed surfaces.
Asphalt Concrete Airfields: Distress Definitions and Deduct Value Curves /483
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Figure D-12c. Raveling/Weathering on a Porous Friction Course Surface.
Rutting (53)
Description A rut is a surface depression in the wheel path. Pavement uplift may occur along the sides of the rut; however, in many instances ruts are noticeable only after a rainfall, when the wheel paths are filled with water. Rutting stems from a permanent deformation in any of the pavement layers or subgrade. It is usually caused by consolidation or lateral movement of the materials due to traffic loads. Significant rutting can lead to major structural failure of the pavement. Severity Levels (Figure D-13) Mean Rut Depth Criteria SeverityAll Pavement Sections LLess than 1/4 to 1/2 in. (<6.4 to 12.7 mm). M From 112 to 1 in. (12.7 to 25.4 mm). HGreater than 1 in. (25.4 mm). How to Measure Rutting is measured in square feet (square meters) of surface area, and its severity is determined by the depth of the rut. To determine the rut depth, a straightedge should be laid across the rut and the maximum depth measured. The mean depth in inches (mm) should be computed from measurements taken along the length of the rut. Options for Repair LDo nothing. MShallow8, partial or full-depth patch; Partial or full-depth patch and overlay. HShallow3, partial or full-depth patch; Partial or full-depth patch and overlay.
Shallow patching should not be used on runways where FOD is of concern.
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Figure D-13. Rutting.
Shoving of Asphalt Pavement by PCC Slabs (54) Description PCC pavements occasionally increase in length at ends where they adjoin flexible pavements (commonly referred to as "pavement growth"). This "growth" shoves the asphalt or tar-surfaced pavements, causing them to swell and crack. The PCC slab "growth" is caused by a gradual opening of the joints as they are filled with incompressible materials that prevent them from reclosing. Severity Levels (Figure D-14) LA slight amount of shoving has occurred, with little effect on ride quality and no breakup of the asphalt pavement. MA significant amount of shoving has occurred, causing moderate roughness or breakup of the asphalt pavement. HA large amount of shoving has occurred, causing severe roughness or breakup of the asphalt pavement. How to Measure Shoving is measured by determining the area in square feet (square meters) of the swell caused by shoving. Options for Repair LDo nothing. MPartial-depth patch; Full-depth patch. HPartial-depth patch; Full-depth patch.
Asphalt Concrete Airfields: Distress Definitions and Deduct Value Curves /487
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Figure D-14. Shoving.
Slippage Cracking (55) Description Slippage cracks are crescent or half-moon shaped cracks having two ends pointed away from the direction of traffic. They are produced when braking or turning wheels cause the pavement surface to slide and deform. This usually occurs when there is a lowstrength surface mix or poor bond between the surface and next layer of pavement structure. Severity Levels (Figure D-15) No degrees of severity are defined. It is sufficient to indicate that a slippage crack exists. How to Measure Slippage cracking is measured in square feet (square meters) of surface area. Options for Repair Do nothing; Partial or full-depth patch.
Figure D-l5. Slippage Cracking.
Swell (56)
Description A swell is characterized by an upward bulge in the pavement's surface. A swell may occur sharply over a small area or as a longer, gradual wave. Either type of swell can be accompanied by surface cracking. A swell is usually caused by frost action in the subgrade or by swelling soil, but a small swell can also occur on the surface of an asphalt overlay (over PCC) as a result of a blowup in the PCC slab. Severity Levels (Figure D-16) LSwell is barely visible and has a minor effect on the pavement's ride quality as determined at the normal aircraft speed for the pavement section under consideration. (Low-severity swells may not always be observable, but their existence can be confirmed by driving a vehicle over the section at the normal aircraft speed. An upward acceleration will occur if the swell is present). MSwell can be observed without difficulty and has a significant effect on the pavement's ride quality as determined at the normal aircraft speed for the pavement section under consideration. HSwell can be readily observed and severely affects the pavement's ride quality at the normal aircraft speed for the pavement section under consideration. How to Measure The surface area of the swell is measured in square feet (square meters). The severity rating should consider the type of pavement section (i.e., runway, taxiway, or apron). For example, a swell of sufficient magnitude to cause considerable roughness on a runway at high speeds would be rated as more severe than the same swell located on the apron or taxiway where the normal aircraft operating speeds are much lower. The following guidance is provided for runways:
Severity Height Differential <3/4 in. (<19mm) 3/4 to 1 1/2 in. (19 to 38 mm) >1 1/2 in. (>38 mm)
L M H
Options for Repair LDo nothing. MReconstruct. HReconstruct.
Asphalt Concrete Airfields: Distress Definitions and Deduct J ralue Curves/491
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53
Figure D-16. Swell.
ALLIGATOR CRACKING, AIRFIELDS 100 90 80 70

Li 3
ASPHALT 41
60 50 40 30 20
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0.5 I 5 10 DISTRESS DENSITY, PERCENT 50 100
Figure D-l 7. Flexible Deduct Values. Distress 41, Alligator Cracking.
BLEEDING, AIRFIELDS 100 90 80 70 60
ASPHALT 42
U
o
=
II11
ill
III
IK
/
rim 1
1 1 1 1 ll il JJ+lm
40 30 20 10 0.1
'" I I
XI XIII 1Jrl | 11 "
_Llq
Figure D-l8. Flexible Pavement Deduct Values, Distress 42, Bleeding.
Asphalt Concrete Airfields: Distress Definitions and Deduct Value Curves /'493 BLOCK CRACKING, AIRFIELDS 100 90 80 ASPHALT 4 3
J lL
70
UJ
1--4-4444-M
Ml
i n
60 50 40 30 20 10 0
0.1
j p I iiii lin
rm
rTTTrnTTTMTI
Figure D-19. Flexible Pavement Deduct Values. Distress 43. Block Cracking.
CORRUGATION, 100 90 80 70 60 50 40 30
AIRFIELDS
ASPHALT 44
^1 Ml /
ki M
!
A\
V\\\M
M
Lm f K / ' J4\A\\\
Y\ 11
J
U K ^ 1Y\ LH L r
y
1 1 11 III
1 /11 INI
i i IJr
1 111
r-
<\ 1 1 Wk M ^J y(\ mK
20 10 0
0.1
HTL m ,y\\
AW -Wfl \\x I 1II
0.5 I 5 10 DISTRESS DENSITY, PERCENT
50
100
Figure D-20. Flexible Pavement Deduct Values, Distress 44, Corrugation.
494 / Pavement Management for Airports, Roads, and Parking Lots DEPRESSION, AIRFIELDS 100 90 80
70 in
ASPHALT 45 M
1 1 1 1 M 11
K ML/f Hi m *yi
y /
m inm
3 60
50
%
K
g 40
Q
30 20
1 III
vk n 1 1J^ W
ill
M>T LrfIffl / iffl A 1 Mlllll 11k /K\ mi y
4 1 LH
y^^ 10
0 0.1
50
100
F/gwre D-2L Flexible Pavement Deduct Values. Distress 45 Depression.
JET BLAST EROSION, AIRFIELDS

100 90 80 70 % 60
-j
ASPHALT 46

Q 40 30 20 10
n
JJ 1 HI
0.1
50
100
Figure D-22. Flexible Pavement Deduct Values, Distress 46, Joint Erosion.
Asphalt Concrete A irfields: Distress Definitions and Deduct Value Curves / 495
100 90 80 70
3
JOINT REFLECTION CRACKING, AIRFIELDS
ASPHALT47
i 11 LHl
A1
i v\ i mi JMI
! 1 1 1111
J+rn
60 50 40 30 20 10 0
0.1
%
H
LLrHI
o
D
1 1 Ur
Lr IDF /|>r iffl KM [ L

J\ 1 1_ !
nl II >^
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W
JOINT REFLECTION CRACKING, AIRFIELDS (Metric Units)

100 90
80
Asphalt 47
e
d u t
70 60 50 40 30 20 10
c
V a
IJII y
,/ /
\M
\M
\\\M
In
1 u
0.1
10
100

Figure D-23. Flexible Pavement Deduct Values, Distress 47. Joint Reflection Cracking.

ASPHALT 48
LONGITUDINAL/TRANSVERSE CRACKING, AIRFIELDS

100.
1 1 111 ]M
90] 80 70 60 50 40 30 20 10 0
0.1
1 1 1 1 in
JJq
W\-
1 III LK^
rMil l A U / YM 11 / LUim trT IIIK A\\ Ml ' > \i mis A

/
\\v
A Lmffl \\\m
Y\ A
HHii I
Jn\
50
100
LONGITUDINAL/TRANSVERSE CRACKING, AIRFIELDS (Metric Units) 100 90 80

D e d u c t V a u e
i
Asphalt 48
70 60 50 40 30
KM
//
y
LkT
M L
4I \1111
jjljjj
0.1 1 10 Distress Density - Percent
20 10 100
Figure D-24. Flexible Pavement Deduct Values, Distress 48, Longitudinal and Transverse Cracking.
Asphalt Concrete Airfields: Distress Definitions and Deduct Value Curves / 497 OIL SPILLAGE, AIRFIELDS
100 ASPHALT 4 9
90
60 70
UJ
60
H 50 o
O UJ
40 30 20 10
jjr\ Til 1K
0.1 0.5 I 5
L^ Lk
10
V**
50
100
DISTRESS DENSITY, PERCENT
Figure D-25. Flexible Pavement Deduct Values, Distress 49. Oil Spillage.
PATCHING/UTILITY CUT, AIRFIELDS

