Res 017-2010 2/2/2010 RESOLUTION NO. • I
Resolution Authorizing The City Manager To Execute A Professional
Services Agreement With Dynatest Consulting Inc. For A City-Wide
Micropaver Implementation And Pavement Condition Index Survey In
The Amount Of $168,450.00
WHEREAS, the City of Wichita Falls desires to enter into a Professional
Services Agreement for services to conduct a City-wide MicroPAVER Implementation
and Pavement Condition Index Survey; and
WHEREAS, Dynatest is proposing to perform this work for an amount of
$168,450.00.
NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY
OF WICHITA FALLS, TEXAS, THAT:
The City Manager is authorized to execute the attached Professional Services
Agreement with Dynatest Consulting, Inc. for a City-wide MicroPAVER Implementation
and Pavement Condition Index Survey, with the addition of the remainder of
Attachment 2, and changes to form as approved by the City Attorney, in the amount of
$168,450.00.
PASSED AND APPROVED this the 2nd day of February, 2010.
C
A OR
ATTEST:
�
City Clerk
Professional Services Agreement between the City of Wichita Falls and
Dynatest Consulting Inc. for Consulting Services for the
KMicroPAVER Implementation and Pavement Condit[on Index (PCI) Survey" Project
OWNER: The City of Wichita Falls; Attn: Director of Public Works, P.O. Box 1431, Wichita Falls, Texas 76307
CONSULTANT: Dynatest Consulting Inc., 13953 US Highway 301 South, Starke, Florida 32091
PROJECT: CONSULTANT will prepare the deliverables for the "MicroPAVER [mplementation and Pavement
Condition lndex (PCT) Survey" Project described herein.
TIMETABLE: CONSULTANT shall complete the following tasks on or before the following dates, assuming an official
signed contract and notice to proceed from the OWNEtt no later than Friday, 5 February 2010.
Txsk Date
1 Kickoff meeting 19 February 2010
2 Recards Review and Pavcment Inventory Dvip. 12 March 2010
3 MicroPAVER Irnplementation 26 March 2010
� Link MicroPAVER and the OWNER'S GIS 02 Apri12010
5 Pevement Candition Inspectian 16 Apri12010
6 Devalop Pavement Work Plans 14 May 2010
'l Training 21 May 2010
8 Final Report and beliverables 28 May 2010
The CONSULTANT shall not be held respansible for failure to meet the aforementioned timetables in the event that the
cause of delay is not the fault of the CONSULTANT or the CONSULTANT'S subcontractors.
PAYMENT:
1. Payment for Basic Services. OWNER agrees to pay the following amounts for Basic Services rendered pursuant to
this contract, a total amount not to exceed S168,450, subject to completion of the following tasks:
Tsak Pct, of Project Amount (USD)
1 Kickoff meeting 5 $8,290
2 Itecords Review and Pavement Inventory Dvlp. 7 $11,0'75
3 MicroPAVER Implementation 9 $14,985
4 Link MicroPAVER and the OWNER'S GIS 1 $1,665
5 Pavement Condition Inspection 60 $101,580
b Develop Pavement Wark Plans 5 $8,654
7 Training 7 $11,495
8 Finai Report and Deliverables 6 $10,705
Totsl 100 5168,450
2. Payment for Additional Services OWNER shall pay CONSULTANT for Addirional Services requasted and
rendered as follows:
2.1. Payment for Additional Strvices of CONSULTANT rendered under this cantract shail be paid for at the following
rate when supported by invoices. Refer to CONSULTANT's Rate Sheet (Attachment 1).
2.2. For expenses for Additional Servicea, CON5ULTANT shall be compensated at the actual cost to CdNSULTANT
based on rates referenced above or as previously agreed upon in writing. Where field parties are used, expenses shall
include charges for ihe use of any special instruments and equipment, including marine equipment, and expendable
items such as stakes and monuments.
MicroPAVER Implementation and Pavement Condition [ndex (PCI) Survey Page i
3. Times of Payments
3.1. Times of Payments: CONSULTANT shall submit monthly statements for Basic and Additional Services rendered. For
Basic Services, the statements wip be based upon CONSULTANT'S estimate of the propoRion of the total services actually
completed at the time of billing. OWNER shall make prompt monthly payments in response to CONSULTANTS monthiy
statements. Upon conclusion of cach phase of Basic Services, OWNER shall pay such additional amount, if any, as may be
necessary to bring total compensation paid on account of such phase to the foilawing percentages of total compensation
payable for all phases of Basic Services:
3.2. T'ast-due Payments: OWNER agrees to pay a charge of %z% per rnonth on all invoiced owed amounts not paid within
30 days of the date of the invoice, calculated from the date of the invoice. In addition, CONSULTANT may, aRer giving
10 days' written notice to OWNER, suspend servicts under this Agreement until the CONSULTANT has been paid in full
all amounts due for services and expenses.
OWNER'S REPRESENTATIVE: Russe(1 Schrciber, Director of Public Works, City of Wichita Falls
SERVICES OF CONSULTANT: CONSULTANT shall perfarm professional services as hereinafter stated:
1. K(ckotf Meeting. CONSULTANT shall:
1.1 Meet on-site with the OWNER to roview the scope and requirements of this Project.
1.2 Conduct a pavement management systcm needs analysis and review available data.
1.3 Uevelop a clear communicarions plan with the OWNER.
1.4 Develop a comprehensive project management plan, including an effective QC/QA plan.
1.5 Request and receive available and needed data sources &om the OWNER'S REPRESENTATIVE. Note: It is
anticipated that the CONSULTANT will immediately require a copy of the OWNER'S existing ESRI Geodatabase(s)
containing all exrsring, requested pavement management system re/ated data.
2. Rtcor+ds Review and Pavement Inventory Development. CONSULTANT shall:
2.1 Coordir►ste closoly with OWNER'S REPRESENTATI VES to identify and collect relevant pavement management data
to be inctuded in the pavement mansgernent system. At a minimum, the pavement management system shalt contain:
2.1.1. Pavement s�ction identificatian
2.1.2. Pavement section classification
2.1.3. Pavement section surface rype
2.1.4. Historical major work data (if readily accessible in a spreadsheet or database)
2.1.5. Length and width of each pavement section
2.2 Make roasonable atternpts to identify and populate the systcm with additional data fields such as soil type classificarion
data, ADT data, and truck routes based on exisring electronic data sources (i.e., spreadsheets and databases} provided by the
owner OWNER.
3. MicroPAVER lmplementation. CONSULTANT shall:
3.1 Acquire and install an updated version of MicroPAVER for the OWNER. The MicroPAVER license shall include
technical suppoR and will be acquired through American Public Works Association (APWA).
3.2 Customize the MicroPAVER database to adequately reflect the OWNER'S maintenance and rehabilitation practices.
3.3 Populate the MicroPAVER database with an inventory of the OWNER'S pavements.
4. Link MicroPAVER and the OWNER'S GIS. CONSULTANT shall: •
4.1 Link the OWNER'S existing centerline GIS file to the MicroPAVER database. It is essential that the pavemcnt
sections are defined in both systems. The CONSULTANT shall verify and/or update the GIS file prior to linking it.
5. Pavement Caadition Inapectfon. CONSULTANT shall:
MicroPAV�R Implementation and Pavement Candition Index (PCI) Survey Page 2
5.1 Perform a network level Pavement Condition Index (PCI) survey on all ofthe OWNER'S estimated 540 centerline
miles of paved roadways. The CONSULTANT shall conduct pavement condition surveys as per the methodology
outlined in ASTM D 6433-0'7, "Standard Practice for Roads and Parking Lots Pavement Condition Index Surveys ".
Refer to ASTM D 6433-0? (Attachmeat 2).The CONSULTANT shall send only trained and qualified pavcment
condition inspectors into the field.
5.2 Implement a foot-on-ground, network-level sampling strategy similar to the example shown in ASTM D 6433-07.
The following representative sample unit strategy shall be used:
Given Survey
1-5 sample units 1 sample unit
6-10 sample units 2 sample units
11-15 sample units 3 sample units
16-40 sample units 4 sample units
Over 40 sample units 10% of sample units
53 Maintain daily field survey records and create back up files as necessary. The CONSULTANT shall be responsible
far transcribing any field survey data into an electronic format, and further migration into the MicroPAVER database.
5.4 Maintain a focus on safety at ali times during the field data collection phase. Field crews shall be appropriately
equipped with safety a�uipment including, but not limited to ANSI Class I[I safety vests, hard hats etc.
G. Devtlop Pavement Work Plans. CONSULTANT shall
6.1 Develop pavement performance models that represent the OWNER'S field conditions. It is noted that these
models will imprave over rime, as future PCI inspecrians are performed.
6.2 Work clasely with the OWNER to identify practical, cost effective preservation, maintenance and rehabilitation
techniques currently availablt in the region. The CONSULTANT shall develap practical preservation policies for the
OWNER including, but nat limitcd to: surface treatments, mill and overlays, crack sealing, and patching.
7. Training. CdNSULTANT shall
7.1 Be responsible for providing five (5) days of on-site pavement management training for the OWNER. The training
shall include the MicroPAVER pavement management system and the Pavement Condition Index (PCI).
8. F(nal Report and Deliverablee. CONSULTANT shall
8.1 Deliver a final report detailing the data collection, verification and analysis procedures used in this Project. The
following two (2) reports shall be submitted:
8.1.1 2010 State of the Streets Report: This conciso report shall summarize the overail findings of the
pavement management system implementation, and is intended for upper level management and non-
technical personnel.
8.1.2 2010 Pavement Management Program Report: T'his detailed report shall contain all the data an analysis
performed in this Project. This detailed report is intended for engineers and technical personnel.
8.2 Deliver the OWNER'S final MicroPAVER database.
8.3 Attend one (1) City Council Meeting at the OWERS'S request.
MicroPAVER Implementation and Pavement Condition Index (PCI) Survey Page 3
GENERAL CONDITIONS:
1. Termination. OWNER may terminate this Agreement upon 10 days written notice to CONSULTANT with the
understanding that all services being performed under this Agreement shall cease upon the date specified in such notice. In
the event of early termination, CONSULTANT shall invoice OWNER for all services completed and shall be compensated
in an amount corresponding to the amount designated as compensation for each phase of the work satisfactorily completed
and accepted plus an amount corresponding to the percentage of work satisfactorily completed and submitted to Owner for
any phase partly completed on the effecrive date of the termination.
2. Ownership & Maiatenance of Documents. All documents and digital files prepared and/or assembled by
COhiSULTANT under this agreement shall become the property of the OWNER and shall be delivered to OWNER without
restriction on future use. OWNER's re-use of documents on future projects will be at the sole risk of OWNEIt.
CONSULTANT may make copies of any and all documents for its files and re-use informadon contained therein.
CONSULTANT will maintain project records for thtee years after the OWNER has made final payrncnt to the contractor
and all other pending matters are closed and provide copies thereof to OWNER if requested.
3. Controliing Lsw. This agreement is performable and is to be governed by the law applicable in Wichita Falls, Texas.
Sole venue for any action arising under this agreement shall be in Wichita County, Texas.
d. Assignment of Contract. CONSULTANT shail not assign, sublet or transfer any rights under or interest in (including,
but without limitations, monies that may become due or monies that are due} this Agreement without the written consent of
the other. Unless specifically stated to the contrary in any written consent to an assignment, no assignment will release or
discharge the assignor from any dury or responsibility under this Agreement. Nothing contained in this paragraph shatl
prevent CONSULTANT from employing independent consultanu, associates, subcontractors, and employees to assist it in
the performance of services hereunder.
S. No Thlyd-Party Beneficlaries. Nothing herein shall be construed to give any rights or benefits to anyone other than
OWNER and CONSULTANT.
6. Independent Contractor. In performing services under this agreement, the relationship between OWNER and
CONSULTANT is that of independent contractor, and OWNER and CONSULTANT by the execution of this Agreement
do not change tho independent contractor status of CONSULTANT. No term or provision of this agreement or act of
CONSULTANT in the performance of this Agreement shall be construed as making CaNSULTANT or any agent, servant
or employee of CONSULTANT the agent, servant or employee of OWNER.
7. Indemnitv CONSULTANT asrees to release defend indemnifv and hold the OWNER whole and harmless agsinst
�nv and all claims suits and actions for damaees costs and expenses to persons or pronertv that mav arise out of, or be
��A�;�*+P� bv or from any negligent act error or omission of CONSULTANT or anv officer a¢ent servant emnlovee or
���c�ntractor of CONSULTANT in the execution or nerformance of this contract In the event of notice of a claim to
which this indemniri mieht annlv so much of the mone�due the CONSULTANT under this contract as shall be reasonablv
considered necessarv bv the OWNER mav be retained for the use of the OWNER until all suits. actions. and claims shall
have been settled and satisfactory evidence to that effect fumished the OWNER The CONSULTANT further aarees to
release defend indemnifv and hold harmless the OWNER and the OWNER's officers. a¢ents. and emplovces from
liability for any claims of injuries or damaae made by or on behalf of CONSULTANT or any of CONSULTANT's officers.
a¢�nts or empioyces resultine from the nerformance or attemnted nerformance of this contract re¢ardless of whether the
injprv or damaQe is caused in whole or in vart bv anv acts or omissions of OWN ER or anv hidden or avparent condition of
provertv owned or controlled bv the OWNER This indemnitv shall not annlv to any claim to the extent to which
CONSULTANT is nrohibited from indemnifvine a�overnmental enritypursuant to Tex Local Gov't Code § 271.904 or
other law.
MicroPAVER Implementation and Pavement Condition Index (PCI) Survey Page 4
This agreement and said attachments may only be amended, supplemented, modified or canceled by a duly executed written
instrument.
EXECUTED, this the ��ay of � 2010.
• City of Wichi a F Is, Texas CONSULTANT: Dynatest Consulting Inc.
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<`� , �� f . �
n Leiker, City Manag Rdbe C. Briggs, P,jVic resident
(seal) (seal)
A EST: ATTEST:
O�J�-�-
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Lydia a, City Clerk Marg et S. J s, Director Administration
Pubiic Not
FORM PROVED:
���,���GpRETS � i�,��
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Miles Risley, City Attorney �•� �o�,�� 26 ?o F.�� ��
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MicroPAVER Implementation and Pavement Condition Index (PCI) Survey Page 5
Attachment 1
Dynatest Consulting Inc.
2009/2010 Rate Sheet
MicroPAVER Implementation and Pavement Condition Index (PCI) Survey Attachement 1
� ��1� DYNATEST CONSULTING, INC.
� 13953 US Highway 301 South
Starke, Florida 32091 USA
Telephone +� 904 964-3777
FAX +� 904 964-3749
Webpage: www.dynatest.com
E-mail: usa@dynatest.com
Pavement Engineering Specialists
and Equipment
RATE SHEET FOR PAVEMENT TESTING AND
CONSULTING ENGINEERING SERVICES
Effective 1 January 2010
Testing
Heavy/Falling Weight Deflectometer (HWD/FWD)
Road Surface Profiler (RSP)
Friction Tester
Type Hourly Rate Daily Rate
(8 Hours)
< 10 days per year $295 $2,360
Model 8082 HWD'• 2 10 — 20 days er ear $270 $2,160
> 20 days per year $245 $1,960
Mode18000 FWD, RSP, and < 10 days per ear $265 $2,120
Model 1295 and 6875 10 — 20 days per year $245 $1,960
Friction Testers'• z > 20 da s per year $225 $1,800
4 HWD, FWD, RSP or
Mobilization /Standby Time $195 $1,560
Friction Tester
Per Diem GSA rates will be charged
when away from home office.
Consulting Engineering
T e Hourl Rate Dail Rate 8 Hours
Senior En ineer $175 $1,400
Pro'ectEn ineer $150 $1,200
Staff En ineer $115 $920
Associate Staff En ineer $100 $800
Technical Services $90 $720
Field Technician/O erator $85 $680
Office and Other $60 $480
Field Ins ector $50 $400
Outside Consultant $185 $1,480
Per Diem GSA rates will be char ed when away from home office.
ELMOD $5.00 per HWD/FWD test point analyzed plus engineering time.