100 90
AH
ASPHALT 5 0
ou 70
UJ
\y\\\\\
w \ 1 111
14
Hi
3 60 %
3
UJ
v
/
1111
7\ ^1 1 XI J Lffl
14 III
30
C\J
?o
nT
nil
50
IW Lwn
10
r\
0.1
100
Figure D-26. Flexible Pavement Deduct Values, Distress 50, Patching and Utility Cut.
POLISHED AGGREGATE, AIRFIELDS

100
ASPHALT 51
90
80 70
60
%
o
50 40 30 20 10 0.1 0.5 I 5 10 DISTRESS DENSITY, PERCENT
1 1 1 1 IKI
/Hi
Ml
1 HI
50
100
Figure D-27. Flexible Pavement Deduct Values. Distress 51. Polished Aggregate.
RAVELING/WEATHERING, AIRFIELDS
100
ASPHALT 52
90
80 70
UJ
60
Wnft 1 1
1 1 I I Mil
1 \ \J
S
UJ
LM
50 40 30 20 10
A
1 J
K \A\
illl
M/T
Jit
II
Jin
o.\
Till
50
Mi] 1 1 14ni1l
100
Figure D-28. Flexible Pavement Deduct Values. Distress 52, Raveling/Weathering.
Asphalt Concrete A irflelds: Distress Definitions and Deduct Value Curves / 499 RUTTING, AIRFIELDS
100 ASPHALT 53
90
80 70
LU
"1 IMII1I 1 M Hill

F
/\ \
1 1 1 1 1 Ml 1 1 IMII 1 1 l>rl 1II
S 60
50
Hif
1 \-\*
M/K I I I I I II
40 30 20 10
uL^ Hii
\\\
ILH I4M1
1
0.1 0.5 I 5 10 DISTRESS DENSITY, PERCENT 50 100
Figure D-29. Flexible Pavement Deduct Values. Distress 53. Rutting.
100 90 80 70
UJ
SHOVINGs AIRFIELDS
ASPHALT 54
JH
\Mnil 11
3 60 5
K 50
Mt
in
1M
S 40 o
30 20 10
n
^ ^1 11
114In
Llk^
-* x
0.1
50
100
Figure D~30. Flexible Pavement Deduct Values, Distress 54, Shoving of Flexible Pavement by PCC Slabs.
500 / Pavement Management for Airports, Roads, and Parking Lots SLIPPAGE CRACKING, AIRFIELDS
IUU
ASPHALT 55
90 60 70
:T VALUE
LlnHtl
S 40
30 20 10
0.1
z>
1 M 111
Jfl
50
100
Figure D-3I. Flexible Pavement Deduct Values. Distress 55, Slippage Cracking.
SWELL, AIRFIELDS 1001 90 60 70 60 50 40

30 20 10 0.1 0.5 I 5 10 DISTRESS DENSITY, PERCENT
ASPHALT 56
i 111 VIM
1 1 1 MI l 1 11 X
1t Kt 1 t i l Wi
41 U A KIn 11 ^ 1 1 ufl
r
W Mil \A 11Mill
K 1 1y]1 1 1HI] M>K | 1 ||

\ 1 1 1 1 LH
Uim Mi A
50
1 Ufl
100
Figure D-32. Flexible Pavement Deduct Values, Distress 56, Swell.
AIRFIELDS: ASPHALT
m
m
m& m m mi w
M
Ett
*t\ <*:
w& mm
*ot
m m
oB E 0
10 20
mm m
30 40
q - Number of entries with deduct values greater than 5 points.
50
60
70
80
90
100 110 120 130 140 150 160 170 180
TOTAL DEDUCT VALUE (TDV)
Figure D-33. Corrected Deduct Values for Asphalt or Tar-surfaced Pavements.
APPENDIX E Portland Cement Concrete Airfields: Distress Definitions and Deduct Value Curves
503
Blowup (61)
Description Blowups occur in hot weather, usually at a transverse crack or joint that is not wide enough to permit expansion by the concrete slabs. The insufficient width is usually caused by infiltration of incompressible materials into the joint space. When expansion cannot relieve enough pressure, a localized upward movement of the slab edges (buckling) or shattering will occur in the vicinity of the joint. Blowups can also occur at utility cuts and drainage inlets. This type of distress is almost always repaired immediately because of severe damage potential to aircraft. Blowups are included for reference when closed sections are being evaluated for reopening. Severity Levels (Figure E-l) LBuckling or shattering has not rendered the pavement inoperative, and only a slight amount of roughness exists. MBuckling or shattering has not rendered the pavement inoperative, but a significant amount of roughness exists. HBuckling or shattering has rendered the pavement inoperative. Note: For pavements to be considered operational, all foreign material from blowups must have been removed. How to Count A blowup usually occurs at a transverse crack or joint. At a crack, it is counted as being in one slab, but at a joint, two slabs are affected and the distress should be recorded as occurring in two slabs. Options for Repair LaPartial, or full-depth patch; Slab replacement. MaPartial or full-depth patch; Slab replacement. HaFull-depth patch; Slab replacement.
Must provide expansion joints.
Portland Cement Concrete Airfields: Distress Definitions and Deduct Value Curves/ 505
MM
mm
Figure E-l. B1 owup.
Corner Break (62)

Description A corner break is a crack that intersects the joints at a distance less than or equal to onehalf the slab length on both sides, measured from the corner of the slab. For example, a slab with dimensions of 25 by 25 ft (7.5 by 7.5 m) that has a crack intersecting the joint 5 ft (1.5 m)fromthe corner on one side and 17 ft (2.1 m) on the other side is not considered a corner break; it is a diagonal crack. However, a crack that intersects 7 ft (2.1 m) on one side and 10ft(3 m) on the other is considered a corner break. A corner break differs from a corner spall in that the crack extends vertically through the entire slab thickness, while a corner spall intersects the joint at an angle. Load repetition combined with loss of support and curling stresses usually causes corner breaks. Severity Levels (Figure E-2) LCrack has either no spalling or minor spalling (no foreign object damage (FOD) potential). If non-filled, it has a mean width less than approximately 1/8 in.(3.2 mm); a filled crack can be of any width, but the filler material must be in satisfactory condition. The area between the corner break and the joints is not cracked. MOne of the following conditions exists: 1. 2. 3. 4. Filled or non-filled crack is moderately spalled (some FOD potential). A non-filled crack has a mean width between 1 /8 in. (3.2 mm) and 1 in. (25.4 mm). A filled crack is not spalled or only lightly spalled, but the filler is in unsatisfactory condition. The area between the corner break and the joints is lightly cracked with loose or missing particles. Filled or non-filled crack is severely spalled, causing definite FOD potential. A non-filled crack has a mean width greater than approximately 1 in.(25.4 mm) creating a tire damage potential. The area between the corner break and the joints is severely cracked.
HOne of the following conditions exists: 1. 2. 3.
How to Count A distressed slab is recorded as one slab if it (1) contains a single corner break, (2) contains more than one break of a particular severity, or (3) contains two or more breaks of different severities. For two or more breaks, the highest level of severity should be recorded. For example, a slab containing both light and medium-severity corner breaks should be counted as one slab with a medium-severity corner break.
Portland Cement Concrete Airfields: Distress Definitions and Deduct Value Curves / 507
Figure E-2. Corner Break. Options for Repair LaDo nothing; Seal cracks. MaSeal cracks; Full-depth patch; Slab replacement. HaSeal cracks; Full-depth patch; Slab replacement.
a
Check for voids; consider undersealing project.
Cracks: Longitudinal, Transverse, and Diagonal (63) Description These cracks, which divide the slab into two or three pieces, are usually caused by a combination of load repetition, curling stresses, and shrinkage stresses. (For slabs divided into four or more pieces, see Shattered Slab/Intersecting Cracks.) Low-severity cracks are usually warping or friction-related and are not considered major structural distresses. Medium or high-severity cracks are usually working cracks and are considered major structural distresses. Note: Hairline cracks that are only a few feet long and do not extend across the entire slab are rated as shrinkage cracks. Non-reinforced PCC Severity Levels (Figure E-3) L(1) Crack has no spalling or minor spalling (no FOD potential). If non-filled, it is less than 1 /8 in. (3.2 mm) wide; afilledcrack can be of any width, but itsfillermaterial must be in satisfactory condition; or (2) the slab is divided into three pieces by low-severity cracks. MOne of the following conditions exists: 1. 2. 3. 4. A filled or non-filled crack is moderately spalled (some FOD potential). A non-filled crack has a mean width between 1/8 in. (3.2 mm) and 1 in. (25.4mm). A filled crack has no spalling or minor spalling, but the filler is in unsatisfactory condition. The slab is divided into three pieces by two or more cracks, one of which is at least medium severity. A filled or non-filled crack is severely spalled (definite FOD potential). A non-filled crack has a mean width approximately greater than 1 in. (25.4 mm), creating tire damage potential.
HOne of the following conditions exists: 1. 2.
Portland Cement Concrete Airfields:
Distress Definitions and Deduct J ralue Curves
/509
o
-
&3&*:
^lJj-^Fr^;;
fc*i#?f-3E^^ Figure E-3. LongitudinalCrack.
Reinforced Concrete Severity Levels LOne of the following conditions exists: 1. 2. 3. Non-filled crack, 1/8 in. (3.2 mm) to 1/2 in. (12.7 mm) wide, with no faulting or spalling. Filled or non-filled cracks of any width < 1/2 in. (12.7 mm), with low-severity spalling. Filled cracks of any width (filler satisfactory), with no faulting or spalling.
Note: Crack less than 1/8 in. (3.2 mm) wide with no spalling or faulting should be counted as shrinkage cracking. MOne of the following conditions exists: 1. 2. Non-filled cracks, 1/2 in. (12.7 mm) to 1 in. (25.4 mm) wide, no faulting or spalling. Filled cracks of any width, with faulting < 3/8 in. (9.6 mm) or medium-severity spalling. Non-filled cracks of width > 1 in. (25.4 mm). Non-filled cracks of any width, with faulting > 3/8 in. (9.6 mm) or mediumseverity spalling. Filled cracks of any width, with faulting > 3/8 in. (9.6 mm) or high-severity spalling.
How to Count Once the severity has been identified, the distress is recorded as one slab. If a crack is repaired by a narrow patch [e.g., 4 to 10 in. (102 to 254 mm)wide], only the crack and not the patch should be recorded at the appropriate severity level. Slabs longer than 30 ft. (9.1m) are divided into approximately equal length "slabs" having imaginary joints assumed to be in perfect condition. Options for Repair LDo nothing; Seal cracks. MSeal cracks. HSeal cracks; Full-depth patch; Slab replacement.
Portland Cement Concrete Airfields: Distress Definitions and Deduct Value Curves /511
o
SB
Figure E-3. Severity Crack.
Durability ("D") Cracking (64) Description Durability cracking is caused by the inability of the concrete to withstand environmental factors such asfreeze-thawcycles. It usually appears as a pattern of cracks running parallel to a joint or linear crack. A dark coloring can usually be seen around the fine durability cracks. This type of cracking may eventually lead to disintegration of the concrete within 1 to 2ft(0.3 to 0.6 m) of the joint or crack. Severity Levels (Figure E-4c) L"D" cracking is defined by hairline cracks occurring in a limited area of the slab, such as one or two corners or along one joint. Little or no disintegration has occurred. No FOD potential. M(1) "D" cracking has developed over a considerable amount of slab area with little or no disintegration or FOD potential; or (2) "D" cracking has occurred in a limited area of the slab, such as in one or two corners or along one joint, but pieces are missing and disintegration has occurred. Some FOD potential. H"D" cracking has developed over a considerable amount of slab area with disintegration of FOD potential. How to Count When the distress is located and rated at one severity, it is counted as one slab. If more than one severity level is found, the slab is counted as having the higher severity distress. If "D" cracking is counted, scaling on the same slab should not be recorded. Options for Repair LDo nothing; Seal joints. MFull-depth patch; Reconstruct joints. HFull-depth patch; Reconstruct joints; Slab replacement.
3=
O
X
Figure E-4. Durability Cracking.
Joint Seal Damage (65) Description Joint seal damage is any condition which enables soil or rocks to accumulate in the joints or allows significant infiltration of water. Accumulation of incompressible materials prevents the slabs from expanding and may result in buckling, shattering, or spalling. A pliable joint filler bonded to the edges of the slabs protects the joints from accumulation of materials and also prevents water from seeping down and softening the foundation supporting the slab. Typical types of joint seal damage are (1) stripping of joint sealant, (2) extrusion of joint sealant, (3) weed growth, (4) hardening of the filler (oxidation), (5) loss of bond to the slab edges, and (6) lack or absence of sealant in the joint. Severity Levels (Figure E-5) LJoint sealer is in generally good condition throughout the section. Sealant is performing well, with only a minor amount of any of the above types of damage present. MJoint sealer is in generally fair condition over the entire surveyed section, with one or more of the above types of damage occurring to a moderate degree. Sealant needs replacement within 2 years. HJoint sealer is in generally poor condition over the entire surveyed section, with one or more of the above types of damage occurring to a severe degree. Sealant needs immediate replacement. How to Count Joint seal damage is not counted on a slab-by-slab basis but is rated based on the overall condition of the sealant in the sample unit. Options for Repair LDo nothing. MSeal joints. HSeal joints.
Portland Cement Concrete A irfields: Distress Definitions and Deduct Value Curves /515
BpPig
Figure E-5. Joint Seal Damage.
Patching, Small [Less than 5 ft2 (1.5 m 2 )] (66) Description A patch is an area where the original pavement has been removed and replaced by a filler material. For condition evaluation, patching is divided into two types: small [less than 5 ft2 (1.5 m2)] and large [over 5 ft2 (1.5 m2)]. Large patches are described in the next section. Severity Levels (Figure E-6) LPatch is functioning well, with little or no deterioration. MPatch has deteriorated, and/or moderate spalling can be seen around the edges. Patch material can be dislodged, with considerable effort (minor FOD potential). HPatch has deteriorated, either by spalling around the patch or cracking within the patch, to a state which warrants replacement. How to Measure If one or more small patches having the same severity level are located in a slab, it is counted as one slab containing that distress. If more than one severity level occurs, it is counted as one slab with the higher severity level being recorded. If a crack is repaired by a narrow patch [e.g., 4 to 10 in. (102 to 254 mm) wide], only the crack and not the patch should be recorded at the appropriate severity level. If the original distress of a patch is more severe than the patch itself, the original distress type should be recorded. Options for Repair LDo nothing. MReplace patch. HReplace patch.
Portland Cement Concrete Airfields: Distress Definitions and Deduct J ralue Curves /'517
33 O
Figure E-6. Patching,Small.
Patching, Large [Over 5 ft2 (0.45 m2)] and Utility Cuts (67) Description Patching is the same as defined in the previous section. A utility cut is a patch that has replaced the original pavement because of placement of underground utilities. The severity levels of a utility cut are the same as those for regular patching. Severity Levels (Figure E-7) LPatch is functioning well with very little or no deterioration. MPatch has deteriorated and/or moderate spalling can be seen around the edges. Patch material can be dislodged with considerable effort, causing some FOD potential. HPatch has deteriorated to a state which causes considerable roughness and/or high FOD potential. The extent of the deterioration warrants replacement of the patch. How to Count The criteria are the same as for small patches. Options for Repair LDo nothing. MSeal cracks; Repair distressed area; Replace patch. HReplace patch; Slab replacement.
Portland Cement Concrete Airfields: Distress Definitions and Deduct Value Curves /519
mm
SB
Figure E-7. Patching, Large.
Popouts (68) Description A popout is a small piece of pavement that breaks loose from the surface due to freezethaw action in combination with expansive aggregates. Popouts usually range from approximately 1 to 4 in. (25 to 102 mm) in diameter and from 112 to 2 in. (13 to 51 mm) deep. Severity Levels (Figure E-8) No degrees of severity are defined for popouts. However, popouts must be extensive before they are counted as a distress, that is, average popout density must exceed approximately three popouts per square yard over the entire slab area. How to Count The density of the distress must be measured. If there is any doubt about the average being greater than three popouts per square yard (per square meter), at least three, random, 1-square yard (1 m2) areas should be checked. When the average is greater than this density, the slab is counted. Options for Repair Do nothing.