1. A minimum of 4 hours will be chazged per job or 8 hours if the mobilization is greater or equal to 2 days.
2. An additional $42.50 per hour ($340 per 8-hour shift) will be added for night testing.
3. Per calendaz year, per agency — not including mobilization.
4. Two way mobilization. Mobilization time is reduced when equipment is mobilizing from a closer site.
5. http://www.gsa.gov/Portal/gsa/ep/contentView.do?contentId=17943&contentType=GSA_BASIC
Please note: For work performed outside the continental USA, rates are approximately 20% higher.
Any applicable equipment shipping and setup costs are estimated for each specific project.
Attachment 2
ASTM D 6433-07, "Standard Practice for Roads and Parking Lots Pavement Condition Index Surveys "
MicroPAVER Implementation and Pavement Condition Index (PCI) Survey Attachement 2
Ia� Designation: D 6433 - 07
►j��
INT8RNA7/ONAI
Standard Practice for
Roads and Parking Lots Pavement Condition Index
Surveys'
This standard is issued «nder the fixed designation D 6433: the number immediately following the designation indicates the yeur of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (e) indicates an editorial change since the last revision or reapproval.
1. Scope 2.1.3 paveme��t brarich—a branch is an identifiable part of
l.l This practice covers the determination of roads and the pavement network that is a single entity and has a distinct
parking lots pavement condition through visual surveys using function. For example, each roadway or parking area is a
the Pavement Condition Index (PCI) method of quantifying separate branch.
pavement condition. 2.1.4 pavement condition index (PC/)—a numerical rating
1.2 The PCI for roads and parking lots was developed by the of the pavement condition that ranges from 0 to 100 with 0
U.S. Army Corps of Engineers (1, 2). It is further verified and being the worst possib(e condition and 100 being the best
adopted by DOD and APWA. possible condition.
1.3 The values stated in inch-pound units are to be regarded 2• �•5 pavement conditivn rating—a verbal description of
as the standard. The SI units given in parentheses are for Pavement condition as a function of the PCI value that varies
information only. from "failed" to "excellent" as shown in Fig. 1.
1.4 This standurd ctoes not nurport to address all of the 2• 1.6 pavernent distress—external indicators of pavement
safery concerns, if ariy associated witlt irs use. It is the deterioration caused by loading, environmental factors, con-
responsibilih� of die user vf this standard to estnl�lish uppro- struction deficiencies, or a combination thereof. Typical dis-
priate snfery und heulth practices arid deterrnine the applicu- tresses are cracks, rutting, and weathering of the pavement
biliry of regulaton� lirriitations prior to use. Specific precau- surface. Distress types and severity levels detailed in Appendix
tionary statements are given in Section 6. X 1 for AC, and Appendix X2 for PCC pavements must be used
to obtain an accurate PCI value.
2. Terminology 2.1.7 pavement sample unit—a subdivision of a pavement
2.1 Definizions of Terms Specific ro This Standard: section that has a standard size range: 20 contiguous slabs (+8
2.1.1 additional snmple—a sample unit inspected in addi- slabs if the total number of slabs in the section is not evenly
tion to the random sample units to include nonrepresentative divided by 20 or to accommodate specific field condition) for
sample units in the determination of the pavement condition. PCC pavement, and 2500 contiguous square feet, ± 1000 ft
This includes very poor or excellent samples that are not (225 ± 90 m if the pavement is not eveniy divided by 2500
typical of the section and sample units, which contain an or to accommodate specific field condition, for AC pavement.
unusual distress such as a utility cut. If a sample unit 2• 1.8 pave�ne�it section—a contiguous pavement area hav-
containing an unusual distress is chosen at random it should be ing unifonn construction, maintenance, usage history, and
counted as an additional sample unit and another random condition. A section should have the same traffic volume and
sample unit should be chosen. If every sample unit is surveyed, load intensity.
then there are no additional sample units. 2.I.9 portdand cen7ent concrete (PCC) �avement—
2.1.2 asphalt concrete (AC) surface—aggregate mixture aggregate mixture with portland cement binder including
with an asphalt cement binder. This term also refers to surfaces nonreinforced and reinforced jointed pavement.
constructed of coal tars and natural tars for purposes of this 2• 1.10 rnndom sample—a sample unit of the pavement
practice. secrion selected for inspection by random sampling techniques,
such as a random number table or systematic random proce-
dure.
' This practice is under the jurisdiction of ASTM Com�uittee E17 on Vehicle -
Pavement Systems and is the direct responsibility of Subcommittee E17.41 on 3. Summary of Praetiee
Pavement Tesdng, Evaluation, and'.Nanagement Methods.
Curzent edition approved Dec. 1. 2007. Published January ?008. Originally 3.1 The pavement is divided into branches that are divided
app,��ea ;n 1999. Last previous edition approved in 2003 as D 6433 — 03. lllt0 SCCt10riS. EaCII section is divided into sample units. The
� The boldface numbers in parentheses refer to the list of references at the end of type 1riCl SOVeT'lty Of p8V0ril0rit C�1St1'CSS IS aSS0SS0C� by V1SUa�
this standard.
Copyright OO ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.
1
c�' D 6433 — 07
St�dazd PCIT� $�a�d 5. Apparatus
R�irig SC�t �pl� 5.1 Dnta Sheets, or other field recording instruments that
record at a minimum the following information: date, location,
l� branch, section, sample unit size, slab number and size, distress
�� types, severity levels, quantities, and names of surveyors.
Exampie data sheets for AC and PCC pavements are shown in
gs Figs. 2 and 3.
�� � 5.2 Hand Odometer Wheel, that reads to the nearest 0. l ft
(30 mm).
5.3 Straightedge or String Line, (AC only), 10 ft (3 m).
70 5.4 Scale, 12 in. (300 mm) that reads to '/s in. (3 mm) or
FaiT Y�� better. Additional 12-in. (300 mm) ruler or straightedge is
needed to measure faulting in PCC pavements.
�� 5.5 Luy�out Plan, for network to be inspected.
I.ight x.ecl
6. Hazards
� 6.1 Traffic is a hazard as inspectors may walk on the
���� � pavement to perform the condition survey.
7. Sampling and Sample Units
25 �� 7.1 Identify branches of the pavement with different uses
such as roadways and parking on the network layout plan.
7.2 Divide each branch into sections based on the pave-
lp ments design, construction history, traffic, and condition.
I�aik �"irtey 7.3 Divide the pavement sections into sample units. If the
� pavement slabs in PCC have joint spacing greater than 25 ft (8
m) subdivide each slab into imaginary slabs. The imaginary
slabs all should be less than or equal to 25 ft (8 m) in length,
FIG. 1 Pavement Condition Index (PCI), Rating Scale, and and the imaginary joints dividing the slabs are assumed to be
Suggested Coiors
in perfect condition. This is needed because the deduct values
developed for jointed concrete slabs are less than or equal to 25
inspection of the pavement sample units. The quantity of the ft (8 m).
distress is measured as described in Appendix X1 and Appen- �• Individual sample units to be inspected should be
dix X2. The distress data are used to calculate the PCI for each marked or identified in a manner to allow inspectors and
sample unit. The PCI of the pavement section is determined quality control personnel to easily locate them on the pavement
based on the PCI of the inspected sample units within the surface. Paint marks along the edge and sketches with locations
connected to physical pavement features are acceptable. It is
section. necessary to be able to accurately relocate the sample units to
allow verification of current distress data, to examine changes
4. Significance and Use in condition with time of a particular sample unit, and to enable
4.1 The PCI is a numerical indicator that rates the surface future inspections of the same sample unit if desired.
condition of the pavement. The PCI provides a measure of the 7.5 Select the sample units to be inspected. The number of
present condition of the pavement based on the distress sample units to be inspected may vary from the following: all
observed on the surface of the pavement, which also indicates of the sample units in the section, a number of sample units that
the structural integrity and surface operational condition (lo- provides a 95 % confidence level, or a lesser number.
calized roughness and safety). The PCI cannot measure struc- 7.5.1 All sample units in the section may be inspected to
tural capacity nor does it provide direct measurement of skid determine the average PCI of the section. This is usually
resistance or roughness. It provides an objective and rational precluded for routine management purposes by available
basis for determining maintenance and repair needs and manpower, funds, and time. Total sampling, however, is
priorities. Continuous monitoring of the PCI is used to estab- desirable for project analysis to help estimate maintenance and
lish the rate of pavement deterioration, which permits early repair quantities.
identification of major rehabilitation needs. The PCI provides 7.5.2 The minimum number of sample units (n) that must be
feedback on pavement performance for validation or improve- surveyed within a given section to obtain a statistically
ment of current pavement design and maintenance procedures. adequate estimate (95 % confidence) of the PCI of the section
2
ASPHALT SURFACED R�ADS AND PARKING LOTS SKETCH:
CONDITION SURVEY DATA SHEET
FOR SAMPLE UNIT
BRANCH SECTION SAMPLE UNIT
SURVEYED BY DATE SAMPLE AREA
1. Alligator Cracking 6. Depression 11. Patching & Util Cut Patching 16. Shoving
2. Bleeding 7. Edge Cracking t2. Polished Aggregate 17. Slippage Cracking
3. Block Cracking 8. Jt. Reflection Cracking 13. Potholes 16. Swell
4. Bumps and Sags 9. LanelShoulder Drop Oft 14. Railroad Crossing 19. Weathering/Raveling
5. Corrugation 10. Long & 7rans Cracking 15. Rutting
DISTRESS DENSITY DEDUCT
SEVERITY QUANTITY TOTAL % VALUE
�
v
W �
�
w
w
�
0
V
FIG. 2 Flexible Pavement Condition Survey Data Sheet for Sample Unit
c�' D 6433 — 07
CONCRETE SURFACED ROADS AND PARKlNG LOTS
CONDITION SURVEY DATA SHEET FOR SAMPLE UNIT
BAANCH SECTION SAMPLE UNI'F
SURVEYED BY DATE SAMPLE AREA
Distress Tyoes SKETCH:
21. Blow uplBueklinp 31. Polished Apgreyate
22. Corner Sreak 32. Popouta
23. Divided S1ab 33. Pumpinp � � � • •
24. Durability Crack 34. Punchout
25. Fauiting 35. Raiiroad Crossinp ��
26. Joint Seal 36, Sealiny
27. Lane/Shouider 37. Shrinlcege � � � � �
28. Linear Crackinp 38. Spallinp Corner
29. Patchin� (Larpe) 39. Spaltinp Joint 9
30. Petchiny (Smail)
• • • • •
DIST N0. DENSITY DEDUCT
TVPE S � SLABS % VALUE $
• • • • •
7
• • • . •
6
. . . • •
5
• • • . •
4
• • • • •
3
• • • • •
2
. • • . •
1
• • • . •
1 2 3 4
FIG. 3 Joint Rigid Pavement Condition Survey Data Sheet for Sample Unit
is calculated using the following formula and rounding n to the N = total number of sample units in the section.
next highest whole number (see Eq 1). 7.5.2.1 If obtaining the 95 % confidence level is critical, the
�� = rvs�l((�'l4)(N- 1) + s' (t) adequacy of the number of sample units surveyed must be
confirmed. The number of sample units was estimated based on
where: an assumed standard deviation. Calculate the actual standard
e= acceptable error in estimating the section PCI; com-
monly, e=}5 PCI points; deviation (s) as follows (see Eq 2):
s= standard deviation of the PCI from one sample unit to � 12
another within the section. When performing the initial s=(� (2)
inspection the standard deviation is assumed to be ten Where:
for AC pavements and 15 for PCC pavements. This PCI = PCI of surveyed sample units i,
assumption should be checked as described below after PCl = PCI of section (mean PCI of surveyed sample
PCI values are determined. For subsequent inspections, units), and
the standard deviation from the preceding inspection n = total number of sample units surveyed.
should be used to determine n; and,
4
<�j' D 6433 — 07
7.5.2.2 Calculate the revised minimum number of sample every distress type present, and recording the data. Each
units (Eq 1) to be surveyed using the calculated standard distress must correspond in type and severity to that described
deviation (Eq 2). If the revised number of sample units to be in Appendix Xl. The method of ineasurement is included with
surveyed is greater than the number of sample units already each distress description. Repeat this procedure for each
surveyed, select and survey additional random sample units. sample unit to be inspected. A copy of a Blank Flexible
These sample units should be spaced evenly across the section. Pavement Condition Survey Data Sheet for Sample Unit is
Repeat the process of checking the revised number of sample included in Fi�. 2.
units and surveying additional random sample units until the 8.3 PCC Pavements—Individually inspect each sample unit
total number of sample units surveyed equals or exceeds the chosen. Sketch the sample unit showing the location of the
minimum required sample units (n) in Eq l, using the actual slabs. Record the sample unit size, branch and section number,
total sample standard deviation. and number and type of the sample unit (random or additional),
7.5.3 Once the number of sample units to be inspected has the number of slabs in the sample unit and the slab size
been determined, compute the spacing interval of the units measured with the hand odometer. Perform the inspection by
using systematic random sampling. Samples are spaced equally walking over the sidewalk/shouider of the sample unit being
throughout the section with the first sample selected at random. surveyed and recording all distress existing in the slab along
The spacing interval (r) of the units to be sampled is calculated with their severity level. Each distress type and severity must
by the following fonnula rounded to the next lowest whole correspond with that described in Appendix X2. Summarize
number: the distress types, their severity levels and the number of slabs
i= Nh� �3) in the sample unit containing each type and severity level.
Repeat this procedure for each sample unit to be inspected. A
where: copy of a Blank Jointed Rigid Pavement Condition Survey
N= total number of sample units in the section, and Data Sheet for Sample Unit is included in Fig. 3.
n= number of sample units to be inspected.
The first sample unit to be inspected is selected at random 9. Calculation of PCI for Asphalt Concrete (AC)
from sample units 1 through i. The sample units within a pavement
section that are successive increments of the interval i after the
first randomly selected unit also are inspected. 9.1 Add up the total quantity of each distress type at each
7.6 A lessor sampling rate than the above mentioned 95 0� severity level, and record them in the "Total Severities"
confidence level can be used based on the condition survey section. For example, Fig. 4 shows five entries for the Distress
objective. As an example, one agency uses the following table Type 1, "Alligator Cracking": SL, 4L, 4L, 8H, and 6H. The
for selecting the number of sample units to be inspected for distress at each severity level is summed and entered in the
other than ro'ect anal sis "Total Severity" section as 13 ft` (1.2 m of low severity and
p � Y 14 ft� (1.3 m�) of inedium severity. The units for the quantities
Given Survey
1 to 5 sample units 1 sample unit may be either in square feet (square meters), linear feet
6 to 10 sample units 2 sample units (meters), or number of occurrences, depending on the distress
11 to 15 sample units 3 sample units type.
16 to 40 sample units 4 sample units
over 40 sample units io �ro 9.2 Divide the total quantity of each distress type at each
7.7 Additional sample units only are to be inspected when severity level from 9.1 by the total area of the sample unit and
no�representative distresses are observed as defined in 2.1.1. p1ultiply by 100 to obtain the percent densiry of each distress
These sample units are selected by the user. type and severity.