Portland Cement Concrete Airfields: Distress Definitions and Deduct Value Curves/521
4%Si5
$&r
?mwm^m^&**
Figure E-8. Popouts.
Pumping (69)
Description Pumping is the ejection of material by water through joints or cracks caused by deflection of the slab under passing loads. As the water is ejected, it carries particles of gravel, sand, clay, or silt and results in a progressive loss of pavement support. Surface staining and base or subgrade material on the pavement close to joints or cracks are evidence of pumping. Pumping near joints indicates poor joint sealer and loss of support which will lead to cracking under repeated loads. Severity Levels (Figure E-9) No degrees of severity are defined. It is sufficient to indicate that pumping exists. How to Count Slabs are counted as follows: one pumping joint between two slabs is counted as two slabs. However, if the remaining joints around the slab are also pumping, one slab is added per additional pumping joint. Options for Repair Seal cracks and joints; Underseal.
'/*'<*' ii*:Cy^
;$3i
;>t^%
Figure E-9. Pumping.
524 /Pavement Managementfor Airports, Roads, and Parking Lots
Scaling, Map Cracking, and Crazing (70) Description Map cracking or crazing refers to a network of shallow, fine, or hairline cracks which extend only through the upper surface of the concrete. The cracks tend to intersect at angles of 120 degrees. Map cracking or crazing is usually caused by over-finishing the concrete and may lead to scaling of the surface. Scaling is the breakdown of the slab surface to a depth of approximately 1/4 to 1/2 in. (6 to 13 mm). Scaling may also be caused by deicing salts, improper construction,freeze-thawcycles, and poor aggregate. Another recognized source of distress is the Alkali Silica Reaction (ASR) which is the reaction between the alkalies (Na20 and KjO) in some cements and certain minerals in some aggregates the gelfromthe reaction is white. Products formed by the reaction between the alkalies and aggregate result in expansions that cause a breakdown in the concrete and may affect adjacent structures. Cracks near the joints will also tend to be perpendicular to the joints as compared to "D" cracking which is parallel to the joints. Severity Levels Applicable to Scaling (Not Applicable to ASR) (Figure E-10) LCrazing or map cracking exists over most of the slab area; the surface is in good condition with no scaling. Note: The low-severity level is an indicator that scaling may develop in the future. A slab should only be counted if, in the judgment of the pavement inspector, future scaling is likely to occur within 2 to 3 years. MScaling covers approximately 5 percent or less of the surface, causing some FOD potential. HSlab is severely scaled, causing a high FOD potential. Usually more than 5 percent of the surface is affected. Severity Levels Applicable to ASR LASR is noted on only a small portion of the slab and produces no FOD. MASR is noted over the entire slab, but cracks are tight and no loose aggregate exists; or ASR covers 5 percent or less of the surface and causes some FOD potential. HASR covers more than 5 percent of the surface and causes a high FOD potential. How to Count If two or more levels of severity exist on a slab, the slab is counted as one slab having the maximum level of severity. For example, if both low-severity crazing and medium scaling exist on one slab, the slab is counted as one slab containing medium scaling. If "D" cracking is counted, scaling is not counted.
P C
Figure E-JO. Scaling, Map Cracking, and Crazing.
Options for Repair LDo nothing MPartial-depth patch; Slab replacement. HSlab replacement.
526 / Pavement Management for Airports, Roads, and Parking Lots Settlement or Faulting (71) Description Settlement or faulting is a difference of elevation at a joint or crack caused by upheaval or consolidation. Severity Levels (Figure E-ll) Severity levels are defined by the difference in elevation across the fault and the associated decrease in ride quality and safety as severity increases. Difference in Elevation: L M H How to Count In counting settlement, a fault between two slabs is counted as one slab. A straightedge or level should be used to aid in measuring the difference in elevation between the two slabs. Options for Repair LaDo nothing. MaSlab grinding. HaSlab grinding; Slab replacement. Runways/Taxiways < 1/4 in. (6.4 mm) 1/4 to 1/2 in. (6.4 to 12.7 mm) >l/2 in. (12.7 mm) Aprons 1/8 to 1/2 in. (3.2 to 12.7 mm) (Fig. E-ll a). 1/2 to 1 in. (12.7 to 25.4 mm) (Fig. E-llb). >1 in. (25.4 mm) (Fig. E-llc).
Check for joint seal damage and voids. Consider undersealing and joint seal project.
Cement Concrete Airfields: Distress Definitions and Deduct Value Curves / 527
Ex* %
mm
Figure E-U. Settlement on Apron.
Shattered Slab Intersecting Cracks (72) Description Intersecting cracks are cracks that break into four or more pieces because of overloading and/or inadequate support. The high-severity level of this distress type, as defined below, is referred to as a shattered slab. If all pieces or cracks are contained within a corner break, the distress is categorized as a severe corner break. Severity Levels (Figure E-12) LSlab is broken into four or five pieces with the vast majority of the cracks (over 85 percent) of low-severity. M(1) Slab is broken into four or five pieces with over 15 percent of the cracks of medium severity (no high-severity cracks); or (2) slab is broken into six or more pieces with over 85 percent of the cracks of low- severity. HAt this level of severity, the slab is called shattered: 1. 2. Slab is broken into four or five pieces with some or all of the cracks of high severity. Slab is broken into six or more pieces with over 15 percent of the cracks of medium- or high-severity.
How to Count No other distress such as scaling, spalling, or durability cracking should be recorded if the slab is medium or high-severity level, since the severity of this distress would affect the slab's rating substantially. Options for Repair LSeal cracks. MSeal cracks; Full-depth patch; Slab replacement. HFull-depth patch; Slab replacement.
*&.$\
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H2!
.^^&
st!^Vs;
SB
..tfv***?^-
Figure E-12. Intersecting Cracks.
Shrinkage Cracks (73) Description Shrinkage cracks are hairline cracks that are usually only a few feet long and do not extend across the entire slab. They are formed during the setting and curing of the concrete and usually do not extend through the depth of the slab. Severity Levels (Figure E-13) No degrees of severity are defined. It is sufficient to indicate that shrinkage cracks exist. How to Count If one or more shrinkage cracks exist on one particular slab, the slab is counted as one slab with shrinkage cracks. Options for Repair Do nothing.
Bm
Figure E-13. Shrinkage Cracks.
Spalling (Transverse and Longitudinal Joints) (74) Description Joint spalling is the breakdown of the slab edges within 2 ft (0.6 m) of the side of the joint. A joint spall usually does not extend vertically through the slab but intersects the joint at an angle. Spalling results from excessive stresses at the joint or crack caused by infiltration of incompressible materials or traffic loads. Weak concrete at the joint (caused by overworking) combined with traffic loads is another cause of spalling. Severity Levels (Fig E-J4). L(1) Spall over 2 ft (0.6 m) long: (a) spall is broken into no more than 3 pieces defined by low or medium-severity cracks; little or no FOD potential exists; or (b) joint is lightly frayed; little or no FOD potential exists (Fig. E-14a). (2) Spall is less than 2 ft (0.6m) long: spall is broken into pieces or fragmented, little FOD or tire damage potential exists. M(1) Spall over 2 ft (0.6 m) long: (a) spall is broken into more than three pieces defined by light or medium cracks; (b) spall is broken into no more than three pieces with one or more of the cracks being severe with some FOD potential existing; or (c) joint is moderately frayed, with some FOD potential (Fig. E-14b). (2) Spall less than 2 ft (0.6 m) long: spall is broken into pieces or fragmented, with some of the pieces loose or absent, causing considerable FOD or tire damage potential. H(1) Spall greater than 2 ft (0.6 m) long: (a) spall is broken into more than three pieces defined by one or more high-severity cracks with high FOD potential; or (b) joint is severely frayed, with high FOD potential. Note: If greater than 2 ft (0.6 m) of the joint is lightly frayed, the spall should not be counted. How to Count If the joint spall is located along the edge of one slab, it is counted as one slab with joint spalling. If spalling is located on more than one edge of the same slab, the edge having the highest severity is counted and recorded as one slab. Joint spalling can also occur along the edges of two adjacent slabs. If this is the case, each slab is counted as having joint spalling. If a joint spall is small enough to be filled during a joint seal repair, it should not be recorded. Options for Repair LDo nothing. MPartial-depth patch. HPartial-depth patch.
SB
mm
Figure E-14. Joint Spall
Spalling, Corner (75) Description Corner spalling is the raveling or breakdown of the slab within approximately 2 ft (0.6 m) of the corner. A corner spall differs from the corner break in that the spall angles downward to intersect the joint, while a break extends vertically through the slab. Severity Levels (Figure E-15) LOne of the following conditions exists: 1. 2. 1. 2. 3. Spall is broken into one or two pieces defined by low-severity cracks (little or no FOD potential). Spall is defined by one medium-severity crack (little or no FOD potential). Spall is broken into two or more pieces defined by medium-severity crack(s), and a few small fragments may be absent or loose. Spall is defined by one severe, fragmented crack that may be accompanied by a few hairline cracks. Spall has deteriorated to the point where loose material is causing some FOD potential. Spall is broken into two or more pieces defined by high-severity fragmented crack(s), with loose or absent fragments. Pieces of the spall have been displaced to the extent that a tire damage hazard exists. Spall has deteriorated to the point where loose material is causing high FOD potential.
How to Count If one or more corner spalls having the same severity level are located in a slab, the slab is counted as one slab with corner spalling. If more than one severity level occurs, it is counted as one slab having the higher severity level. Options for Repair LDo nothing. MPartial-depth patch. HPartial depth patch.
>s^.;?. ^ \,\.v*' *;v; 7'*' '-'- '-ll
Waffi
*MF
W 7*
jiv-
^1
S^rii**," - \
Figure E-15. CornerSpall.
536 /Pavement Management for Airports, Roads, and Parking Lots BLOW-UP, AIRFIELDS 100 90 80 70
UJ
CONCRETE 61 T /
=> 6 0
h
/ / r / f / f /
r
/ f
50
o o 40
UJ
MOTf:
OHM jr. 90 I A * SfV EMIT AC ouCTV ALUI O * too.
30
20 / -J /.. / 10
\l
L 0
u.
\0 20 30 40 50 60 70 80 DISTRESS DENSITY, PERCENT 90 100
Figure E-16. Rigid Pavement Values. Distress 61, Blow-up. CORNER BREAK, AIRFIELDS CONCRETE 62 \iiinr~iiniii I I t i l l
I I I
uu
Art
OU M i l I I I
I I I I
1 1 1 IvT 1 1 1 | 1
| 1 | || Jtr\ I I | | ^ ^ T |
Lml LkijJl
1 I I
1IL^
*rr\ 1 1 1 1 1 1 1 1 1 1 1 1 1 ^ 1 I 1 f' I i f 1 1 i l 1 JT \
l_
* eoiw-f j
Tl cr\ 1 1 1 1 1 1 1 1 1 \ri*
50 hH\\[" TJT
r i l TT
\X\
\yr\
LvTI
l l
MJ^T
\>C\I
ILf 11 i I 1 \^\I-,1II
JA\ 1
I 1
Q AC\ 1 1 1 1 1 JT 1 1 L^l 1 I I 11 1 - ^ = ^ ^^ 1 I t i \S\ 1 1 Jc 1 1 I 1 T ^ 1 1 1
" 3 LL'I l/i l^rT
1 1 / \ A ! UTI 1 1 1 1 1 1 1 1 1 1 1 J ^ t l / b n ll/rl 1 1 1 1 1 1 1 1 1 1 1 1 I I
,0
l i f/f l/fi
L4HI i J^TT T
1 1 1 1 1
lil
1 /vT > / T 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 IMC4I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 . l/^T 1 1 1 1 1 1 11 1 1 1 1 1 1 1 1 1 M

0 10 20 30 40 50 60 70 80 DISTRESS DENSITY, PERCENT 90 100
Figure E-l 7. Rigid Pavement Deduct Values, Distress 62, Corner Break.
LINEAF! CRACKING, AIRFIELDS 1

100 90 80 70
(:0NCRETE 63
" 60 < > 50 ho 40 u o 30

20 10
,/ y
r
L-
oK
\l /y
w
i*
10
20 30 40 50 60 70 80 DISTRESS DENSITY, PERCENT
90
100
Figure E-18. Rigid Deduct Values, Distress 63, Longitudinal/Transverse/Diagonal Cracking. DURABILITY CRACKING, AIRFIELDS CONCRETE 64 100 90 80 70
UJ
^ *
3 60
%
h
50
S40
Q
30
ut * 20 Ui
m* y
10 0
\l f V
k
m+
' ^*
20 30 40 50 60 70 80 DISTRESS DENSITY, PERCENT 90 100
10
Figure E-19. Rigid Pavement Deduct Values, Distress 64, Durability Cracking.
JOINT SEAL DAMAGE
CONCRETE 65
Joint seal damage is not rated by density. The severity of the distress is determined by the sealant's overall condition for a particular section. The deduct values for the three levels of severity are as follows: 1. High Severity 2. Medium Severity 3. Low Severity 12 Points 7 Points 2 Points
Figure E-20. Rigid Pavement Deduct Values. Distress 65, Joint Seal Damage. SMALL PATCH, AIRFIELDS 90 80 70 ASPHALT 66
3 60 5
_50 o 40
UJ
o 30
20 10 J\7* 0
<* ** y- *
10 20
30
40
50
60
70
80
90
100
Figure E-21. Rigid Pavement Deduct Values, Distress 66, Small Patch.
Portland Cement Concrete A irfields: Distress Definitions and Deduct Value Curves / 539 PATCHING/UTILITY CUT, AIRFIELDS
1001
C0NCRETE67
90 80 70 = 60 >
I I 1 1 1 1 1 1 1 1 1 1 1 1 1 L-rT 1 1 1
Lw
>HT
H 50 o
Li Q
w
LW-rnTl Jrj 1 J^rnTlT 111) J/1 I 1 1 1 Ln\\ 1/1 1 JHl 30 \ \A \ L H i M

10
/[ Mi
T\ 1 1 1 1 1 1 1 1 1 1 I I
in 1
)r\
20
/>KT JIJJJ 4f li^fiM WW iiTTI 111111II llf

fetlLLL 40. 50.ILL70 L 10 20 30 60 80
DISTRESS DENSITY, PERCENT P 0 P 0 U T S , AIRFIELDS 90
J 100
Figure E-22. Rigid Pavement Deduct Values, Distress 67, Patching/Utility Cut Defect. CONCRETE 68
100 90 80 70
UJ
3 60
H
50
S40
o 30
i
20 10
A<\\ V
10
90
100
Figure E-23. Rigid Pavement Deduct Values, Distress 68, Popouts.
PUMPING, AIRFIELDS
IOO
CONCRETE 6
on
80
70
LU
->bO
H
UJ
5 0
o 40 o 30
y
<r
20 10 _ 0 /
/ * / *
10
90
100
Figure E-24. Rigid Pavement Deduct Values. Distress 69. Pumping. SCALING, AIRFIELDS CONCRETE 70
90
001 1 1 1 1 1 1 1 1 1 1 1 L - r T l l
70 $ 1 j_ solInl
1 I'll 1 1 II
1 i l
b I " t 1 i l I' 1 " i LA T I T " " 3J i 601 1 1 1 1 1 1 Y\
1 1 1 i 1M / l 1 I I tT 1 i 1 i t JT t
lr\
I L 4-T
^ 4 o 1 l1l ll/ ly M 1I I I1I L^T l W^T 1 1 1 I1 1 1 1 1 U J 1 1 1 I I

o in 1 1 1 IK 1 1 1î1 Jt^\ /
n
E 1 F I vT^ 1 1 t r
1 1 f
1 1 1 I 1^1
I I
201
lr 1 l v ^
171/1 1 1 i 1 1 14r 1 1 1 1 1 11 TT 1
"Jpr-rfTT I1II111 MI-MMl

10
1 11111 90 100
Figure E-25. Rigid Pavement Deduct Values, Distress 70, Scaling.
Portland Cement Concrete Airfields: Distress Definitions and Deduct Value Curves /541 SETTLEMENT, AIRFIELDS 100 90 80 70
L U
CONCRETE 71
1 1 1 1 1 1 1 1 1 1 1 I I 1 1 1 _- r T 1 1 J
LH
60
1 1 1 1 1 1 vTl LH 50 1 1 1 1 1 1 \J\\ 1 1 1 1 1 1 \J^T\\ 1

30 20 10
rt
>HT
L-nl
1
1 U-n
R 40
\IA/\\
0
\X\ J^TI U^TTlT M l / Jn Uti i /I M l J-all / l/l Lnt 1 A/L < t

10 20 30 40 50 60 70 80 DISTRESS DENSITY, PERCENT 90
\/\
LH
_Lnl
LHTM T
l*T_L_L 1 1 1 1 1 1 .1 1 1 1 1 1 1 1 I 1 1
100
F/gwre E-26. Rigid Pavement Deduct Values. Distress 71, Settlement. SHATTERED SLAB, AIRFIELDS 100 r1 i i f i i T i i i i i f i 90 80 70 CONCRETE 72
i i 1 L>n I i
1 1 1 1 1 1 1 1 1 1 yKI 1 1 1 1 L-TI 1 1
LP]
LUn 1 1 1 1 1 1
]vf|
1 1 1
3 60
50 o o 40
H
XI
jfl
Lif >n 1
rt
Lnf
j-i uin LH 1 LrfT n

Lni
14*nl M
UJ
UJ Q
30 20 10
/ f -HI /rUT //I /r K4 r 1L LLilllLLLLU

10 20 30 4 0 50 60 70 80 DISTRESS DENSITY, PERCENT 90
1 / l/K 1 \Jc\\ 1 1 1 1 1 1 1 1 1 1 1 1
l/T yj
J/T 1 yKI
L4| T
L4^TI 1
100
Figure E-27. Rigid Pavement Deduct Values, Distress 72, Shattered Slab.
542 / Pavement Management for Airports, Roads, and Parking Lots SHRINKAGE CRACKS, AIRFIELDS CONCRETE 73
IOO
90 80
70
S 60
-j
iUJ
o o 40 30
20
10
n
10
90
100
Figure E-28. Rigid Pavement Deduct Values. Distress 73, Shrinkage Cracks. SPALLING JOINT, AIRFIELDS CONCRETE 74
10 20 30 40 50 60 70 80 DISTRESS DENSITY, PERCENT
90 100
Figure E-29. Rigid Pavement Deduct Values, Distress 74, Spalling Along the Joints.
SPELLING CORNER, AIRFIELDS

1001 90! 80 70
UJ
CONCRETE 75
3 60 ^ 50 o 40 o 30
20
y
4
^m
10 "" & ^
AE 0 10
b^
20
30
40
50
60
70
80
90
100
Figure E-30. Rigid Pavement Deduct Values. Distress 75. Spalling Corner.
AIRFIELDS: CONCRETE
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
TOTAL DEDUCT VALUE (TOW)
Figure E-3L Corrected Deduct Values for Jointed Concrete Pavements.
APPENDIX F Unsurfaced Roads: Distress Definitions And Deduct Value Curves
545
Improper Cross Section Description An unsurfaced road should have a crown with enough slopefromthe centerline to the shoulder to drain all waterfromthe road's surface. No crown is used on curves because they are usually banked. The cross section is improper when the road surface is not shaped or maintained to carry water to the ditches. Severity Levels (Figure F-l) LSmall amounts of ponding water or evidence of ponding water on the road surface; or the road surface is completely flat (no cross slope). MModerate amounts of ponding water or evidence of ponding water on the road surface; or the road surface is bowl shaped. HLarge amounts of ponding water or evidence of ponding water on the road surface; or the road surface contains severe depressions. How to Measure Improper cross section is measured in linear feet per sample unit (along the centerline or parallel to the centerline). The cross section runsfromthe outside shoulder break on one side of the road to the outside shoulder break on the other side. Different severity levels may exist within the sample unit. For example, there could be 60ftwith medium severity and 40ftwith low severity. The maximum length would be equal to the length of the sample unit.
Unsurfaced Roads: Distress Definitions And Deduct Value Curves
IMPROPER CROSS SECTION