9.3 Determine the deduct value (DV) for each distress type
8. Inspection Procedure and severity level combination from the distress deduct value
8.1 The definitions and guidelines for quantifying distresses curves in Appendix X3.
for PCI determination are given in Appendix X i for AC 9.4 Determine the maximum corrected deduct value (CDV).
pavements. Using this test method, inspectors should identify The procedute for determining maximum CDV from indi-
distress types accurately 95 % of the time. Linear measure- vidual DVs is identical for both AC and PCC pavement types.
ments should be considered accurate when they are within 9.5 The following procedure must be used to determine the
10 % if remeasured, and area measurements should be consid- �naximum CDV.
ered accurate when they are within 20 % if remeasured. 9.5.1 If none or only one individual deduct value is greater
Distress severities that one determines based on ride quality are than two, the total value is used in place of the maximum CDV
considered subjective. in determining the PCI; otherwise, maximum CDV must be
8.2 Asphult Concrete (AC) Surfaced Pavernent— determined using the procedure described in 9.5.2-9.�.5.
Individually inspect each sample unit chosen. Sketch the
sample unit, including orientation. Record the branch and 9.5.2 List the individual deduct values in descending order.
section number and the number and type of the sample unit For example, in Fig. 4 this will be 25.1, 23.4, 17.9, 11.2, 7.9,
(random or additional). Record the sample unit size measured �•5, 6.9, and 5.3.
with the hand odometer. Conduct the distress inspection by 9.5.3 Determine the allowable number of deducts, m, from
walking over the sidewalk/shoulder of the sample unit being Fig. 5, or using the following formula (see Eq 4):
surveyed, measuring the quantity of each severity level of m= 1+(9/98)(100-HDV) <_ 10 (4)
5
ASPHALT SURFACED ROADS AND PARKING LOTS SKETCH:
CONDITION SURVEY DATA SHEET �oo'
FOR SAMpLE UNIT
25 '
BRANCH SPRtNGF1FCDSECTION �� SAMPLE UNIT i
SURVEYED BY KaK DATE io s � as SAMPLE AREA 2500 �� N
ro,���t,�� � �K�. —.
t. AlUgator Cracking 6. Depresslon 11. Patchinq & Util Cut Patching 16. Shoving
2. Bleeding 7. Edge Cracking 12. Polished Aggregate 17. Siippage Cracking
3. Block Cracking 8. Jt. Reflectton Cracking 13. Potholes 16. Sweii
4. Bumps and Sags 9. Lane/Shouider Drop Oif t4. Railroad Crossing 19. Weathering/Raveling
5. Corrugatlon 10. Long � Trans Cracking 15. Rutting
OISTRES DENSITY DEDUCT
SEVERITY �UANTfTY TOTAL °k VALUE
►L tRS Ixy Ir4 �3 O,SZ �.9
i k t 8 1.6 �`� 0.56 23.N
'�a 32 i5 i8 .Z�� y� i 5.zo '�•5
2o i5 35 2'� Z3 io i3 �y3 5.'i2 5, (
u 3x 4 zK 5 zZ O. $$ I. �
, f i o.oy cl.z
v
� � 4 9 S zt o.8y c�
19 � zso �
250 �0.0 W
I
O
V
FIG. 4 Example of a Flexible Pavement Condition Survey Data Sheet
c�' D 6433 — 07
Adjustment of Number of Deduct Values
12
10 __ _ ___ ._ _...._ — _ _ ; : - ---
�
N �
�
_ $tlZ , ___. _.... ---_ _ ___ ---
� �
v m = 1 + (9 / 98} * (100 - MaxDV)
� 6 .
- ---- _ _,.._.
_.. _ - --
--- ---_ . _ _.. _
� ,
N
�
a�— ; � ,
O 4 - _.._ ___.. -- — _...._
O
Z
2 _ ___...___ _ _
0
0 20 40 60 80 100 120
Highest Deduct Value
FIG. 5 Adjustment of Number ot Deduct Values
where: 9.6 Caiculate PCI by subtracting the maximum CDV from
m = allowable number of deducts including fractions 100: PCI = 100-max CDV.
(must be less than or equal to ten), and 9.7 Fig. 6 shows a summary of PCI calculation for the
HDV = highest individual deduct value. example AC pavement data in Fig. 4. A blank PCI calculation
(For the example in Fig. 4, m= 1+(9/98)(100-25.1) = 7.9). form is included in Fig. 2.
9.5.4 The number of individual deduct values is reduced to
the m largest deduct values, including the fractional part. For 10. Calculation of PCI for Portland Cement Concrete
the example in Fig. 6, the values are 25.1, 23.4, 17.9, 11.2, 7.9, (PCC) Pavement
7.5, 6.9, and 4.8 (the 4.8 is obtained by multiplying 5.3 by (7.9
— 7= 0.9)). If less than m deduct values are available, all of the 10.1 For each unique combinarion of distress type and
deduct values are used. severity level, add up the total number of slabs in which they
9.5.5 Determine maximum CDV iteratively, as shown in occur. For the example in Fig. 7, there are two slabs containing
F �� � low-severity corner break (Distress 22L).
9.5.5.1 Determine total deduct value by summing individual 10.2 Divide the number of slabs from ] 0.1 by the total
deduct values. The total deduct value is obtained by adding the number of slabs in the sample unit and moltiply by 100 to
individual deduct values in 9..5.4, that is, 104.7. obtain the percent density of each distress type and severity
9.5.5.2 Determine q as the number of deducts with a value combination.
greater than 2.0. For example, in Fig. 6, q= 8. 10.3 Determine the deduct values for each distress type
9.5.5.3 Determine the CDV from total deduct value and q severity level combination using the corresponding deduct
by looking ❑p the appropriate correction curve for AC pave- curve in Appendix X4.
ments in Fig. X4.15 in Appendix X3. 10.4 Determine PCI by following the procedures in 9.5 and
9.5.5.4 Reduce the smallest individual deduct value greater 9.6, using the correction curve for PCC pavements (see Fig.
than 2.0 to 2.0 and repeat 9.5.5.1-9.5.5.3 unril q= 1. X4.20 in Appendix X4) in place of the correction curve for AC
9.5.5.5 Maximum CDV is the largest of the CDVs. pavements.
7
�' D 6433 - 07
m=1+(9198)(100-25.1)=7.9<8
Use highest 7 deducts and 0.9 of eighth deduct.
0.9 x 53 = 4.8
# Deduct Vatues Total q CDV
1 25.1 23.�/ t'�.5 �t.z '�.5 � 5 6.9 �.� �04.'� $ Si.O
2 25.1 z3.y �'��9 u.2 t.9 '�.5 6,9 2 1oi.9 '� 5U.0
3 25, ► z3.y i � g i � 2 *�, 9� 5 2 2 5b.o 6 �t6.0
4 25, 1 23.H i�.9 �� � z 2 2 90.5 5 47.0
5 25, I 23.N I'i.9 i t.2 2 2 2 2 �S'1.6 '-I 'i8.0
6 25. � z3.4 I'� 5 z 2 2, 2 z 45.4 3 `t8.0
7 25.1 23.`I 2 2 2 2 2 2 5g.5 z'14.0
8 ,25.I 2 .Z z 2 2 2 2 3g, f � 38•O
9
10
Max CDV = 51
PCI = 100 - Max CDV = �{5
Rating = �AIR
FIG. 6 Calculation of Corrected PCI Value-Flexible Pavement
10.5 Fig. 7 shows a summary of PCI calculation for the "
example PCC pavement distress data in Fig. 8. � • A
PCI = PC/,.= � „ (5)
11. Determination of Section PCI ��A,;
ll.l If all surveyed sample units are selected randomly, then
the PCI of the section (PCI is calculated as the area weighted
PCI of the randomly surveyed sample units (PCI� ) using
equation 5:
8
<�' D 6433 — 07
CONCAETE SURFACED ROADS AND PARKING LOTS
CONDITION SURVEY DATA SHEET FOR SAMPLE UN1T
BRANCN SEGON9 SECTION O�1 SAMPLE UNIT t
SURVEYED BY KA K OATE �O Tc, I 93 SAMPLE AREA 20 sk,,bs
Qstress Tvoes SKETCH:
21. 81ow uplSUCkI&�p 31. Pofish�d Appnyato
22. Comar Brsak 32. Popouts
23. Divldod Slab �3. Pumpinp � •
24. Dursbfiity Craek 34. Punehout z31�
2S. FauRl�y 35. tiailrwd Crossinp �p
28. Joint Swi 36. Scaltnp
Z7. Lan�/Shouldar 37. 5h�inka�� � •
28. u�aa� CracWnp 38. Spalllnp ComK 30L 30L
28. Patehiny (IJrp�) 39. Spdtlny JoiM 38 L 38 L 9
30. Patehinq (Sm�q)
DIST No. o�smr DEWCT , z2 L zZ M �
7YPE S � SLABS % VAIUE 3$ t_ S
26 N — �00 8.0 � .
22 L 3 IS 12.6 22L 22L
7
22 M � 5 '7• '� . .
23 N 3 i 5 30. 5 38 �
i 6
30 N 4 2o y.4 . .
3�i N 2 IO 25. 1 34 N I
� 5
38 L 6 30 5.8 , .
39 u � 5 9.0 34 h I 4
� 30� i �
3
� 23 M 30� �
2
� 3 g � 23 M .
39 H 38 �- �
• 1 2 3 4
FIG. 7 Example of a Jointed Rigid Pavement Condition Survey Data Sheet
where: � (PG � A
PCI = area weighted PCI of randomly surveyed sample pC � _�_� (6)
units, � A � ;
PCI,.� = PCI of random sample unit i, ;_�
A, = area of random sample unit i,
n = number of random sample units surveyed. ,�
If additional sample units, as defined in 2.1.1, are surveyed, PC�,.(A -� A�,) + PCl �,4
the area weighted PCI of the surveyed additional units PC[� _ �-' A �-� (7)
( PCI ) is calculated using equation 6. The PCI of the
pavement section is calculated using equation 7.
9
c�' D 6433 - 07
m=1+(9/98)( 100-30.5)=7.4<8
Use highest 7 deducts and 0.4 of eighth deduct.
0.4 x 4.4 = 1.76
# Deduct Values Tctal q CDV
1 30.5 z5.i �z.6 9.o B.o '�.'� 5.g i.76 ioo.5 '� 50.0
2 30.5 zs.l i2.6 9.0 8.0 '�'� z �.� 96.'� 6 yg.5
3 30. 5 25, t�2.6 y.0 $. O 2 2. �•'�6 9 I. 0 5 5 r. o
4 30.5 251 12•6 g•O 2 2 z 1 •' 76 85. 4 �i9.G
5 30.5 25.1 IZ.6 z z Z 2 �.?6 '�S.O 3 SG.0
6 30.5 25.1 z �Z 2 z z i.�76 6�.�1 z 5G.0
7 3�. g 2 2 2 2 2 2 �.'�6 'iy, 3 I y`i• 3
8
9
1Q
Max CDV = 5 �
PCI = 100 - Max CDV = �"�5
Rating = F'AIQ
FIG. 8 Calculation of Corrected PCI Value--Jointed Rigid Pavement
12. Report
PCI = area weighted PCI of additional sample units, � 2, � Develop a summary report for each section. The
PCI�, = PCI of additional sample unit i, summary lists section location, size, total number of sample
A = area of additional sample unit i, units, the sample units inspected, the PCIs obtained, the
A = area of section,
rn = number of additional sample units surveyed, and average PCI for the section, and the section condition rating.
PCI,. = area weighted PCI of the pavement section.
l 1.2 Determine the overall condition rating of the section by
using the section PCI and the condition rating scale in Fig. 1.
10
c� D 6433 — 07
APPENDIXES
(Nonmandatory Information)
Xl. Distress in Asphalt Pavements
X1,1 During the field condition surveys and validation of X1.4.6.2 M—Medium. Vehicle vibrations are significant
the PCI, several questions are commonly asked about the and some reduction in speed is necessary for safery and
identification and measurement of some of the distresses. The comfort. Individual bumps or settlements, or both, cause the
answers to these questions for each distress are included under vehicle to bounce significantly, creating some discomfort.
the heading "How to Measure." For convenience, however, the X1.4.6.3 H—High. Vehicle vibrations are so excessive that
most frequently raised issues are addressed below: speed must be reduced considerably for safety and comfort.
X 1.1.1 If alligator cracking and rutting occur in the same Individual bumps or settlements, or both, cause the vehicle to
area, each is recorded separately at its respective severity level, bounce excessively, creating substantial discomfort, safety
X 1. i.2 If bleeding is counted, polished aggregate is not hazard, or high potential vehicle damage.
counted in the same area. X1.4.7 The inspecror should drive at the posted speed in a
X1.1.3 Spalling as used herein is the further breaking of sedan that is representative of cars typically seen in local
pavement or loss of materials around cracks or joints. traffic. Pavement sections near stop signs should be rated at a
X1.1.4 If a crack does not have the same severity level deceleration speed appropriate for the intersection.
along its entire length, each portion of the crack having a ALLIGATOR CRACKING (FATIGUE)
different severity level should be recorded separately. If,
however, the different levels of severity in a portion of a crack X1.5 Descriptiorr—Alligator or fatigue cracking is a series
cannot be easily divided, that portion should be rated at the of interconnecting cracks caused by fatigue failure of the
highest severity levei present. asphalt concrete surface under repeated traffic loading. Crack-
X11.5 If any distress, including cracking and potholes, is �ng begins at the bottom of the asphalt surface, or stabilized
found in a patched area, it is not recorded; its effect on the base, where tensile stress and strain are highest under a wheel
patch, however, is considered in determining the severity level load. The cracks propagate to the surface initiaily as a series of
of the patch. parallel longitudinal cracks. After repeated traffic loading, the
X1.1.6 A significant amount of polished aggregate should cracks connect, forming many sided, sharp-angled pieces that
be present before it is counted. develop a pattern resembling chicken wire or the skin of an
X1.1.7 A distress is said to be raveled if the area surround- alligator. The pieces are generally less than 0.5 m(1.5 ft) on the
ing the distress is broken (sometimes to the extent that pieces longest side. Alligator cracking occurs only in areas subjected
are removed). to repeated traffic loading, such as wheel paths. Pattern-type
X1.2 The reader should note that the items above are cracking that occurs over an entire area not subjected to
general issues and do not stand alone as inspection criteria. To loading is called "block cracking," which is not a load-
properly measure each distress type, the inspector must be associated distress.
familiar with its individual measurement criteria. X1.5.1 Severity Levels:
X1.3 Nineteen distress types for asphalt-surfaced pave- X1.5.1.1 L—Fine, longitudinal hairline cracks running par-
ments are listed alphabetically in this manual. allel to each other with no, or only a few interconnecting
cracks. The cracks are not spalled (Fig. Xl.l).
RIDE QUALITY
X1.4 Ride quality must be evaluated in order to establish a - - �,. ,,, �t.,
severity level for the following distress types: �� �`"'� _" �
�� � �.
X1.4.1 Bumps. �� y � : � : � �f,,^ � � « ,.,�
X1.4.2 Corrugation. �.,�'�" �``'`'
X1.4.3 Railroad crossings. ���� • �
X1.4.4 Shovin � �{ h � "�
g• .�:,>� . , i � t � .
X1.4.5 Swells. '" ; ''r
�
X1.4.6 To determine the effect these distresses have on ride �� •-" �`+�''�� �
qualiry, the inspector should drive at the normal operating ,���,�: 4�,�' � �
e � Y �
speed and use the following severity-level definitions of ride �, �� <^�' -
�,,, ,
quality: x�� 3°�� ,�i � � I ���� ��
X1.4.6.1 L—Low. Vehicle vibrations, for example, from ,.�� �,� f �' f
corrugation, are noticeable, but no reduction in speed is �`':�: �° �`
necessary for comfort or safety. Individual bumps or settle-
ments, or both, cause the vehicle to bounce slightly, but create �
little discomfort. FIG. X1.1 Low-Severity Ailigator Cracking
11
� D 6433 - 07
X1.5.1.2 M—FurCher development of light alligator cracks
into a pattern or network of cracks that may be lightly spalled
(Fig. X I .2).
X 1.5.1.3 H—Network 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 (Fig. X 1.3).
X1.5.2 How to Measure—Alligator cracking is measured in
square meters (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 aliigator
cracking and rutting occur in the same area, each is recarded
separately as its respec[ive severity level. FIG. X1.3 High-Severity Alligator Cracking
BLEEDING
�
X1.6 Description---Bleeding is a film of bituminous mate- J �'� }
rial 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, or low air vnid
content, or a combination thereof. 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.
X1.6.1 Severity Levels:
Xl.6.L1 L—Bleeding only has 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 (Fig. X1.4). FIG. X1A Low-Severity Bleeding
X1.6.1.2 M—Bleeding has occurred to the extent that
asphalt sticks to shoes and vehicles during oniy a few weeks of
the year (Fig. XI.S).
X1.6.1.3 H—Bleeding has occurred extensively and consid-
erable asphalt sticks to shoes and vehicles during at least
several weeks of the year (Fig. X 1.6).