Distress Measurement
Slight Ponding Water
Roadway Level Surface
Low Severity
Ditch Distress Measurement Ponding Water Roadway
Bowl-shaped Surface
Medium Severity
Ditch Distress Measurement Roadway
Ponding Water
Severe Surface Depressions
High Severity
Figure F-l. Improper Cross Section.
Ditch
Inadequate Roadside Drainage Description Poor drainage causes water to pond. Drainage becomes a problem when ditches and culverts are not in good enough condition to direct and carry runoff water because of improper shape or maintenance. Severity Levels (Figure F-2) LSmall amounts of ponding water or evidence of ponding water in the ditches; or overgrowth or debris in the ditches. MModerate amounts of ponding water or evidence of ponding water in the ditches; or overgrowth or debris in the ditches; or erosion of the ditches into the shoulders or roadway. HLarge amounts of ponding water or evidence of ponding water in the ditches; or water running across or down the road; or overgrowth or debris in the ditches; or erosion of the ditches into the shoulders or roadway. How to Measure Drainage problems are measured in linear feet per section parallel to the centerline. The maximum length is two times the length of the sample unit (two ditches for the total length of the sample unit). For example, a sample unit may have 120 ft with low severity and 35ft with high severity.
INADEQUATE ROADSIDE DRAINAGE
~1
Roadway
Distress (-^- Measurement Very Little Debris
Low Severity
Roadway
Distress Measurement
Medium Severity
Ditch Lack of Water Runoff Roadway
, Debris Ditch Distress Measurement
High Severity
Ditch
Figure F-2. Inadequate Roadside Drainage.
Corrugations Description Corrugations (also known as washboarding) are closely spaced ridges and valleys (ripples) at fairly regular intervals. The ridges are perpendicular to the traffic direction. This type of distress is usually caused by traffic and loose aggregate. These ridges usually form on hills, on curves, in areas of acceleration or deceleration, or in areas where the road is soft or potholed. Severity Levels (Figure F-3) LCorrugations are <1 in. deep. MCorrugations are between 1 and 3 in. deep. HCorrugations are deeper than 3 in. How to Measure Corrugations are measured in square feet of surface area per sample unit. The amount cannot exceed the total area of the sample unit. For example, a sample unit may have 230 sq ft with moderate severity and 50 sq ft with high severity.
CORRUGATIONS
Roadway Direction Less Than 11nchJ
-
Low Severity
Roadway Direction M 1 - 3 Inches
Medium Severity
Roadway Direction - Greater Than 3 Inches
:
*-
High Severity
Figure F-3. Corrugations.
Dust
Description The wear and tear of traffic on unsurfaced roads will eventually loosen the larger pa tides from the soil binder. As traffic passes, dust clouds create a danger to trailing ( passing vehicles and cause significant environmental problems. Severity Levels (Figure F-4) LNormal traffic produces a thin dust that does not obstruct visibility. MNormal traffic produces a moderately thick cloud that partially obstructs visibilil and causes traffic to slow down. HNormal traffic produces a very thick cloud that severely obstructs visibility an causes traffic to slow down significantly or stop. How to Measure Drive a vehicle at 25 mph and watch the dust cloud. Dust is measured as low-, mediun or high-severity for the sample unit.
DUST
See Through Less Than _ . 3 Feet*\'::..*.VJ.;.;*;.:>. /;..:V^tj
Low Severity
Visibility Moderately Obstructed 3-6 Feet
Medium Severity
Greater Than Severe Visibility Problem 6Feet=
High Severity
Figure F-4. Dust.
Potholes Description Potholes are bowl-shaped depressions in the road surface. They are usually <3ftin diameter. Potholes are produced when traffic wears away small pieces of the road surface. They grow faster when water collects inside the hole. The road then continues to disintegrate because of loosening surface material or weak spots in the underlying soils. Severity Levels (Figure F-5) The levels of severity for potholes are based on both the diameter and the depth of the pothole according to the following table:
Average Diameter Maximum Depth 1/2 to 2 inches 2 to 4 inches More than 4 inches
a
Less than 1 ft
1 to 2 ft
2 to 3 ft
More than 3 ft3
L L M
L M H
M H H
M H H
If the pothole is over 3 ft in diameter, the area should be determined in square feet and divided by 7 to find the equivalent number of potholes.
How to Measure Potholes are measured by counting the number that are low-, medium- and high-severity in a sample unit and recording them separately by severity level. For example, there may be 14 potholes of medium severity and 8 potholes of low severity.
POTHOLES
2 Feet
*
Roadway
Less Than 2 Inches
Low Severity
2 Feet Roadway 2 - 4 Inches
Medium Severity
2 Feet Roadway Greater Than 4 Inches
High Severity
Figure F-5. Potholes.
556 / Pavement Management for Airports. Roads, and Parking Lots
Ruts
Description A rut is a surface depression in the wheel path that is parallel to the road centerline. Ruts are caused by a permanent deformation in any of the road layers or subgrade. They result from repeated vehicle passes, especially when the road is soft. Significant rutting can destroy a road. Severity Levels (Figure F-6) LRuts are <1 in. deep. MRuts are between 1 and 3 in. deep. HRuts are deeper than 3 in. How to Measure Ruts are measured in square feet of surface area per sample unit. For example, a sample unit may have 75 sq ft with high severity and 240 sq ft with medium severity.
RUTS
Wheel Paths Less Than L r^ 1 Inch * ~ ^ f ^ / Ditch Area
Low Severity
Wheel Paths 1-3 Inches! * ' ^ / ^ ~ Ditch Area
Medium Severity
Wheel Paths Greater Than | 3 Inches \ / \ f Ditch Area
High Severity
Figure F-6. Ruts.
Loose Aggregate Description The wear and tear of traffic on unsurfaced roads will eventually loosen the larger aggregate particles from the soil binder. This leads to loose aggregate particles on the road surface or shoulder. Traffic moves loose aggregate particles away from the normal road wheel path and forms a berm in the center or along the shoulder (the less-traveled areas). Severity Levels (Figure F-7) LLoose aggregate on the road surface, or a berm of aggregate (<2 in. deep) on the shoulder or less-traveled area. MModerate aggregate berm (between 2 to 4 in. deep) on the shoulder or less-traveled area. A large amount of fine soil particles is usually found on the roadway surface. HLarge aggregate berm (>4 in. deep) on the shoulder or less-traveled area. How to Measure Loose aggregate is measured in linear feet parallel to the centerline in a sample unit. Each berm is measured separately. For example, if a sample unit that is 100 ft long has three berms of medium-severity loose aggregateone on each side and one down the middlethen the measurement would be 300 ft at medium severity.
LOOSE AGGREGATE
Aggregate Roadway | Less Than 2 Inches Shoulder
Low Severity
Ditch Aggregate ^ 1 * 1 . Roadway & * & . Ditch
J&&:
2-4 Inches Shoulder
Medium Severity
Ditch Aggregate & & i V ^ Roadway * S ^ .V4r4rf. Ditch
^ 8 5 S Greater Than A ^ t - f S . 4 Inches Shoulder
High Severity
Ditch
Figure F"-7. Loose Gravel.
Ditch
560 / Pavement Management for Airports, Roads, and Parking Lots 60 r
~ n n n n ~in "~" nn n n H " IMPROPER CROSS SECTION\

"
50
40 **
y
H JLJ
?30
o
CD
20
^ >/ * ^^
Ay
LUrn
10
5 Density (%)
10
15
Figure F-8. Improper Cross Section.
bur "T r n " M i l i i r rr rrrrrrrrr .INADEQUATE ROADSIDF DRAINAGE
our
Rnt
< D
AfiL *fUr L
C O
L
f
~ icXo JUL
(D I
H.
M
IV
90 C
1
mk
Density (%) Figure F-9. Inadequate Roadside Drainage.
15
10
20
30
40
50 60 Density (%)
70
80
90
100
Figure F-10. Corrugations.
Dust
Dust is not rated by density. The deduct values for the levels of severity are: LOW MEDIUM HIGH 2 points 5 points 15 points
Figure F-Jl. Dust.
100
11 I I I I I I I I I I I I I I I I I I I I I I I I
F'OTI-n E3
90
I I I I I I I I I M I I I I I ! I I II I I M
L/f| 80
\r\\
70
\Jc\ I I I I I I I I I I I I I I I Iy\ I I I I I I I I
Jr\ Y\
\r\
J/\
60
\f\
J/T I/T
\wY\ J\\ j/i Jr\
J>Hl
LHI LTI
a
40
1 1 1 1 1 1 1 1X 1 1 1 1 1 K'A1 _^K1 1 1 1 1 1 1 1 1 M/M Jr\ l/f Vl /I JTT U
\A
\/\\
LTI
\A /
30 /
/ l/f
\/\ M
j/
1M
L/| J/T
l
J/rT \Jc\
\jr\\
J^TT
\Jr\\
/ 1/1 LnT / / J/f] / M/l .Pi 1 1 # 1 1 y 1 1 J/\ 1 T

\\\
JKTI
20
10 I / l/l
Mr /l tn / / \A \\\f\\X\\\\\\\\\\\\\\\\\\\\ 1 /
JTI
/ /
i/f
JM
I / L/ ||//[ l^f
/ /if
r 1 1 1 1 1 1 1 1 1 1 LI 111
2 3 Density (%)
Figure F-12. Potholes.
1111111
Unsarfaced Roads: Distress Definitions And Deduct Value Curves
60
rrrrT
10
20
30
40
50 Density (%)
60
70
80
90
100
Figure F-13. Ruts.
rr T H r r T~l1 11 n i i i ii ir~r CLOOSE ARGRFGATF T
L-T"H
:M 1
L 12 s
y\ 1 V Sv*Jr
J^
AJl
^
4 6 8 10 12 14 16 18 20
Density (%) Figure F-14. Loose Aggregate.
11 1 ii 1 1 1 1 1 1 1 1 i ITTI l / l i i i i i i i i i
I I I I
c0 or 1 A I I I | I I X^Xi^^CSf^^j^Â J/f J^'^r<w(P('^J<*\^^C\\ J/f J/rTJ^kpl \^^Pr^ i rn | I I I | | I J/f )^\X^\>(\^\Jr^r1zL^0\^ 7 > J/[ J H L n S n l r^trf^TM 1 J/f L^rLJ^b^rO 0 J/T \^\yf\^(\y(jf ^\ J/f LrfhsfjrtJ<C%\ 1
J/T JMSTI^TJVL^TTI
L\^TV^l\A^
J/T LnXn^rl'L^kr^ I I 1 1 1 1 1 1 l/T 1 L / fj^>aXî^ri
J^rJî^rni 1 l/rVW'i
1 \4n%Wn\ \4\-WA^r\\ I 4 y ^ p ^ \
40
\\4iW^WK\\
1l I 1I I II I I I I I I I q = Number of deduct values nreatpr than * M i l l 5
1/LLI 20 l M
l_Li_L.L-Ll80 1 100 1 1 1 1 1 1160 1 180 1 200 1 1 1 1 1 1 1 1 1 60 120 140