X1.6.2 How to Measure—Bleeding is measured in square
meters (square feetj of surface area. If bleeding is counted,
polished aggregate should not be counted.
FIG. X1.5 Medium Bleeding
BLOCK CRACKING
X1.7 Description—Block cracks are interconnected cracks
that divide the pavement into approximately rectangular
pieces. The blocks may range in size from approximately 0.3
by 03 m(1 by 1 ft) to 3 by 3 m(10 by 10 ft). Block cracking
FIG. X1.2 Medium Aliigator Cracking is caused mainly by shrinkage of the asphalt concrete and daily
l2
�� D 6433 - 07
" �'�' °``r�� X].7.12 M—Blocks are defined by medium-severity
� � tl..'� ��
cracks (Fie. X1.8).
X1.7.1.3 H—Blocks are defined by high-severity� cracks
���� r �` (Fig. X 1.9).
'^'� '� � X 1.7.2 H��rv to Measure—Block cracking is measured in m'`
';-' (ft�') of surface area. It usually occurs at one severity leve] in a
• given pavement section; however, if areas of different severity
+ � 2 levels can be distinguished easily from one another, they
should be measured and recorded separately.
�� �� �. � �� � BUMPS AND SAGS
X 1.8 Description:
X1.8.1 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:
X1.8.1.1 Buckling or bulging of underlying PCC slabs in
AC overlay over PCC pavement.
X1.8.1.2 Frost heave (ice, lens growth).
X1.8.1.3 Infiltration and buildup of material in a crack in
FIG. X1.6 High-Severity Bleeding combination with traffic loading (sometimes called "tenting").
X 1.8.1.4 Sags are small, abrupt, downward displacements
temperature cycling, which results in daily stress/strain cy- of the pavement surface. If bumps appear in a pattern perpen-
cling. It is not load-associated. Block cracking usually indi- dicular to traffic flow and are spaced at less than 3 m(] 0 ft), the
cates that the asphalt has hardened significantly. Block crack- �istress is called corrugation. Distortion and displacement that
ing normally occurs over a large portion of the pavement area, occur over large areas of the pavement surface, causing large or
but sometimes will occur only in nontraffic areas. This type of �ong dips, or both, in the pavement should be recorded as"
distress differs from alligator cracking in that alligator cracks swelling.'
form smaller, many-sided pieces with sharp angles. Also, X1.8.2 Severiry Levels:
uniike block, alligator cracks are caused by repeated traffic X 1.8.2.1 I�Bump or sag causes low-severity ride quality
loadings, and therefore, are found only in traffic areas, that is, (Fig. X1.10).
wheel paths. X1.8.2.2 M—Bump or sag causes medium-severity ride
X1.7.1 Severity Levels: quality (Fig. X1.11).
X 1.7.1.1 L—Blocks are defined by low-severity� cracks X 1.8.2.3 H—Bump or sag causes high-severity ride quality
(Fig. X 1.7). (Fig. X 1.12).
X1.83 How to Mensure—Bumps or sags are measured in
linear meters (feet). If the bump occurs in combination with a
crack, the crack also is recorded.
' See definitiuns of longitudin�il transverse cracking within Appendix X2.I0.
; y .. _. � . � � .
� ,��'.�,." . "
,�y` `' �'��
�'�r..� .n�
�.; _
�� 7
���!'µ"y.� �72E .�p" ��T-�l.. ` ��� r
��� ���r
a �� �'",� b , •
j .�i- ; ; ; � .
4 • .-
��''��''�`+�'tJy, ' a "� ' ; ��- .,.
t,� � 'r� °. 1.. r - ...
� . t„ ' a' i3r �` +s*r",� ',�t+v
� �;- �.",�,?;z , ;!' ^c �'' k -� ��
�s ,, �' :r
• �c 't ;'
FIG. X1.7 Low-Severity Block Cracking FIG. X1.8 Medium-Severity Block Cracking
l3
�'y D 6433 - 07
� �:�� �
,�
,�
.,,
� �., � .
'�' ��>
i �
F•
j Y � r �
r
x�. h '
_ �� � : �`'.
x✓1s�� '� � 'i�`
FIG. X1.9 High-Severity Block Cracking FIG. �X1.12 High-Severity Bumps and Sags
the traffic direction. This type of distress usually is caused by
traffic action combined with an unstable pavement surface or
base.
X1.9.1 Severity Levels:
X1.9.1.1 Ir—Corrugation produces low-severity ride qual-
� �''� ity (Fig. X 1.13).
_._ _ �
X 1.9.1.2 M—Corrugation produces medium-severity ride
quality (Fig. X 1.14).
X 1.9.1.3 H—Corrugation produces high-severity ride qual-
ity (Fig. X 1. I S).
X 1.9.2 How to Meusure—Corrugation is measured in
square meters (square feet) of surface area.
DEPRESSION
FIG. X1.10 Low Bumps and Sags
X 1.10 Description—Depressions are localized pavement
,' surface areas with elevations slightly lower than those of the
.�� F' ,. ,� t x� .<. . ', � 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 ean be spotted
�����??�, � by looking for stains caused by ponding water. Depressions are
.i
. r 334 ' � �.,.�'
_,� ' �, created by settlement of the foundation soil or are a result of
;n � ,�,�� ._
E ) '
Y 1
�` .�i q���� f ��� � *^:
y , «T-.,F•` . , t.
§�' �-� �� �
*�w +t, � - k x
� *�± .. � � ` . s
;" � � '
� . ?�
� r < t
� �_tt_ ', . �. , .�. - -...
> ��°q�,.� �,," �
• ,��'{, , . • ;.
'^,v�'�a . 3 r `�` x ,
•.b. r:�:= a '�. � �� � � � ?� .
FIG. X1.11 Medium-Severity Bumps and Sags ��.>�.. �., -�_� � s
CORRUGATION
�-�„�� � ,��' `_
X 1.9 Descriptiori—Corrugation, also known as "wash- '� 4r �� �„�. ,�
:� � �
.�e ,t,� a :a�, :..
boarding", is a series of closely spaced ridges and valleys '�`
(ripples) occurring at fairly regular intervals, usuaily less than
3 m(] 0 ft) along the pavement. The ridges are perpendicular to FIG. X1.13 Low-Severiry Corrugation
14
c�' D 6433 — 07
: r; ,.. � _
� �1�'►.Y��E+►>
� �" '�^'�"� � � �4�
�� ��: �.
a. . � .. , . _ ���
+�x ' . �
�, ���
�� .�i �`���� a 'e4���`a �, � � te y k'�'�'* ,
� �, r.��� � , �� ���� „;
_;�, '` ' � �� � �
� �� ,. {a �
.�
_� , � � �
o.+��'�.."�.i��' 'a �;w��t���.xs.�.
FIG. X1.14 Medium-Severity Corrugation FIG. X1.17 Medium-Severity Depression
� � _�.,� .
X1.10.1.3 H—More than 50 mm (2 in.) (Fig. X1.18).
�'� ���, x w ;* �, - � X 1.10.2 How to Mensure—Depressions are measured in
?t�*��'�� square meters (square feet) of surface area.
�
�'"` W '' ��+�� i��� EDGE CRACKING
�F ,�
, �,�;
X 1.11 Description—Edge cracks are parallel to and usually
within 0.3 to 0.5 m(l to 1.5 ft) 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).
X l.l l. l Severity Levels:
FIG. X1.15 High-Severity Corrugation Xl.l l.l.l I�Low or medium cracking with no breakup or
raveling (Fig. X1.19).
improper construction. Depressions cause some roughness, and X1.11.1.2 M—Medium cracks with some breakup and rav-
when deep enough or filled with water, can cause hydroplan- eling (Fig. X1.20).
ing. X111.1.3 H—Considerable breakup or raveling along the
X1.10.1 Severitv Levels (Maximum Depth of Depression): edge (Fig. X1.21).
X1.11.2 How to Measure—Edge cracking is measure in
XI.lO.l.l L-13 to 25 mm (�h to 1 in.) (Fig. XLl6). linear meters (feet).
X1.10.1.2 M-25 to 50 mm (1 to 2 in.) (Fig. X1.17).
� . .. ., _ ..
.. .
- w A • ,�-��, , . � t
.�.;
�.'
�:,.
:'=�
FIG. X1.16 Low-Severity Depression FIG. X7.18 High-Severity Depression
IS
<�1' D 6433 — 07
mainly by thermal- or moisture-induced movement of the PCC
�� slab beneath Che AC surface. This distress is not load-related;
i.� 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
r distresses.
�•
�.�. � � X1.12.1 Severity Levels:
� .�:.
X1.12.1.1 L—One c�f the following conditions exist� (I�ig.
�•�� t��� �.� �2� X1.22): Nonfilled crack width is less than 10 mm (='/s in.), or
`- `�'�� �r filled crack of any width (filler in satisfactory condition).
� X1.12.1.2 M—One of the following conditions exists (Fig.
X 1.23): Nonfilled crack width is greater than or equal to 10
mm (=�/x in.) and less than 75 mm (3 in.); nonfilled crack less
than or equal to 75 mm (3 in.) surrounded by light secondary
FIG. X1.19 Low-Severity Edge Cracking cracking; or, filled crack of any width surrounded by light
secondary cracking.
X1.12.1.3 H—One of the following conditions exists (Fig.
��'°� ,��<. X1.24): Any crack filled or nonfilled surrounded by medium-
�.�M or hi�h-severity secondary cracking; nonfilled cracks greater
`�����. than 75 mm (3 in.); or, a crack of any width where approxi-
���` �``� mately 100 mm (4 in.) of pavement around the crack are
� �. '� � � � severely raveled or broken.
'�' f ' Y X1.12.2 How to Measure—Joint reflection cracking is mea-
r*.y5�,5a '^i�e ,r �:, i r.-
� ' � ��� ���` ,::�� � `' _ � sured in ]inear meters (Feet). The ]ength and severity level of
'� t ��:�'� ����° - each crack should be identified and recorded separately. For
� . �� � .� 'r��'�+" �,, �
�, � -� �'`�� ''y�� . � �` '� �^� _•,� example, a crack that is 15 m(50 ft) long may have 3 m(10 ft)
�: Jh ln�� 3' 4 �� � Y .
. ,�, �'; ,� ,� '. � of high severity cracks, which are all recorded separately. If a
. .� ,� � �
` bump occurs at the reflection crack, it is recorded also.
Y� � � �?.�e', � 4 °;ts. � y ?; 4,
. � y�, � �:, �� �`^ ` S �`v`
�,� t"�- _ LANE/SHOULDER DROP-OFF
.�, _ �� �. ,��
_ �-• °��� :'r� X1.13 Description—Lane/shoulder drop-off is a difference
FIG. X1.20 Medium Edge Cracking 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.
Xl.13.1 Severitv L.evels:
� niil J`o " -
X1.13.1.1 L—The difference in elevation between the pave-
ment edge and shoulder is > 25 mm (1 in.) and< 50 mm (2 in.)
(Fig. X1.25).
� °� •r.,,� � .x ; ,�_ ,� ..
�` �� ,�" r"r' '�"�`:�;
� ,-�� � � ..
;i k ,. ��
"� ' f� �". ���r
� ;°- �
�A
��1
^r � F
.����"��; -'��. ��;� �.,�.; �
r
�;*;y �'� , � .` � �
FIG. X1.21 High-Severity Edge Cracking �;���'��. ,�� �� �Y;k �`� :� ��
��'�« � t �s``i� �° . ` �'� ""'
JOINT REFLECTION CRACKING , :; '� �+��' K#x ��,. ��'� � ��-
'�"r „4t �'' r ~"� . ,.
(From Longitudinal and Transverse PCC Slabs) .� „ �r e �� K TM
� ;� ���� s�� �;
X1.12 Description—This distress occurs only on asphalt- �'�}"� ��"� ��'� �` ,, n-��
surfaced pavements that have been laid over a PCC slab. It �;; ' �;�
does not include reflection cracks from any other type of base, �''
.
, �' . �e
that is, cement- or lime-stabilized; these cracks are caused FIG. X1.22 Low-Severity Joint Reflection Cracking
l6
<�'}' D 6433 — 07
� I �� ta�;-, ..� i , ,• . ; �,�. 4 ; :. - _ *,
� _ � � � ���� v ` 4'4 `
. 11' ' I. �'.
Z
}-,
- �I�
���� •
1 A
�' '
��� .�
f � E .
1 . p � .
�- l ;'�'
"`� .
y: ,
FIG. X1.25 Low-Severity Lane/Shoulder Drop-Off
� #=-:
�i
�T �`
���'����
� ..�. t� _ �... � ��„
�� � �
��;:w�. _ — - _ � � . ' =-• �:
r.�»
FIG. X1.23 Medium-Severity Joint Reflection Cracking -�- -
, - `. . ,- -- _.
^
. .
,. . -
. ,�. � °' " � . �;, ,n �? i , ,
,� . . , . _.. .
,.� .
x� � � ��i r .
J `.. ��: �,
� x . .� �, � �. � s
`,. * , :.
`` Y , .
� . �
�r _��
�� r � -. " * • *�' *���: •
� � ��'
. ,�
� : . .
.� , ._
: . . `"-�"'� , � ;: •'3r . ,� :. .. �
.a
.._ �. :�.
�.�r,:� : . � .�...�: � ��." �� • . �. - �_ � � Y ..:w.. � - _"
�, .� �' > t; :,��' FIG. X126 Medium-Severity Lane/Shoulder Drop-Off
�� F
" � �°-'�!�
�* .
� �±� �� '� .s i
f "'`�, �.'� � .
t: � ��f-r. C;i, � S� �, � .
"y`o�r:a �:`�' • �
� �'/�. ';t�` ��.. . F Y� . � . _
� O �" Y
ti�� �• f -t' ^ �� � . .
y� ,�.. x {� '� . .
�� M � �• q � � r . � _
�'`.� _ . ... ,+. ." �R w.►.... ___._
FIG. X1.24 High-Severity Joint Retlection Cracking
� � :� � .
X1.13.1.2 M—The difference in elevation is > 50 mm (2 �� �` ��� ��
� �,� ,. , � `:
in.) and < 100 mm (4 in.) (Fig. X I .26). � � °� � = � �� �
X1.13.1.3 H—The difference in elevation is > 100 mm (4 FIG. X1.27 High Lane/Shoulder Drop
in.) (Fig. X I .27).
X1.13.2 How to Measure—Lane/shoulder drop-off is mea-
sured in linear meters (feet). X1.14.1 Longitudinal cracks are parallel to the pavement's
centerline or laydown direction. They may be caused by:
LONGITUDINAL AND TRANSVERSE CRACKING X1.14.1.1 A poorly constructed paving lane joint.
(Non-PCC Slab Joint Reflective) X1.14.1.2 Shrinkage of the AC surface due to low tempera-
tures or hardening of the asphalt, or daily temperature cycling,
X 1.14 Description: or both.
l7
�' D 6433 — 07
X1.14.1.3 A reflective crack caused by cracking beneath the
surface course, including cracks in PCC slabs, but not PCC
joints.
X1.14.1.4 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.
X1.14.2 Severity Levels: `��� �� ~���'.'� � "�
X1.14.2.1 I�One of the following conditions exists (Fig.
X 128): nonfilled crack width is less than 10 mm ('/s in.), or
filled crack of any width (filler in satisfactory condition).
X1.14.2.2 M—One of the following conditions exists (Fig. �,�#
X 1.29): nonfilled crack width is greater than or equal to 10 mm
and less than 75 mm ('/x to 3 in.); nonfilled crack is less than
or equal to 75 mm (3 in.) surrounded by light and random
cracking; or, filled crack is of any width surrounded by light FIG. X1.29 Medium-Severity Longitudinal and Transverse
random cracking. Cracking
X1.14.2.3 H—One of the following conditions exists (Fig.
X 1.30); any crack filled or nonfilled surrounded by medium- or
high-severity random cracking; nonfilled crack greater than 75
m(3 in.); or, a crack of any width where approximately 100
mm (4 in.) of pavement around the crack is severely broken.
X1.14.3 How to Meascrre—Longitudinal and transverse
cracks are measured in linear meters (feet). The length and
severity of each crack should be recorded. If the crack does not '� �' ,,�� ��° z�`� ����`�" `� �'�;� �' �
have the same severity level along its entire length, each ��' ' * °:, �`:� ����
� �.�
portion of the crack having a different severity level should be ,� '� ��'�� � x ���,�� �`����� � �� r ' �
recorded separately. � � �`� ° �- � � '�°
'�� �� �'� -�� �;�� r
PATCHING AND UTILITY COT PATCHING �,;� � ,��; �� �� �
X1.15 Descril�tion—A is an area of pavement that has
been replaced with new material to repair the existing pave-
ment. A patch is considered a defect no matter how well it is
performing (a patched area or adjacent area usually does not FIG. X1.30 High-Severity Longitudinal and Transverse Cracking
perform as well as an original pavement section). Generally,
some roughness is associated with this distress.
X1.15.1 Severitv Levels:
X1.15.1.1 IrPatch is in good condition and satisfactory.
Ride quality is rated as low severity or better (Fig. X 1.31).
X1.15.1.2 M—Patch is moderately deteriorated, ar ride
quality is rated as medium severity, or both (Fig. X1.32).
FIG. X1.37 Low-Severity Patching and Utility Cut Patching
X1.15.1.3 H—Patch is badly deteriorated, or ride quality is
rated as high severity, or both; needs replacement soon (Fig.
X 1.33).
X1.15.2 Hotiv to Mecrsure—Patching is rated in ft' of
FIG. X1.28 Low-Severity Longitudinal and Transverse Cracking surface area; however, if a single patch has areas of differing
l8
;�' D 6433 — 07
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.
�. X1.16.1 Severiry Levels—No degrees of severity are de-
-�.-- = �� �� :�. ,�� �: fined; however, the degree of polishing should be clearly
���'� �� �� -��' evident in the sample unit in that the aggregate surface should
,�� �. '.�.
-� ;�- � ��,: be smooth to the touch (Fig. X1.34).
� * t '' ,�: �; ;�
s�' � ,�. '- X1.16.2 How to Measure—Polished aggregate is measured
�` ��` ��"� t�°°�,���'� � in square meters (square feet) of surface area. If bleeding is
'`' °�' �-: �..�" �" counted, polished aggregate should not be counted.
_ �.� ...<:
_ � � j � : POTHOLES
FIG. X1.32 Medium Patching and Utility Cut Patching
X1.17 Description—Potholes are small—usually less than
750 mm (30 in.) in diameter—bowl-shaped depressions in the
pavement surface. They generally have sharp edges and
vertical sides near the top of the hole. When holes are created
by high-severity alligator cracking, they should be identified as
potholes, not as weathering.
Xl.17.1 Severiry Levels:
X117.1.1 The levels of severity for potholes less than 750
mm (30 in.) in diameter are based on both the diameter and the
depth of the pothole, according to Table X 1. I.
X1.17.1.2 If the pothole is more than 750 mm (30 in.) in
diameter, the area should be determined in square feet and
divided by 0.5 m (5.5 ft find the equivalent number of holes.
If the depth is 25 mm (1 in.) or less, the holes are considered
medium-severity. If the depth is more than 25 mm (1 in.j, they
are considered high-severity (Figs. X1.35-X1.37).
FIG. X1.33 High-Severity Patching and Utility Cut Patching X 1.17.2 Hvw to Meusure—Potholes are measured by count-
ing the number that are ]ow-, medium-, and high-severity and
recording them separately.
severity, these areas should be measured and recorded sepa-
rately. For example, a 2.5 m'` (27.0 ft`) patch may have 1 m RAILROAD CROSSING
(11 ft�) of inedium severity and 1.5 m� (16 ft�') of low severiry.
These areas would be recorded separately. Any distress found X1.18 Description—Railroad crossing defects are depres-
i❑ a patched area will not be recorded; however, its effect on sions or bumps around, or between tracks, or both.
the patch will be considered when determining the patch's X1.18.1 Severiry Levels:
severity leveL No other distresses, for example, 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 paverr►ent, for example, replace-
ment of a complete intersection.
POLISHED AGGREGATE
XL16 Description—This distress is caused by repeated
traffic applications. Polished aggregate is present when close
examination of a pavement reveals that the portion of aggre-
gate extending above the asphalt is either very small, or there
are no rough or angular aggregate particles to provide good
skid resistance. 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 FIG. X1.34 Polished Aggregate
19
c�' D 6433 — 07
TA X 1.1 Le o f Severity for Potholes
Average Diameter (mm) (in.)
Maximum Depth of 100 to 200 mm 200 to 450 mm 450 to 750 mm
Pothole (4 to 8 in.) (8 to 18 in.) (18 to 30 in.)
13 to �25 mm L L M
(YZ to 1 in.)
>25 and �50 mm L M H
(1 to 2 in.)
>50 mm M M H
(2 in.)
� ;�
�',
��� ��,�, ; � .� � �:
, � r �.�; ,�� , �;
FIG. X7.37 High-Severity Pothole
,
. „�... #� ,
.�.,
a .��,+
FIG. X1.35 Low-Severity Pothole
FIG. X1.38 Low-Severity Railroad Crossing
"�`��:;
FIG. X1.36 Medium-Severity Pothole � °
�� �
N .. t
X1.18.1.1 I�Railroad crossing causes low-severity ride �
c�uality (Fig. X138). ��" �
X1.18.1.2 M—Railroad crossing causes medium-severity '�� >
ride quality (Fig. X t .39). �
X1.18.1.3 H—Railroad crossing causes high-severity ride FIG. X�.39 Medium-Severity Railroad Crossing
quality (Fig. X 1.40).
X1.I8.2 Horv to Measure—The area of the crossing is RUTTING
measured in square meters (square feet) of surface area. If the
crossing does not affect ride quality, it should not be counted. X1.19 Description—A rut is a surface depression in the
Any large bump created by the tracks should be counted as part wheel paths. Pavement uplift may occur along the sides of the
of the crossing. rut, but, in many instances, ruts are noticeable only after a
20
c�'y D 6433 — 07
.
�_;,.
FIG. X1.40 High-Severity Railroad Crossing FIG. X1.42 Medium-Severity Rutting
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.
X1.19.1 Severiry I.evels (Mean Rut Depth):
X1.19. L 1 L-6 to 13 mm ('/a to '/z in.) (Fig. X 1.41).
X 1.19.1.2 M—> 13 to 25 mm (>'/i to 1 in.) (Fig. X 1.42),
X1.19.1.3 H—>25 mm (>1 in.) (Fig. X1.43).
X1.19.2 How to Measure—Rutting is measured in square
meters (square feet) of surface area, and its severity is
determined by the mean depth of the rut (see X 1.19.1.1-
X1.19.1.3). 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 millimeters.
FIG. X7.43 High Rutting
SHOVING
Xl .20 Description: normally occurs only in unstable liquid asphalt mix (cutback or
emulsion) pavements.
X1.20.1 Shoving is a permanent, longitudinal displacement X1.20.2 Shoves also occur where asphalt pavements abut
of a localized area of the pavement surface caused by traffic pCC pavements. The PCC pavements increase in length and
loading. When traffic pushes against the pavement, it produces push the asphalt pavement, causing the shoving.
a short, abrupt wave in the pavement surface. This distress X1.20.3 Severity Levels:
X1.20.3.1 I�Shove causes low-severity ride quality (Fig.
X 1,44).
X1.20.3.2 M—Shove causes medium-severity ride quality
(Fig. X I .45).
X1.20.3.3 H—Shove causes high-severity ride quality (Fig.
X 1.46).
X1.20.4 How to Measure—Shoves are measured in square
meters (feet) of surface area. Shoves occurring in patches are
� considered in rating the patch, not as a separate distress.
SLIPPAGE CRACKING
X1.21 Description—Slippage cracks are crescent or half-
moon shaped cracks, usually transverse to the direction of
travel. They are produced when braking or turning wheels
cause the pavement surface to slide or deform. This distress
usually occurs in overlaps when there is a poor bond between
FIG. X1.41 Low Rutting the surface and the next layer of the pavement structure.
21
c� D 6433 — 07
<�.
FIG. X1.44 Low-Severity Shoving FIG. X1.47 Low-Severity Slippage Cracking
FIG. X1.45 Medium-Severity Shoving FIG. X1.48 Medium-Severity Siippage Cracking
1-�/z in.); or the area around the crack is moderately spalled, or
surrounded with secondary cracks.
X1.21.1.3 H—One of the following conditions exists (Fig.
X1.49): the average crack width is > 40 mm (l-'h_ in.) or the
area around the crack is broken into easily removed pieces.
z�;,..�
N,,
FIG. X1.46 High-Severity Shoving
X1.21.1 Severity Level:
X1.21.1.1 L—Average crack width is < 10 mm ( in.) (Fig.
X 1.47).
X 1.21.1.2 M—One of the following conditions exists (Fig.
X 1.48): average crack width is ? 10 and < 40 mm (? �/s and< FIG. X1.49 High-Severity Slippage Cracking
22
�j' D 6433 — 07
X1.21.2 How to Measure—The area associated with a given
slippage crack is measured in square meters (square feet) and
rated according to the highest level of severity in the area.
SWELL
X122 Description—Swell is characterized by an upward
bulge in the pavement's surface, a long, gradual wave more
than 3 m(10 ft) long (Fig. X1.50). Swelling can be accompa-
nied by surface cracking. This distress usually is caused by
frost action in the subgrade or by swelling soil.
X1.22.1 Severrty Level:
X1.22.1.1 IrSwell 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. FIG. Xt.51 Low-Severity Weathering and Raveling
X 1.22.1.2 M—Swell causes medium-severity ride quality.
X1.22.1.3 H—Swell causes high-severity ride quality. �- �,„ � � •;,� •,� �� ,�.��-�---
�
X1.22.2 Haw to Meusure—The surface area of the swell is ��` h'���� `� `� �� �`•�'r '` �� �
�
t
i� ` .`s.sa�
rueasured in square meters (square feet). �� � ' � � ,, � �� � � ���` ���� x� '"� '�.
y 4 �� �s�! � � � ri��'�'Y a
WEATHERING AND RAVELIN(� � '��.�r` .�: �- =' "
.�'� ,ti � .7= �, �� , ,}.�'+� F�^f. b ,�
X 1.23 Description—Weathering and raveling are the wear- " �'�`�` �' �"" �` �'
ing 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 ' `` '' � �'� ±�� �' ` f
or that a poor-quality mixture is present. In addition, raveling r p i "�� *�``'
°"" ��
may be caused by certain types of traffic, for example, tracked � ,,. F
vehicles. Softening of the surface and dislodging of the -�� ���t �`� ��: `
aggregates due to oil spillage also are included under raveling. r `�' F�'
X1.23.1 Severity Levels:
X 1.23. I.1 I�Aggregate or binder has started to wear away. ' � � � ' '" X �"'
In some areas, the surface is starting to pit (Fig. X1.51). In the FIG. X1.52 Medium Weathering and Raveling
case of oil spillage, the oil stain can be seen, but the surface is
hard and cannot be penetrated with a coin.
X1.23.1.2 M—Aggregate or binder has worn away. The X1.23.1.3 H—Aggregate or binder has been worn away
surface texture is moderately rough and pitted (Fig. X 1.52). In considerably. The surface texture is very rough and severely
the case of oil spillage, the surface is soft and can be penetrated pitted. The pitted areas are less than 10 mm (4 in.) in diameter
with a coin. and tess than 13 mm ('/a in.) deep (Fig. X1.53); pitted areas
]arger than this are counted as potholes. In the case of oil
� � "'�3.
,,.,.
g .
;. r...�.'R .i¢ .:.���: YY ' "k4S • '� �_ �'`&'J���*`o .... �
i �tr{�
' s � t �' +' Sr" E '��- � �� � �'� �-� ..
�+' s . x;, ;i ��s;:� �,. ..
� ,� � �:� � � � s�� ,
�: ��
� � � � :
� � 3
� �..
� �
� .., �; � �
FIG. X1.50 Exampie Swell. Severity level is based on ride quality
criteria. FIG. X1.53 High-Severity Weathering and Raveling
23
<�' D 6433 — 07
spillage, the asphalt binder has lost its binding effect and the X 1.23.2 How to Mensure—Weathering and raveling are
aggregate has become loose. measured in square meters (square feet) of surface area.
X2. DISTRESS IN JOINTED CONCRETE PAVEMENTS
X2.1 This Appendix lists alphabetically 19 distress types bounce excessively, creating substantial discomfort, a safety
for jointed concrete pavements. Distress definitions apply to hazard, or high potential vehicle damage, or a combination
both plain and reinforced jointed concrete pavements, with the thereof.
exception of linear cracking distress, which is defined sepa- X2.2.3 The inspector should drive at the posted speed in a
rately for plain and reinforced jointed concrete. sedan that is representative of cars typically seen in local
X2.1.1 During the field condition surveys and validation of traffic. Pavement sections near stop signs should be rated at a
the PCI, several questions often are asked about the identifi- deceleration speed appropriate for the intersection.
cation and counted method of some of the distresses. Answers BLOWUPBUCKLING
to these questions are included under the heading "How to
Count." For convenience, however, the most frequently raised X2.3 Description—Blowups or buckles occur in hot
issues are addressed below. weather, usually at a transverse crack or joint that is not wide
X2.1.1.1 Faulting is counted only at joints. Faulting associ- enough to permit slab expansion. The insut�icient width usually
ated with cracks is not counted separately since it is incorpo- is caused by infiltration of incompressible materials into the
rated into the severity-level definitions of cracks. Crack defi- joint space. When expansion cannot relieve enough pressure, a
nitions are also used in defining corner breaks and divided localized upward movement of the slab edges (buckling) or
slabs. shattering will occur in the vicinity of the joint. Blowups also
X2.1.1.2 Joint seal damage is not counted on a slab-by-slab can occur at utility cuts and drainage inlets.
basis. Instead, a severity level is assigned based on the overall X2.3.1 Severih Levels:
condition of the joint seal in the area. X2.3.1.1 L�Buckling or shattering causes low-severity
X2.1.1.3 Cracks in reinforced concrete slabs that are less ride quality (Fig. X2.1).
than '/s in. wide are counted as shrinkage cracks. Shrinkage X2.3.12 M—Buckling or shattering causes medium-
cracks should not be counted to determine if the slab is broken severity ride quality (Fig. X2?).
into four or more pieces. X2.3.1.3 N—Buckling or shattering causes high-severity
X2.1.1.4 Low-severity scaling, that is, crazing, should only ride quality (Fig. X2.3).
be counted if there is evidence that future scaling is likely to X2.3.2 Horv to Couiit—At a crack, a blowup is counted as
occur, being in one slab; however, if the blowup occurs at a joint and
X2.1.2 The user should note that the items above are general affects two slabs, the distress should be recorded as occurring
issues and do not stand alone as inspection criteria. To measure in two slabs. When a blowup renders the pavement impassable,
each distress type properly, the inspector must be familiar with it should be repaired immediately.
the individual distress criteria.
CORNER BREAK
X2.2 Ric1e Qualiry:
X2.2.1 Ride quality must be evaluated in order to establish X2.4 Description—A corner break is a crack that intersects
a severity level for the following distress types: the joints at a distance less than or equal to one-half the slab
X2.2.1. i Blowup/buckling. length on both sides, measured from the corner of the slab. For
X2.2.1.2 Railroad crossings.
X2.2.2 To determine the effect these distresses have on ride
quality, the inspector should drive at the normal operating
speed and use the following severity-level definitions of ride
quality:
X2.2.2.1 L—Low. Vehicle vibrations, for example, from
corrugation, are noticeable, but no reduction in speed is
necessary for comfort or safety, or individual bumps or -�' ` „.,�,.., :,�,
settlements, or both, cause the vehicle to bounce slighdy but ��� �' ' ��,;� '� � ' '�� �� � � � ��
create little discomfort. ,- . .,.,� '''"� ;
X2.2.2.2 M—Medium. Vehicle vibrations are si nificant �` :-�.. ��, y,r,z .>"-�` "*
, � �+, � '
and some reduction in speed is necessary for sa ety and •�� �� ���r� .,:������ �!I ��
comfort, or individual bumps or settlements cause the vehicle �,�, v�t„�. ���� �.,� s � �"'
to bounce significantly, or both, creating some discomfort. �'�'� �.