Total Deduct Value (TDV) Figure F-15.
APPENDIX G Computing Work Quantity from Distress Quantity
1. 2.
For slab replacement, work quantity = slab area For all other; we try to look up the conversion by distress type, severity, and work unit type (Figure G-l). If a matching record is found, we take the amount given by the conversion type column (e.g., for distress 21, use slab width) and multiply it by the distress quantity and the value in the multiplier column to get the work quantity. The conversion type definitions are: a. b. c. d. e. f g. h. Slab Width: Work quantity = distress quantity x slab width x multiplier Slab Length: Work quantity = distress quantity x slab length x multiplier Slab Area: Work quantity = (slab width x slab length) x distress quantity x multiplier Constant: Work quantity = distress quantity x multiplier Joint Calculation: Work quantity = Joint Length x (distress quantity/ number of slabs) x multiplier Distress Area: Work quantity = distress area x multiplier Slab Length + Width: Work quantity = (slab width + slab length) x distress quantity x multiplier Patch Area: Work quantity = distress quantity + (0.6096 x SquareRoot(Distress quantity/Multiplier) x (multiplier + 1)) + 0.3716
Please note that all equations and definitions in this appendix are based on using metric units. Therefore, the computed work quantity is either in linear meter or square meter.
565
566 / Pavement Management for Airports, Roads, and Parking Lots Figure G-l. Work Conversion Table.
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1 ALLIGATOR CRACKING 2 BLEEDING 3 BLOCK CRACKING 4 BUMPS/SAGS 5 CORRUGATION 6 DEPRESSION 7 EDGE CRACKING 7 EDGE CRACKING 8 JOINT REFLECTION CRACKING 8 JOINT REFLECTION CRACKING 9 LANE/SHOULDER DROP 10 LONGITUDINAL/TRANSVERSE CRACKING 11 PATCH/UTILITY CUT 12 POLISHED AGGREGATE 13 POTHOLE 13 POTHOLE 13 POTHOLE 14 RAILROAD CROSSING 15 RUTTING 16 SHOVING 17 SLIPPAGE CRACKING 18 SWELL 19 WEATHERING/RAVELING 21 BLOW-UP/SHATTER 21 BLOW-UP/SHATTER 21 BLOW-UP/SHATTER 21 BLOW-UP/SHATTER 21 BLOW-UP/SHATTER 21 BLOW-UP/SHATTER 22 CORNER BREAK 22 CORNER BREAK 22 CORNER BREAK 22 CORNER BREAK 22 CORNER BREAK 22 CORNER BREAK 23 DIVIDED SLAB 23 DIVIDED SLAB 24 DURABILITY CRACKING 24 DURABILITY CRACKING 24 DURABILITY CRACKING 24 DURABILITY CRACKING 24 DURABILITY CRACKING 24 DURABILITY CRACKING 25 FAULTING 26 JOINT SEAL DAMAGE 26 JOINT SEAL DAMAGE 27 LANE/SHOULDER DROP 27 LANE/SHOULDER DROP 28 LINEAR CRACKING 28 LINEAR CRACKING 29 LARGE PATCH/UTILITY CUT 29 LARGE PATCH/UTILITY CUT 30 SMALL PATCH 30 SMALL PATCH 31 POLISHED AGGREGATE 31 POLISHED AGGREGATE 32 POPOUTS 32 POPOUTS 33 PUMPING 33 PUMPING 34 PUNCHOUT
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Any Any Any Any Any Any Any Any Any Any Any Any Any Any Any Any Any Area Linear Area Linear Any Patch Area Distress Quantity Distress Quantity Distress Quantity Patch Area Patch Area Distress Quantity Distress Quantity Distress Quantity Distress Quantity Distress Quantity Distress Quantity Patch Area Distress Quantity Constant Constant Constant Distress Quantity Distress Quantity Patch Area Patch Area Patch Area Distress Quantity Slab Width Slab Width Slab Width Slab Width Slab Width Slab Width Constant Constant Constant Constant Constant Constant Width Slab Area Slab Width Slab Area Slab Width Slab Width Width Slab Width Slab Width Joint Calculation Joint Calculation SlabLength Slab Length Width Slab Area Slab Width Slab Width Constant Constant Slab Length Slab Area Slab Length Slab Area Slab Width Slab Width Slab Width
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Any Any Any Any Any Any Any Any Any Any Any Linear Area Linear Area Linear Area Area Area Linear Linear Area Linear Linear Area Linear Area Area Linear Linear Area Any Area Linear Area Linear Linear Area Area Linear Linear Area Linear Area Linear Area Linear Area Area
Computing Work Quantity from Distress Quantity / 567
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34 PUNCHOUT 35 RAILROAD CROSSING 35 RAILROAD CROSSING 36 SCALING/CRAZING 36 SCALING/CRAZING 36 SCALING/CRAZING 36 SCALING/CRAZING 36 SCALING/CRAZING 36 SCALING/CRAZING 37 SHRINKAGE CRACKING 37 SHRINKAGE CRACKING 38 CORNER SPALLING 38 CORNER SPALLING 39 JOINT SPALLING 39 JOINT SPALLING 39 JOINT SPALLING 39 JOINT SPALLING 39 JOINT SPALLING 39 JOINT SPALLING 41 ALLIGATOR CRACKING 42 BLEEDING 43 BLOCK CRACKING 44 CORRUGATION 45 DEPRESSION 46 JET BLAST 47 JOINT REFLECTION CRACKING 47 JOINT REFLECTION CRACKING 48 LONGITUDINAL/TRANSVERSE CRACKING 49 OIL SPILLAGE 50 PATCHING 51 POLISHED AGGREGATE 52 WEATHERING/RAVELING 53 RUTTING 54 SHOVING 55 SLIPPAGE CRACKING 56 SWELLING 61 BLOW-UP/SHATTER 61 BLOW-UP/SHATTER 61 BLOW-UP/SHATTER 61 BLOW-UP/SHATTER 61 BLOW-UP/SHATTER 61 BLOW-UP/SHATTER 62 CORNER BREAK 62 CORNER BREAK 62 CORNER BREAK 62 CORNER BREAK 62 CORNER BREAK 62 CORNER BREAK 63 LINEAR CRACKING 63 LINEAR CRACKING 64 DURABILITY CRACKING 64 DURABILITY CRACKING 64 DURABILITY CRACKING 64 DURABILITY CRACKING 64 DURABILITY CRACKING 64 DURABILITY CRACKING 65 JOINT SEAL DAMAGE 65 JOINT SEAL DAMAGE 66 SMALL PATCH 66 SMALL PATCH 67 LARGE PATCH/UTILITY CUT 67 LARGE PATCH/UTILITY CUT 68 POPOUTS
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POPOUTS PUMPING PUMPING SCALING/CRAZING SCALING/CRAZING SCALING/CRAZING SCALING/CRAZING SCALING/CRAZING SCALING/CRAZING FAULTING DIVIDED SLAB DIVIDED SLAB SHRINKAGE CRACKING SHRINKAGE CRACKING JOINT SPALLING JOINT SPALLING JOINT SPALLING JOINT SPALLING JOINT SPALLING JOINT SPALLING CORNER SPALLING CORNER SPALLING
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Width Slab Area Constant Constant Constant Slab Width Slab Width Slab Width Slab Width Slab Width Constant Constant
Index
B
Book Organization, 4 Book Organization, Figure, 5 Branch Identification, 8 Budget Allocation Methodology, 325
c
Condition Prediction, Micro PAVER, 153 Condition Prediction Models, Techniques, 142 Condition Prediction Techniques Markovian, 150 Mechanistic - Empirical Model, 146 Polynomial Constrained Least Squares, 147 Probability Distribution, 150 Regression (Empirical) Technique, 143 S-Shape Curve, 147 Straight-Line Extrapolation, 142
D
Deduct Curves, Asphalt Airfields, 492 Deduct Curves, Asphalt Roads, 392 Deduct Curves, Concrete Airfields, 536 Deduct Curves, Concrete Roads, 442 Deduct Curves, Unsurfaced Roads, 560 Distress, Asphalt Airfields, 453 Alligator or Fatigue Cracking, 454 Bleeding, 456 Block Cracking, 458 Corrugation, 460 Depression, 462 Jet Blast Erosion, 464
Joint Reflection Cracking from PCC, 466 Long, and Transverse Cracking, 468 Oil Spillage, 472 Patching and Utility Cut Patch, 474 Polished Aggregate, 476 Raveling and Weathering, 478, 480 Raveling and Weathering (52), 480 Rutting, 484 Shoving of AC Pvt. by PCC Slabs, 486 Slippage Cracking, 488 Swell, 490 Distress, Asphalt Roads and Parking Lots, 353 Alligator Cracking, 354 Bleeding, 356 Block Cracking, 358 Corrugation, 362 Depression, 364 Edge Cracking, 366 Joint Reflection Cracking, 368 Lane/Shoulder Drop Off, 370 Long, and Transverse Cracking, 372 Patching and Utility Cut Patching, 374 Polished Aggregate, 376 Potholes, 378 Railroad Crossing, 380 Rutting, 382 Shoving, 384 Slippage Cracking, 386 Swell, 388 Weathering and Raveling, 390 Distress, Concrete Airfields, 503 Blowup, 504 Corner Break, 506 Cracks: Long, and Transverse, 508 Durability ("D") Cracking, 512 Joint Seal Damage, 514 Patching, Large, 518 Patching, Small, 516 569
570/Index Popouts, 520 Pumping, 522 Scaling, Map Crack, and Crazing, 524 Settlement or Faulting, 526 Shattered Slab Intersecting Cracks, 528 Shrinkage Cracks, 530 Spalling (Transv. and Long. Joints), 532 Spalling, Corner, 534 Distress, Concrete Roads, 405 Blowup/Buckling, 406 Corner Break, 408 Divided Slab, 410 Durability ("D") Cracking, 412 Faulting, 414 Joint Seal Damage, 416 Lane/Shoulder Drop-Off, 418 Linear Cracking, 420 Patching, Large and Utility Cuts, 422 Patching, Small, 424 Polished Aggregate, 426 Popouts, 427 Pumping, 428 Punchout, 430 Railroad Crossing, 432 Scaling, Map Crack, and Crazing, 434 Shrinkage Cracks, 436 Spalling, Corner, 438 Spalling, Joint, 440 Distress Survey Forms, 345 Distress, Unsurfaced Roads, 545 Corrugations, 550 Dust, 552 Improper Cross Section, 546 Inadequate Roadside Drainage, 548 Loose Aggregage, 558 Potholes, 554 Ruts, 556 M&R Methods, Localized, AC Pavement, 160 Crack Sealing, 160 Full-Depth Patching, 160 M&R Methods, Localized, PCC Pavement, 162 Crack Sealing. 162 Diamond Grinding, 164 Full-Depth Patching, 164 Joint Sealing, 166 Partial-Depth Patching, 168 Slab Undersealing, 170 M&R Methods, Major, 175 AC Overlay (AC or PCC Pavement), 179 Cold Milling (AC or PCC Pavement), 175 Cold Recycling (AC Pavement), 176 Cracking and Seating (PCC Pavement), 178 Hot In-Place Surface Recycling, 177 Hot Recycling (AC Pavement), 177 PCC Overlay (AC or PCC), 181 M&R Work Planning Multi-Year Major M&R Planning based on Minimum PCI. 203 Multi-Year Planning - Dynamic Programming Procedur, 220 Multi-Year Work Planning - Critical PCI Method, 205 Budget Prioritization/Optimization, 210 Considering the Effect of Global Preventive M&R in, 206 Considering the Effect of Localized Preventive M&R, 206 Critical PCI Definition, 205 Determining Budget Consequence, 213 Determining Budget Requirements, 213 enalty Cost of Delaying Major M&R, 217 GASB 34 - Modified Approach, 217 GASB 34 - Traditional Approach, 217 M&R Assignment for Sections Above or Equal to The, 208 M&R Assignment for Sections below The Critical PCI, 210 Project Formulation, 218 One Year Planning Based on Current Condition, 196 Computing Work Quantities from Distress Quantities, 567 Condition Matrix Approach, 200 Distress Maint. Policy, Loc. Repair, 196 Global Prev. (Surface Treatments), 199
I
Inventory and Condition Reporting, 185 Branch Condition Report, 187 Condition Analysis, 191 GIS Presentations, 190 Section Condition Report, 187 Summary Charts, 185 User-Defined Reports, 189
M
M&R Methods, Global M&R, 170 Aggregate Surface Treatment, 170 Fog Seal, 171 Rejuvenators, 172 Slurry Seal/Micro Surfacing, 174
Index/571
N
Network Definition, Computerized, 14 Branch ID, 14 Database Combine/Subset, 14 Key Field Unique ID, 14 User-Defined Fields, 14 Virtual Database Formulation, 15 Network Identification, 7 Network-Level Management Definition, 1 Nondestructive Deflection Testing (NDT), 61 Deflection Measurement Devices, 62 Impulse Deflection Devices, 62 Static Deflection Devices, 69 Steady-State Dynamic Defl. Devices, 67 Design of NDT Field Survey, 82 Factors Affecting Deflection Values, 70 Load Distribution, 74 Load Magnitude, 72 Loading Mode, 73 Pavement Structure, 70 Pavement Temperature, 76 Testing Season, 78 Uses of NDT at Different Levels of Pavement Manage, 79 Using NDT for Airfield Pvt. Struct. Eval., 83 ACN/PCN Structural Index, 83 PCASE Program, 83
Pavement Management, 339 Benefits, 343 Implementation Steps, 339 Process, 2 Project-Level Management, 229 Data Collection for, 229 Definition. 1 Example Project Analysis, 252 Life Cycle Cost Analysis, 250 Pavement Evaluation, 242 Pvt. Network Definition, 7
R
Roughness, Profile Measuring Systems, 95 Profile Filtering, 95 Profile Measuring Equipment, 105 Dipstick Auto-Read Road Profiler, 107 High Speed Intertial Profilers, 105 Lightweight Profilers, 107 Rod and Level, 107 Profile-Based Indices, 96 Acceleration, 105 Half-Car Roughness Index (HRI), 99 International Roughness Index (IRI), 96 Ride Number (RN), 99 Root Mean Square of Vertical Acceleration (RMSVA), 100 Slope Variance, 103 Waveband Indices, 103
P
Pavement Condition Index (PCI) Procedure, 17 Calculating the PCI, 32 Calc. of Sample Unit PCI for AC, 32 Calc. of Sample Unit PCI for PCC, 37 Calculation of the PCI for a Section, 39 Distress Classification by Cause, 41 Extrapolating Distr. Quant, for a Section, 40 Development of FOD Potential Index, 44 PCI Rating Scale, Figure, 19 Performing the Condition Survey, 26 Automated Distress Data Collection, 50 Comparison of Manual and Auto., 54 Manual, 26 Using Pen Tablet Computers, 30 Sample Units (S.U.), 18 Det. S.U. to Inspect - Network, 25 Det. S.U. to Inspect - Project, 23 Dividing Pavement Into S.U., 18 Effect of S.U. Size on PCI Accuracy, 56
s
Section Identification, 8 Airport Section Definition, Figure, 13 Dept. Store Pvt. Section Def, Fig., 13 Parking Area Section Definition, Figure, 12 Road Section Definition, Figure, 12 Runway Division into Sections, Figure, 10, 11 Use of NDT to Define Pvt. Sections, Fig., 9 Skid Resistance, 117 Factors Affecting Skid Resistance, 118 Pavement Factors, 122 Traffic and Seasonal Variations, 118 Vehicle Factors, 120 Friction Measurement Methods, 123 Lab. and Texture Measur. Methods, 131 Locked-Wheel Mode, 124 Slip Mode, 125 Yaw Mode, 126 Friction Survey Procedures, 135 M&R Alternatives for Skid Probs., 136
572/Index
U
Untrue Profile Measuring Systems, 110 Profilographs, 112 Straightedge, 114 Vehicular Response-Roughness Measuring Systems, 110 Utility Cuts, Impact on M&R Cost City and County of San Francisco, CA, 316 City of Burlington , VT, 312 City of Los Angeles, CA, 306 City of Sacramento, CA, 321 Prince George's County, MD, 289 Summary and Conclusions, 323