X2.2.2.3 H—High. Vehicle vibrations are so excessive that �` `"'�
�, x,�,��
speed must be reduced considerably for safety and comfort, or �:,����.�` k ' .
individual bumps or settlements, or both, cause the vehicle to FIG. X2.1 Low Severiry Blowup/Buckling
24
�' D 6433 — 07
� , �y`Y b'
_ �ii��l� `��,,� � �� + �r' `
�„ ~•• ._ � � � `;;�u �M� ���'�l� A �� �i�l���'!c�a��4��,� i
.� 7����''� �'if' �py�.
�,� � � � ��
. � .a�: �-�'� i ',`
• � ��'= �`,• �� Y +„ �r:
4+ . « + " ' l� •"
� � � `��'�E� - ug;. «, „� w� - " ` �e s' s <
.v� �11��� �;�' ,;.� -« ;�'
� •,,,�N "� � I � A ' �'+ - �.,.
�- � x �' � � z�: 4.+-
.,- _ ,
.@- �`*', `..
� 9•
� �w
� '�
FIG. X2.2 Medium Severity Blowup/Buckling �„y ''�r�„
�•r�' .� �f
a u � ' � � .
';,t � : fi %'� h r
,�
�
. . . `�F��;��,
z �.�'�, i �.�. �,,.
. . ' . ' ; - �i + �l�����`i�`A.�-���. ......
FIG. X2.4 Low-Severity Corner Break
�:�r ` , �
r
50 mm (2 in.) with faulting < 10 mm (�/s in.}, or a any filled
crack with faulting < 10 mm ('/a in.) (Fig. X2.5).
X2.4.1.3 H—Break is defined by a high-severity crack, or
the area between the break and the joints, or both, is highly
cracked. A high severity crack is a nonfilled crack >50 mm (2
in.) wide, or any filled or nonfilled crack with faulting >10 mm
( in.) (Fig. X2.6).
� X2.4.2 How to Count—Distressed slab is recarded as one
FIG. X2.3 High Blowup/Buckiing slab if it:
X2.4.2.1 A single corner break.
X2.4.2.2 More than one break of a particular severity.
example, a slab measuring 3.5 by 6.0 m(11.5 by 20.0 ft) that X2.4.2.3 Two or more breaks of different severities. For two
has a crack 1.5 m(5 ft) on one side and 3.5 m( I 1.5 ft) on the or more breaks, the highest level of severity should be
other side is not considered a corner break; it is a diagonal recorded. For example, a slab containing both low- and
crack. However, a crack that intersects 0.5 m(4 ft) on one side medium-severity corner breaks should be counted as one slab
and 2.5 m(8 ft) on the other is considered a corner break. A With a medium corner break.
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.
X2.4.1 Severih' Levels—
X2.4.1.1 L—Break is defined by a low-severity crack. A - �- -
.,.,, ��s ._ _«
]ow severity crack is < 13 mm ('/z in.), cracks of any width with � �'" ~- =�s °� �� '��
satisfactory filler; no faulting. The area between the break and ���; ;�
the joints is not cracked or may be lightly cracked (Fig. X2.4). � y w� ': W �a ��,.;,.,�"�° �,,;��`��� ".� ���
.: . �.=, - .. � �. , ` .-•'�.� �s
X2.4.1.2 M—Break is defined by a medium-severity� crack, ,,. �-.� -:�': ^="' �_�
or the area between the break and the joints, or both, has a �� ,:- �. �` .` ""'°' '
--.< , � . �-., ��; � � �-
medium crack. A medium severity crack is a nonfilled crack > ��"` `` �. �, �_ '�, .• �; .� � �.;
13 mm and < 50 �nm (>'h in. and < 2 in.), a nonfilled crack < �. ' �;� ��,.,� ��� �`�;°
.� �.�� �:� �r ��„p� � �. �': ..�
:,� � +� 1 < ��. y . -
: ,,
f -�-. -� � �
° The ahove crack severity definitions are for nonreinforced siabs. For reinforced " ° = s'' -� �`�• ' ���}' =-
slabs, see lineur cracking. FIG. X2.5 MBdium-SeVel'Ity COme� B�2ak
25
�' D 6433 — 07
�.!�
�- � _ _.�. . �,�,,
� � '� �� �� ��
- ' � _�.—�:/'.,�;
C6 �+! � �
� �� � ���4+Y�y ,y. �� . �. � ,.�;
p +dM+a' , • yti} i '' . ; �'
.z, s .� � � 4t . ,�... . - . .
:��e 'F.� �� , � �.t
♦ n .:� �; ��,�^i
: f- . ��..' .
�;,� 'i�. . ..��
t .. -"�(, - �� ,
, r
: .,'
� i � e
�? � , � '� : � ._4—� .:
z ` R � `
� .. . . i �2� _.. '.�
FIG. X2.6 High-Severity Corner Break FIG. X2.7 Low-Severity Divided Slab
DIVIDED SLAB
X2.5 Description—Slab is divided by cracks into four or
more pieces due to overloading, or inadequate support, or both. ,
If all pieces or cracks are contained within a corner break, the ,-' ' `° . LL��
distress is categorized as a severe corner break. _ _ .
X2.5.1 Severiry Levels—Table X2.1 lists severity levels for �- � '�-.,� ';�
divided slabs. Examples are shown in Figs. X2.7-X2.9. 1 `'�--__R
X2.5.2 How to Count—If the divided slab is medium- or �
high-severity, no other distress is counted for that slab. � _ '':
;
DURABILITY ("D") CRACKING � .
X2.6 Description—"D" cracking is caused by freeze-thaw - �_ , ' M �'�� '
expansion of the large aggregate, which, over time, gradually �' ��;� �}
breaks down the concrete. This distress usually appears �►s a � � �- `"'����- � � � � �', ' '��
pattern of cracks running parallel and close to a joint or linear FIG. X2.8 Medium Divided Slab
crack. Since the concrete becomes saturated near joints and
cracks, a dark-colored deposit can usually be found around
fine" D" cracks. This type of distress may eventually lead to
disintegration of the entire slab. •�_- ' `
>���
X2.6.1 Severity Levels: �q -.
� <-.
X2.6.1.1 L�"D" cracks cover less than 15 % of slab area. '` ��, ,
Most of the cracks are tight, but a few pieces may be loose and .;, � f�: . ,;-' �..,�
or missing (Fig. X2.10), � ;�t ° -
X2.6.1.2 M—One of the following condiuons exists (Fig. �� � ` " �� -� - �
X2.I1): "D° cracks cover less than 15 alo of the area and most ;�� ; ti ,' �+� . "
of the pieces are loose and or missing, or "D" cracks cover +"�; �; ���;� �' ' �" � i "�'!
more than 15 % of the area. Most of the cracks are tight, but a s ��� '_•.��:, �"�� ��I,�` •"' '�
few pieces may be loose and or missing. �„�. ,._ �
X2.6.1.3 H—"D" cracks cover more than 15 % of the area b. �`x'
� ,�
and most of the pieces have come out or could be removed �. ��
easil Fi�. X2.12). �'�� Y J'
Y � ` FIG. X2.9 High-Severity Divided Slab
TABLE X2.1 Levels of Severity for Faulting
Severity Level Difference of Elevation X2.6.2 How to Cou�tt—When the distress is located and
L >3 and <10 mm rated at one severity, it is counted as one slab. If more than one
(>'/e and < in.)
M >10 and <20 mm severity level exists, the slab is counted as having the higher
(>�/e and < in.) severity distress. For example, if low and medium "D"
H �2o mm cracking are on the same slab, the slab is counted as medium-
(> inJ
severity cracking only.
26
<��j' D 6433 - 07
X2.7.1.2 Pumping or eroding of material from under the
slab.
X2.7.1.3 Curling of the slab edges due to temperature and
moisture changes.
X2.7.2 Severitv Levels—Severity levels are defined by the
�` �� � difference in elevation across the joint as indicated in Table
X2.2. Figs. X2.13-X2.15 show examples of the different
severity levels.
X2.7.3 How to Coun�—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.
JOINT SEAL DAMAGE
X2.8 Description:
FIG. X2.10 Low-Severity Durability Cracking
X2.8.1 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 founda-
" tion supporting the slab. Typical types of joint seal damage are
� as follows:
�` ' X2.8.1.1 Stripping of joint sealant.
�"
��,; ^ X2.8.1.2 Extrusion of joint sealant.
'�° X2.8.1.3 Weed growth.
� ����` X2.8.1.4 Hardeni�g of the filler (oxidation).
.��=�a}'_9- ''.
• • X2.8.1.5 Loss of bond to the slab edges.
-�.^�,=��E�- y X2.8.1.6 Lack or absence of sealant in the joint.
�� "`'�`�'� T X2.8.2 Severity Levels:
s�' •:.�3 X2.8.2.1 L—Joint sealant is in generally good condition
FIG. X2.11 Medium �urability Cracking throughout section (Fig. X2.16). Sealant is performing well,
with only minor damage (see X2.8.1.1-X2.8.1.6). Joint seal
damage is at low severity if a few of the joints have sealer,
��� which has debonded from, but is still in contact with, the joint
��i �:. �
, „� R ,���; edge. This condition exists if a knife blade can be inserted
• • � �° � �.� '_'��,
'� �� ° between sealer and joint face without resistance.
.�: ,,�, .;,~� :.,t:'�: , a ; � . ' : � .
. _ . , • X2.8.2.2 M—Joint sealant is in generally fair condition
` • over the entire section, with one or more of the above types of
:,�.�.:.; _.......,.__ ?r4: _•� - -.�-...,� -; - :.«;:,�:�,�,,�«__ -
• ,. -- ��- damage occumng to a moderate degree. Sealant needs replace-
'+� ��~ ment within two years (Fig. X2.17). Joint seal damage is at
- �`� �,; medium severity if a few of the joints have any of the following
'�- =�: - � =- ' -. conditions: joint sealer is in place, but water access is possible
� -_ ` ::�� -- _ ' .: through visible openings no more than 3 mm ('/s in.) wide. If
_ .-, �• � z. a knife blade cannot be inserted easily between sealer and joint
_., �,�,? .,; :_,,,.,� ��-:�f• �,+ face, this condition does not exist; pumping debris are evident
+ - '. +�,.�.,,�.�,r-_��
at the joint; joint sealer is oxidized and "lifeless" but pliable
�� ���_ - � ' . �- �"�, �� � , . - _ _.. (]ike a rope), and generally fil]s the joint opening; or, vegeta-
r FIG. X2.12 High Durability Cracking tion in the joint is obvious but does not obscure the joint
opening.
FAULTING TA BLE X2.2 Levels of Severity for Punchouts
X2.7 Descri tiOtt: Severiry of the Majority of Number of Pieces
P Cracks 2 to 3 4 to 5 >5
X2.7.1 Faulting is the difference in elevation across a joint. � L L nn
Some common causes of faulting are as follows: H M H H
X2.7.1.1 Settlement because of soft foundation.
27
c�' D 6433 — 07
:��.
�<
y � �_��;� � " .'
� ,.� . � � •� �- �
�' ` �§ _ �; ,.
� � -;� ,,, � ��,'�~ ._,,� ,� ��, _,
*' �' ' -. �'`.-: ;�
� , � ,y : y � � ,. ��
y*.'+ee=r}^..e�Y�� � .:� . . `
�, � � f ".� � > :e �.� � _
t ,� .� �.- , �
' '� z a+j f*r , �- . ..a,� ,y„�.. ` � �
_ 3�' � �"� "�Ki.� 4c� ..i. � —
.. �� ,`� '�� :.� . � 'iR3'- � .,«Y'.. �'ak
i` �
s 1 � y 't
y �'l, +t.` ��' J � v � Nl�� .. �, �
���,,,;*jfi+�, �� ,�,��` � µ�� .tl
� �. "���" L+, ��� , �,�"�" ;
'" .:;!�+.. t ,�+
�-�'�' `-�.� '- s �"'�r.,'��,..°�- ;�r:
� �. +�,. ''� � � ` . ..i� .,
FIG. X2.13 low-Severity Faulting FIG. X2.16 Low-Severity Joint Seal Damage
/ ,.
r
� ° X � v
a >a
, a
3 + :
r
L� #
1 `
t
'� ��{ .� �� , .
�
:�47t�� � i » I �' ��.�' °� �� � .c`e,�� "�`'*'"t'"�"."-_.
„ ` k � '. �r � : ♦ pF � s� . .-
ar ,}. �-f � y , �
. . w` a �..r i� ��u. � o . �.i.s L►, t!t . +i . . . �, _ . . . ., .
FIG. X2.14 Medium-Severity Fauiting FIG. X2.17 Medium-Severity Joint Seal Damage
"� : ; � LL;�s. �: :;�t � °`- "� �^s�
�� X �W� ��!� "� � � ����I �� i `� : � i .�„`, , * i �,. �� , �*' �� t#. ..
� . ! � x ,e ,. � w � . :..�
I �t �ie m �- ^k ,��
.:� �S;,/M" * ,
��
,
� rt
� h .? t
�`: � .� " � � M ,� ` i;t.
:'*`: �74:.Jt+ ��i ���, - Cv`f;`�,�e3'.^ ,
+S �. . � •. � . �'
. i i,� r . �fy� ` y . �., �<� �. ��;,�;� ' , t �
a
r ,.,� �L
�= ������� '����
�`� ' ,��..� � r �r;.;. .>
,r� .�� ;i..
�. .�:
� ; � �
i � �,..�� ��
/ ��� * Y y 'h a �
�*•�#� � ':?�� �}
J
... : ��` . . ..
FIG. X2.15 High-Severity Faulting FIG. X2.18 High-Severity Joint Seal Damage
X2.8.3 Hotiv to Count—Joint seal damage is not counted on
X2.8.2.3 H—Joint sealant is in generally poor condition a slab-by-slab basis but is rated based on the overall condition
over the entire section, with one ar more of the above types of of the sealant over the entire area.
damage occurring to a severe degree. Sealant needs immediate
replacement (Fig. X2.18). Joint seal damage is at high severity LANE/SHOULDER DROP-OFF
if 10 % or more of the joint sealer exceeds limiting criteria
listed above or if 10 % or more of sealer is missing. X2.9 Descriptiorc—Lane/shoulder drop-off is the difference
28
<��' D 6433 — 07
between the settlement or erosion of the shoulder and the �"
pavement travel-lane edge. The elevation difference can be a ., -- 'i '"° `",�»
� �
safety hazard, and it also can cause increased water infiltration. .
..�, .1. _, ,,. �y
X2.9.1 Severiry Levels: `� ,� � � � ='�
X2.9. L 1 I�—The difference between the pavement edge ,��� '"'�
and shoulder is >25 and �50 mm (>1 and �2 in.) (Fig. X2.19). � �"` �
X2.9.1.2 M—The difference in elevation is >50 and � 100 -
mm (>2 and �4 in.) (Fig. X2.20). �=� �_,�-�
X2.9.1.3 H—The difference in elevation is >100 mm (>4 , 4
in.) (Fig. X2.21), � �
X2.9.2 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 '�
LINEAR CRACKING
(Longitudinal, Transverse, and Diagonal Cracks)
X2.10 Description—These cracks, which divide the slab i
into two or three pieces, usually are caused by a combination
of repeated traffic loading, thermal gradient curling, and
repeated moisture loading. (Slabs divided into four or more FIG. X2.20 Medium Lane/Shouider Drop
pieces are counted as divided slabs.) Hairline cracks that are
only a few feet long and do not extend across the entire slab,
are counted as shrinkage cracks.
X2.10.1 Severitv Levels (No�treinforced Slubs):
X2.10,1.1 L—Nonfilled� cracks <_ 13 mm (� 'h in.) or
filled cracks of any width with the filler in satisfactory
condition. No faulring exists (Fig. X2.22).