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APPENDIX A Blank Field Survey Sheets

346 / Pavement Management for Airports, Roads, and Parking Lots

Blank Field Survey Sheets / 347

41. 42. 43. 44.

Alligator Cracking sqFt Bleeding Sq Ft Block Cracking Sq Ft Corrugation sq Ft

45. 46. 47. 48.

348 / Pavement Management for Airports, Roads, and Parking Lots

350 / Pavement Management for Airports, Roads, and Parking Lots

Blank Field Survey Sheets / 351

Figure A-6. Deduct value calculation sheet.

352 /Pavement Management for Airports, Roads, and Parking Lots

354 / Pavement Management for Airports, Roads, and Parking Lots

Figure B-l. Alligator Cracking.

356 / Pavement Management for Airports, Roads, and Parking Lots

Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves/357

Figure B-2. Bleeding.

'See definitions of longitudinal transverse cracking.

Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves/359

Figure B-3. Block Cracking.

360 / Pavement Management for Airports, Roads, and Parking Lots

Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves/361

Figure B-4. Bumps and Sags.

362 / Pavement Management for Airports, Roads, and Parking Lots

Figure B-5. Corrugation.

364 / Pavement Management for Airports, Roads, and Parking Lots

Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves/365

Figure B-6. Depression.

366 /Pavement Management for Airports, Roads, and Parking Lots

Figure B-7. Edge Cracking.

MOne of the following conditions exists:

HOne of the following conditions exists:

Figure B-8. Join Reflection Cracking.

370 / Pavement Management for Airports, Roads, and Parking Lots

Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves/371

Figure B-9. Lane/Shoulder Drop-Off.

372 / Pavement Management for Airports, Roads, and Parking Lots

Longitudinal and Transverse Cracking (10) (Non-PCC Slab Joint Reflective)

MOne of the following conditions exists:

HOne of the following conditions exists:

Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves/373

374 / Pavement Management for Airports, Roads, and Parking Lots

F/gwre B-ll. Patching and Utility Cut Patching.

376 / Pavement Management for Airports, Roads, and Parking Lots

Figure 12. Polished Aggregate.

378 / Pavement Management for Airports, Roads, and Parking Lots

Figure B-13. Pothole.

380 / Pavement Management for Airports, Roads, and Parking Lots

Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves/38 J

Figure B-14. Railroad Crossing.

382 / Pavement Management for Airports, Roads, and Parking Lots

Figure B-15. Rutting.

384 / Pavement Management for Airports, Roads, and Parking Lots

Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves/385

Figure B-16. Shoving.

386 / Pavement Management for Airports, Roads, and Parking Lots

HOne of the following conditions exists:

Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves/387

Figure B-17. Slippage Cracking.

388 / Pavement Management for Airports, Roads, and Parking Lots

Asphalt Concrete Roads: Distress Definitions and Deduct Value Curves/389

390 / Pavement Management for Airports, Roads, and Parking Lots

If localized, that is, due to oil spillage, then partial-depth patch.

Figure B-19. Weathering and Raveling.

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