X2.10.1.2 M—One of the following conditions exists: non-
filled crack with a width >13 and �50 mm (>'h and � 2 in.);
nonfilled crack of any width � 50 mm (2 in.) with faulting of
<10 mm ('/s in.), or filled crack of any width with faulting <l0
mm (�/s in.) (}�ig. X2.23).
X2.10.1.3 H—One of the following conditions exists: non-
filled crack with a width >50 mm (2 in.), or filled or nonfilled
crack of any width with faulting >10 mm (�'/s in.) (Fig. X2.24).
X2.10.2 Reinforceci Slabs:
X2.10.2.1 L—Nonfilled cracks � 3 and < 25 mm (? '/x to
< 1 in.) wide; filled crack of any width with the filler in
satisfactory condition. No faulting exists.
��
.> � ,
�.` �`� ` .
FIG. X2.21 High Lane/Shoulder Drop
X2.10.2.2 M—One of the following conditions exists: non-
filled cracks with a width >_ 25 and < 75 mm (? 1 and < 3 in.)
and no faulting; nonfilled crack of any width <_ 75 mm (3 in.)
with � 10 mm (�/s in.) of faulting, or filled crack of any width
with � 10 mm (�/s in.) faulting.
X2.10.2.3 H—Once of the following conditions exists:
nonfilled crack >75 mm (3 in.) wide, or filled or nonfilled crack
of any width with faulting >10 mm ('/s in.).
X2.10.3 Hotiv to Count—One the severity has been identi-
, fied, the distress is recorded as one slab. If two medium
FIG. X2.19 Low-Severity Lane/Shoulder Drop-Off severity cracks are within one slab, the slab is counted as
29
c�' D 6433 — 07
R f „c'. � . ' � - 7:.� >,*y "„ �.ki �" '<L` .�Y+x� � , �a..�e�x t.
`" . � ��,c �;;.� =< } � �� ,�
y ,r i' ��-.. ,�. •;` . I,W .
� . -,, r ' ;
r � �� � $"> � • � 5 4,�e�• ,
�r,,,�;,�, � �,<,» ��' «,: =`
� .. ..�,3i+�'�` � . r �n,� �s
� �� '� f i.. � t'
YLIF�G�� .� "0. .� ' R� �:}Y:., "..�. �i
� � r
f y�,� . � � � , � .. 1F .
� � � *� E
'�'�� ` � � . � � ,y . ti a �` � 4 ; 1
Y t T „ �S`�'y«'- ,.. . p ��$ „ fr+i►�e s � F. ��� � �� `4 � � '+
, � ; � t �� , ti� '�
� � ,��y,r ' , �` �'� � � `$ �'p'? �F� t k�
�
:� .,� �T' a, � a y.
i'S .y�, k'� � �t �t t�.'�'.+°
i, � i' fxai' e,.����' i�
/pt,�.�� d �lf .D ��"y + '�•s� .
L '� � '4 r
�`�w�r �'s p"� :rs;. � # �' • b , �„
c'x�,� �'`����:r�
' -�' w ,�+� � � 3;4'
� <�s 'r .�e��• ��� FIG. X224 High-Severity Linear Cracking
� � . < � ,.�e� t��# �� � t � �
! ,��;,:m �* 7 , ;�
�� ��� °`� �� ��� X2.11.1.1 L—Patch is functioning well, with little or no
deterioration (Fig. X2.25).
X2.11.1.2 M—Patch is moderately deteriorated, or moder-
�` ate spalling can be seen around the edges, or both. Patch
FIG. X2.22 Low-Severity Linear Cracking material can be dislodged with considerable effort (Fig.
X2.26).
X2.11.1.3 H—Patch is badly deteriarated. The extent of the
deterioration warrants replacement (Fig. X227).
X2.11.2 Hotiv 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.
t r� ,�.... �
nv .
'�•�a�i k �` ,� .� �� . z 2
X �� k � =�- PATCHING, SMALL (LESS THAN 0.5 M[5.5 FT ])
�.` ���.;..
X2.12 Description—A patch is an area where the original
�'•- pavement has been removed and replaced by a filler material.
�,�"-'?���� �° X2.12.1 Severity Levels:
�-' X2.12.1.1 L—Patch is functioning well with little or no
�;; � � deterioration (Fig. X228).
FIG. X2.23 Medium-Severity Linear Cracking X2.12.1.2 M—Patch is moderately deteriorated. Patch ma-
terial can be dislodged with considerable effort (Fig. X2.29).
having one high-severity crack. Slabs divided into four or more
pieces are counted as divided slabs. In reinforced slabs, cracks
<3 mm ('/s in.) wide are counted as shrinkage cracks. Slabs � "'
� -
longer than 9 m(29.5 ft) are divided into approximately equal - � '
length" slabs" having imaginary joints assumed to be in perfect ,,., .
condition.
PATCHING, LARGE (MORE THAN 0.5 M [5.5 FT �� x•• '�
��. �� . .
AND UTILITY CUTS � y ���� `.
X2.11 Description—A patch is an area where the original w w� �``��;�� -t �; ����'
pavement has been removed and replaced by filler material. A - -..
uCility cut is a patch that has replaced the original pavement to "` � f'; ���,� `. ~ .�� 4 „
allow the installation or maintenance of underground utilities. '��`
The severity levels of a utility cut are assessed according to the
same criteria as large patching.
X2.11.1 Severity Levels: FIG. X2.25 Low-Severity Patching, Large and Utility Cuts
30
c�' D 6433 — 07
,� „�..� ; , � � � �� �� �
.. _
�; , � ,. .
,,,� . .. } �_ rt �-
a� .. � _ � �� ���•-
,+, � tt.;� a�
..:���€ #�^� � a�re��,.,. � � , r��; .
�.
� � *� '� . . .. � ��
�.�`°. «,� 1 . g � a+e °�.'Y'' � . .,���,.
. .,. „ ., .. .
;,��� ,--.: ,,,,,�, -� , — '�.
'�r
�::�� Y � ,p;, +� i . �" � : '
+.L'..' i rti `� A a�+�� . ��'' —..'..r' _' . . - '�� ..
�_14 r c Y � ; �� y � � .
II�. �, r� ��� Wy�:
� '�'� . � J �'�4� �..��'iM %.2�
� I �.��:,�, �t
.:� `' _
FIG. X2.26 Medium-Severity Patching, Large and Utility Cuts FIG. X2.29 Medium-Severity Patching, Small
� . _ � : �,� . �'�;.�
_� -�... :y�, ...
�" . w. a... _ -� . �,
. , .
� r « . ` _ +«.
� » ' � � � �►� '�� -
� ' ° ` �, :
��y � ,a � �� � �+s. .' ` .�,'. �9
� ;�4 � � .�, � '!�' : x;° „� ���*,"'��
� � ��, .� �
,�
� .. .
;� k . `�- �
��
,. �
FIG. X2.27 High-Severity Patching, Large and Utiiity Cuts FIG. X2.30 High-Severity Patching, Small
POLISHED AGGREGATE
X2.13 Description—This distress is caused by repeated
traffic applications. Polished aggregate is present when close
�4:,;�" '�� . examination of a pavement reveals that the portion of aggre-
-� `� � gate extending above the asphalt is either very small, or there
�+t
�°� are no rough or angular aggregate particles to provide good
�,� � � � r� ��' �. skid resistance.
°{�' • ���'`��',��� 3�, �,�,�. X2.13.1 Severity Levels—No degrees of severity are de-
�� � " g -�,�+r" �"';� ��:: ���r���T � fined; however, the degree of polishing should be significant
i #�� f �` `' " �' �- ` �.�.�' before it is included in the condition survey and rated as a
, ,a�+� �#��.� �,,, �' , t,
i '�'"� , �� r„ ��� .�'� ;�,��. � defect (Fig. X2.31).
�
� � 3 � = �:, �. .�+,.., +� �Y , �
� f.r �, � .�,� * .,,,,� ,. s X2.13.2 How �o Count—A slab with polished aggregate is
4
� ��
�,•�.� 2 s'r- �,�,�`�; �r+(���.r.ix': ���� k � COUriteC� flS 011e Sldb.
� �,�� ` � � d � +r � .,�t
.. � �. , . � � r �1 � .
FIG. X2.28 Low-Severity Patching, Small POPOUTS
X2.12.1.3 H—Patch is badly deteriorated. The extent of X2.14 Descriptiort—A popout is a small piece of pavement
deterioration warrants replacement (Fig. X230). that breaks loose from the surface due to freeze-thaw action,
X2.12.2 How to Count—If a single slab has one or more combined with expansive aggregates. Popouts usually range in
patches with the same severity levei, it is counted as one slab diameter from approximately 25 to 100 mm (1 to 4 in.) and in
containing that distress. If a single slab has more than one depth from 13 to 50 mm ('/z to 2 in.).
severity level, it is counted as one slab with the higher severity X2.141 Severity� Levels—No degrees of severity are de-
level. fined for popouts; however, popouts must be extensive before
31
c�' D 6433 — 07
X2.15.1 Severiry Levels—No degrees of severity are de-
fined. It is enough to indicate that pumping exists (Fig. X2.33
and Fig. X2.34).
X2.15.2 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
� �� : � �� � � � addit�ional pumping joint.
�
PUNCHOUT
X2.16 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. The distance between the join and the crack or two
closely spaced cr�cks is � 1.5 m(5 ft) wide. This distress is
FIG. X2.31 Polished Aggregate caused by heavy repeated loads, inadequate slab thickness, loss
of foundation support, or a localized concrete construction
deficiency, for example, honeycombing.
they are counted as a distress. Average popout density must
exceed approximately three popouts/m over the entire slab X2.16.1 Severity Levels—Table X2.2 lists the severity lev-
area (Fig. X2.3?). els for punchouts, and Figs. X2.35-X2.37 show examples.
X2.14.2 Hvw to Count—The density of the distress must be X2.16.2 How to Count—If a slab contains more than one
measured. If there is any doubt that the average is greater than Punchout or a punchout and a crack, it is counted as shattered.
three popouts per square yard, at least three random 1 m (11 RAILROAD CROSSING
ft areas should be checked. When the average is greater than
this density, the slab should be counted.
X2.17 Description—Railroad crossing distress is character-
PUMPING ized by depressions or bumps around the tracks.
X2.17.1 Severity Levels:
X2.15 Descriptioii—Pumping is the ejection of material X2.17.1.1 L—Railroad crossing causes low-severity ride
from the slab foundation through joints or cracks. This is quality (Fig. X2.38).
caused by deflection of the slab with passing loads. As a load X2.17.1.2 M—Railroad crossing causes medium-severity
moves across the joint between the slabs, water is first forced ride quality (Fig. X2.39).
under the leading slab, and then forced back under the trailing X2.17.1.3 H—Railroad crossing causes high-severity ride
slab. This action erodes and eventually removes soil particles quality (Fig. X2.40).
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 ��
supporC; repeated loading eventually will produce cracks. �,`=� �.
Pumping also can occur along the slab edge causing loss of '�"�
�� �
support.
� '.. >� .�w�a
�
�..
� ��i �' I � V I���Pi` `�,'i�?'
�
FIG. X2.32 Popouts FIG. X2.33 Pumping
32
c�' D 6433 — 07
� I � �
�?-
�:
�.. : .
���'
�.°
�
FIG. X2.36 Medium-Severity Punchout
FIG. X2.34 Pumping
FIG. X2.37 High-Severity Punchout
n.....�.:�.�-..,� -. _.. _ . _..
<��,�+�� . . .
. �
FIG. X2.35 Low-Severiry Punchout " _ :� ��`
.. � �,,
X2.17.2 How to Count—The number of slabs crossed by y � � �`�'' ��'� ^����
- ��� ,. ��
the railroad tracks is counted. Any large bump created by the ��" `� �' �*''" � �> �
`+ �'*'
tracks should be counted as part of the crossing. .�„ i .', ,�`
� x �.a ',
� ' . . ,. ,�.�;�
SCALING, MAP CRACKING, AND CRAZING
�.
X2.18 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 Map cracking or crazing usually is FIG. X2.38 Low Railroad Crossing
caused by concrete over-finishing and may lead to surface
scaling, which is the breakdown of the slab surface to a depth X2.18.1.1 I�Crazing or map cracking exists over most of
of approximately 6 to 13 mm ('/a to '/z in.). Scaling also may the slab area; the surface is in good condition, with only minor
be caused by deicing salts, improper construction, freeze-thaw scaling present (Fig. X2.41).
cycles and poor aggregate. The type of scaling defined here is X2.18.I.2 M—Slab is scaled but less than 15 % of the slab
not caused by "D" cracking. If scaling is caused by "D" is affected (Fig. X2.42).
cracking, it should be counted under that distress only. X2.181.3 H—Slab is scaled over more than l 5% of its area
X2.18.1 Severity Levels: (Fig. X2.43).
33
� D 6433 - 07
_ �.._ � �`� ;�=::
�
�� A ` `"� �'
` �� -�� � � � ��� ���,�
��� —`----�;.�.....�..� �'`
� m � .� � , �
.� �,,,� , i •
»,� * ��t g �, 4 , �-. ; .d� '. �� ;
'• .*�,,, � °+r�.�„ '.� .�, k;�-� � ,++v:�.
�� �� � .. �������" ' �, a-
,:� " �+� �y s �` �.�. � ' �'�:� �;
;� �a,, � * t
� �""
° �.� � .
��� " _ .
��� „$�,,.,,u `"o-� � � ..'�+.�.,
e . �„' a � .
E i` (a � �:
�a", :�x „ � �� '�`a
�
,�' � �.�.,� � �r
� �� a , '� .;'.., , «W a,. „ �� � �-; ` :
FIG. X2.39 Medium-Severity Raiiroad Crossing FIG. X2.42 Medium-Severity Scaling, Map Cracking, and Crazing
: e : +r�- ;="�,:� "
s.'4" .• �•�q, �
. . :,.
�
.: . ,r.., _ � . ,.
.�L�'r.a9��h ��f�,l.,�
� �'.. - . . i �,e4.y,•
' , . . . .. - _..
. -' ,..>� :., .. , .
. �� �... :. � � � * .
, �•
�
� ... _• , . - : +.:, a .;{+ ��,'�� .�
. r,�.. . �
. '.e . <. ;,� # ; ' , � a
-,,
�... � 4 .. .. . ,, .. . . . „ .
: _.,�, ' ' � . ,. . ,-. �. . y . � , .
"'
�
�_. - � -� � -. � � �a . .,. . . �. .
. .
�..� � �
..,� �,..� ._.... . ,
�...�.. •: . . ..., �,. . . r �
� .. ' 4 ._,,,�. . "�rs.
._ ' � . . .. � x��. ..n,. .. .
FIG. X2.40 High-Severity Railroad Crossing . FIG. X2.43 High-Severity Scaling, Map Cracking, and Crazing
-- •� • • - that usually are less than 2-m 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.
X2.19.1 Severiry Levels—No degrees of severity are de-
fined. It is enough to indicate that shrinkage cracks are present
(Fig. X2.44).
FIG. X2.41 Low Scaling, Map Cracking, and Crazing
X2.18.2 How to Count—A scaled slab is counted as one
slab. Low-severity crazing only should be counted if the
potential for scaling appears to be imminent or a few small
pieces come out.
SHRINKAGE CRACKS
X2.19 Description—Shrinkage cracks are hairline cracks FIG. X2.44 Shrinkage Cracks
34
c�' D 6433 — 07
X2.19.2 How to Count—If any shrinkage cracks exist on a
particular slab, the slab is counted as one slab with shrinkage
cracks.
SPALLING, CORNER
X2.20 Description—Corner spalling is the breakdown of
the slab within approximately 0.5 m(1.5 ft) of the corner. A
corner spall differs from a corner break in that the spall usually
angles downward to intersect the joint, whereas a break ���: ��'.- ���
extends vertically through the slab corner. Spalls less than 130 �;' ? '�„�:, �4
mm (5 in.) from the crack to the corner on both sides should
not be counted.
X2.20.1 Severiry Levels—Table X2.3 lists the levels of
severity for corner spalling. Figs. X2.45-X2.47 show ex-
amples. Corner spalling with an area of less than 650 cm (10 FIG. X2.a5 Low-Severiry Spalling, Corner
in. from the crack to the corner on both sides should not be
counted.
X2.20.2 How to Count—If one or more corner spalls with
the same severity level are 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 siab with the higher severity level.
SPALLING, JOINT
X2.21 Description:
X2.21.1 Joint spalling is the breakdown of the slab edges ;..� �, <<,
within 0.5 m(1.5 ft) of the joint. A joint spall usually does not e � ���
extend vertically through the slab, but intersects the joint at an ,� �����y
angle. Spalling results from: ���� ��'
X2.21,1.1 Excessive stresses at the joint caused by traffic '`'
loading or by infiltration of incompressible materials.
X2.21.1.2 Weak concrete at the joint caused by overwork-
ing. FIG. X2.46 Medium Spalling, Corner
X221.1.3 Water accumulation in the joint and freeze-thaw
action.
X2.21.2 Severitv Gevels—Table X2.4 and Figs. X2.48-
X2.50 show the severity levels of joint spalling. A frayed joint
where the concrete has been worn away along the entire joint
is rated as low severity.
X2.21.3 How to Coun1—If spall is along the edge of one
slab, it is counted as one siab 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 also can occur along the edges of two adjacent slabs.
TABLE X2.3 Levels of Severity for Corner Spaliing
Dimensions of Sides of Spall
130 x 130 mm to 300 x 300 mm 300 x 300 mm
Depth of Spall (>t2 x 12 in.)
(5 x 5 in.) to (12 x 12 in.)
<2s mm L L FIG. X2.47 High-Severity Spalling, Corner
(1 in.)
>25 to 50 mm L M
(1 to 2 in.)
>50 mm M H If this is the case, each slab is counted as having joint spalling.
(2 in.)
35
c�' D 6433 — 07
TABLE X2.4 Levels o f Se v e rity for Joint Spailing
l.ength of Spall
Spall Pieces Width of Spall �0.5 m >0.5 m
(1.5 ft) (1.5 ft)
Tight�annot be removed easily <100 mm L L
(maybe a few pieces missing. (4 in.)
>100 mm L L
Loose—can be removed and <100 mm L M
some pieces are missing; if
most or all pieces are missing,
spal� is shallow, less than 25
mm (1 in.). >100 mm L M
Missing—most or all pieces have <100 mm L M
been removed. >100 mm M H
-- .�•> � �
a ��»
�: �
c � �� `."�� a � "k 3 ^n.
,a �,"'L^VU4"'Y -: h V�rt�.'� � `�,� ,.�:('p 4 '°F. i l�
! 'i
'g �"��fr' r%�.� -�..*m�:� �'c.
.. � + _,+�s -` ,� �t
� . , i y �� � � ,�- x .: � " .
y s� r.�Fr,�- � 4
�# yrx�� w . r s,
�� r ��4. ,�` y . # I , i l y�, � } .
� {°� .,,'°�yp. � . . .. . .. „ . . . ♦ . ' . •
FIG. X2.48 Low-Severity Spalling, Joint
»s � .
.�`.,�
.,.�.. ..�s
„�_ 'y
�
�_.
�� �� � �*.
r� :»w
� „� �,
x ,,,
�' "�' �'y
, T ,,
`a-. ����
.,yw. ��'�.e.�;,
''
�.
Y * i `� '��� ,.,
FIG. X2.49 Medium-Severity Spalling, Joint
36
c�' D 6433 — 07
A`; . �
4 �
,�
.a.
�f : *���,� ����; �<
. . r . .. ..q.±
4*, .. , . � ' . 4 .� - `
�. .
FIG. X2.50 High-Severity Spalling, Joint
X3. DEDUCT VALUE CURVES FOR ASPHALT
Bleeding Asphalt 2
t0o I .
� I`''I!;I � I! �!ill� �': ;':II!
Alligator Cracking Asphalt 7 90 � I j`. I i � I � � I �� � j j � t � � ���� � �( i
t0a
so� I � � �I���I � � � ������ � �! i���l H p aoi � i! I'!i�! I�! ijjll� � i;•'lil�� H
� I I I I IIII I I I I IIIlI I!� i',i! a' I I 1:�'�i' i I I; I�{!; i �:' ��;II
80� I( �����1� � 1�I� � � i �����, M � 60I I� �����i� � i �����i� I � �
e 70 � ' t 50 . . . I I I! I!; I I � I I M
a I I I I IIIIII I I I'lll� I I; illll � � I f i� i�:'i�i '.:!�!
i SQ I � I � ��IIII �� � I ��I�� I �!��� �I a a0) � � I I����� I � � I�;(�� � �:����I
V
I � I �I��I�� � ��� � � i �I���� e 30 ) � � ���II�� �� ������� � �'�iI�IL
u 30 l i' � i l I l l l � I i � I� I I I I �! � I I � I I ' O I I � �� i �� l l � I' i! � �� � � . t � l
e I I � � i� III� � I' � ii��l � i� I �;�j � ! � � � I i:li i I ����
p � ' . . . , ...
zo � � i � i � I � � � i j i(' � i I i! I � � � i o.i , ..; ,'o iao
� � ����� � � � I � I � i� I I j �� f I � � j �istress Density - Percent
' , , ` , ' ; : I • FIG. X3.2 Bleeding
o. . . ...,., , ... .
o.i i io ioo
Distress Oertsity - Percent
FIG. X3.1 Alligator Cracking
37
<��' D 6433 — 07
Biock Cracking Asphalt 3 Corrugation Asphalt 5
�ool I I I IiI I I I I III!I) I I I IIIIi ' i � j IIi?ij E I i ili� i I!;;jl� H
90 I! ����I�I ' � 1�1��1� ( I II�II 90 � ��(�I'I�� I�;�II!i� (� I�Ilil
0 80 I I I!if I I I(!IIII i I I IIIII H D 80 i i I I I!Ii!I i � I IIIII! � I i II!i .M
d' I I I IIII�I I I I I I!III I I i�' d'�I I 1 i IIi!i i:�����!� i i i!:�ill
u S �I I I I I� I I � III�II I I� �II� � 60I � I I 1�1111 � � ���:;I� �� I ��li�l
t I ' I M t 56� � � I ��I��I i� i ���'�� i j� ji�!i
y 4Q I I i I i� II I� I I��I� ����Il a 40 � - �� I �. i i i . • '
i I I I IIIII I I I Ililil I I ��!,i� � I I I! II�' i i �`.�,I ���� ��
e 30 ( � � � � � � ' i � � I � ��� 1 i L ° 30 � � i I � �� �� � ; I � � ��� � � i � I I �
I ! I.III �� ' '
zo� I � i{Ilili �;�,,��; i;� il�ii 20 I i I i�:;�� �; � �i;:,� � i I�,�ii
�oi � � � �i;, : ;il � � i ��i�� �� � I I i!�;i! �`'il � i I' i�il
o. . ..,.:.. ' . , ''!... , ....,. o. . : : ;,
o.i y �o �oo o.i i �o ioo
Distress Density - Percent Oistress Oensity - Pe�cent
FIG. X3.3 Block Cracking FIG. X3.6 Corrugation
Bumps and Sags Asphalt 4 Depression Asphait 6
,00l I! i�I��IG i i i�l�';!" � I li!I�i� ,00 , ��!i�� � � I�!!I,I I I��I��l
90I I I� Illi'I i I I' III M I � i l�Il�l 90l I � IIIIII I I I I�iI�) I � I IIIiII
0 80 I I i I Ifiili i I� �lil� ! I I I'III �, f I I IIII I I I i iIIIII I f I II��!'"
� 60 l I� I �����! ,! � ll� i� � I��II u fi0I I ���II�I I I�(I���I I� � ��II�IM
` I I I I Iilli+ ;; I' II�I I i I IIIII ; � I I I IIIIII I!( III!II �!!�illi
t 50 � � ��� I�� ��.; I���� � � � � i���i v 40 � � � � ��I�I� � � � ���!� � I I �!�ij L
a` �� � ������ I � � � �I���i � I! ������ i � � � ������� � I I� �i�� � � ����I
� 30 l � I �II��� f � �! ���� � � � i���� e 30i � � � ��II�� �� I I��� � � � I �����I
20� i I I�I��� � ��i��i� � � ��I�I' 20i � I ���ill� � � r���'! i � I������
10 I � ���:•� I j� I � I I! 70 � � I �� �� I( � i i j � � � � I
:ili i I �I� � � I��,!I a
OT. . . �,.... . . . ...... . � ...... . . . ....... . . ..... . . . .....
0.1 1 10 100 0.1 1 70 700
Distress Density - Percent Oistress �ensity - Pereent
FIG. X3.4 Bumps and Sags FIG. X3.7 Depression
Bumps 8 Sags (Metric Units) Asphalt 4 Edge Cracking Asphalt 7
t00 i; I�� i � � ��li; '�. �I!i�i
'�� I I llli!li I I iililll I I Hi!' � I �'' � '
90 I i I 1����� � � � ������ i! � �� D 80! f I i i'il�� � I� ��� '1� �, � �Il+j
� 80 I � I� � I I I I I ! i f I I I I � ,� � I I I I e 7 0 ! � I �. � �`� i i: � . I �
� 60 I I I I I I I I I I i i i I I� I � I�� � 60 �! i"��I� � � � �' I .! _ I ''!I'�,�
` � � � �����) � � I�`��� � �� I �� ` ( i i I ��iiil I� � I�; ;� i I�����II
t 50 � V 50 1 I I I! �� i I i i ' I i I I�'; � H • : I � I I� I
V do � �� � � �I � � � { � � � � � � � � � � a 40� � � � �I���i � � � ���:!i ��; ��;���
Y 30 I I �II� I I I I II. �� I �i �IIII e 30� � I �(I�I�� I I i ��I � I II!��i
a Zo � � �:IIII� � ,I����� I � ����� 20 I � I I;iil�� �!;Ilii!I '�i I;!III;
� � � � � I��� , � � � ����� � � � ����� �� ' !
�ol � �, iilllt � I I ���4�{ � � � ��� o .: Ilil!� ! i ������
o . , . . , . . . . . . . . , . , . , . , . . , . . , , o.i . ; �o ioo
p,i 1 10 100 Oiserese �ensity - Pe�cent
Distress Density - Pereant FIG. X3.8 Edge Cracking
FIG. X3.5 Bumps and Sags (Metric units)
38
�/' D 6433 — 07
Edge Cracking (Metric Units) Asphalt 7 Lane / Shoulder Drop Otf Asphalt 9
,00 I � � I� � �II� ! � I I! ��� � � � I ��li ,00 � I � � I I i;�l �� �� j;li � i � i I �!��
eo i � � ��li�� � �� 11���� � � i I�I��� 90 � I I � il�!�I � i I IlII�I I I I �I�I��
0 80 I � 1'IIIIIII I I I IIIIII I_I_Illll 0 80 l I' Ilii!I� I I(I��II; I i i III�III
� 6 0l l I Ilflll I I IIIIIII I Illlli �' I I!!!�III I I!����!i I i �Illiil
� I! Ililll� I I IIIIfII ( I Ifllll � 60 1 I I II'ii l l I l I��;f;i I I; I l�i�i
� 50 I i I I IIITI I i I► i►�II I►�,'t'�I � 40 I i i i I ��ill �� I i �!il� "i i i I►!II
'`° I I I I i I�III I I I I Iilll ! � I I IIIII � I I I i I!I;I I I I I I� I I I! I� I I! I!i l
e 30 � � I ������� � � ������ ���i� � � 20� I i ���I��) � I �I���I� M i i ������
so� �� � ���i�� � I�' � � I �!L!� � I I � II��I� I ��� �� � I ��II!I
, i ' � � '
� � I �... ' i' I t!! � I � I j � ' ! I i ..,. !,� i�i� i ! I � � ��i�
r,. ° .
O.t i .. 1 � 100 0.1 1 10 75 100
Dinlreas Density - Percent �istress Den�ity - Percent
FIG. X3.9 Edge Cracking (metric units) FIG. X3.12 Lane/Shoulder Drop-Off
Joint Reflection Cracking Asphalt 8 Lane / Shoulder Orop Off (Metric UnitsT Asphalt 9
t00. ' � (���!� � � ���Ilj ioo � � ����I�� � ����� � � ��� ��
� i� I �i�i�� � j II
90 I ! '. I I ���II I ��� i � ��I� � � � �:Illi 90 I I I� I� I �II � I I I � If1l I � I I I
e0i 1: � I!I��� I � ����I�� � iHi I���I D 80 � 1 � ����I I � � � � �� � � � �� �
d T �I I�� ��;I�� I � � �Illi� I � i i;il�l a�a� � � �� ��� � f � � � � � �� ��'
� 60 i ! i iiili� i i I il� ;l !► � �:iii� 2 60 � � � j �►III I! I II i(I I! III
V S �j � i I i�i��� � � I�ilj!� I �MI I�i�l V 50l � I ��Ii�II � I'III I � I HI
i` I i I�I!li� I I�ll!' I I lil!il� i` I I III11I � I(I� I I I ��II I
e 30 � �� �Ii��!I � ����'.�I ���Liil�ji e 30 i I I•M
so . � �„� ;,.. Zo � � � � ��I�I� I �( II��� i i����
I I� ii��� ,, I�� �� I i i� ( i! Iliii�l I I III r'' ��
10 � I 1�� t �: I � � I�' i I � ' O I I � � I� � � � f ; I �!� I I I f I
p. . . . . . . . . . . . . . . . . . . . . . . . p � . . , � � . . . . . . . . . , . .. i
O.t T 70 700 0.t 1 10 t00
Distress Density - Percent Oistress Qensity - Percent
FIG. X3.10 Joint Reflection Cracking FIG. X3.13 Lane/Shoulder Drop-Off (metric units)
Joint Refleciion Cracking Longitudinal/Transverse Cracking Asphalt 10
(Metric Units) Asphalt 8 ioo ,
y 90 � � ���'i��� � � ��li��l � � �I� �� sal � � ���I�I) I � II� ��� i � I�l���
� � I I �I�II� i � � II���� �/"� �I� �
80 l( i i I�III ! i I I!IIII I! I III o 80 f I f I lii!il � I i ilIIII I i! i�!III
o, i I i liifil i I illf I I 1lli�� � d'°� j i;�I►i!I i I � lilli� I� � iillll
d I I Iii!!II I I lili!�I I'illll � s° � j ��;�;;� i i;i��:} I; i;iilll
Z 60 I I I(I��I�I I Il��III I II�III � 50� I I II�II�I � 1 �� ���� ��
50 � � � �il��� I � I������ � � � I����M a 40I � � � ������ �� I ����� � I i ������
a 4p � � � � i �� I � �� � I � I � � � � � � I I: � i �. I u 30 � I � i� I I � t � � ��� I . � I � �' �' � � �
� 30 � � � � � i �� � I � � � �'� 1 � � � � � � � I L c 20 � I I �����! I � I��'� � I I i;� � � � � I
i �
20I I I��1111� � ; I I���l I� i I��I� 10 i � � I;���i I � I I IIII � I� i'�I�
: . . . : . ...,. � ' . , � .... , . ' . .:..
t0 f I I I I.
o . . � . : � ' � I I I I I ! I I ° o., , ,o ,oa
0.1 1 10 100 Diatress Density - Percent
Distress Density - Percent FIG. X3.14 Longitudinal/Transverse Cracking
FIG. X3.11 Joint Reflection Cracking (metric units)
39
c�' D 6433 — 07
Longitudinal/Transverse Cracking Potholes H M Asphalt 73
(Metric Units) Asphalt 10 t�a � i:; � ���/�� i i j � i;; � �
i � � I f�l�� ��!/:I��i I
too � � �� � � I �� i � i � � � I!� I � i I �( � g � i � r i � i i � �� ! i:� I I� � � �`• i i �!�
90 I I I I � I I � I I � I � I � I I I I I I � I I I � I H D 80 � I I � I i � � I � i � � i I�� I � � � I i I i � I
� 80 � I I � ����I� � I �(I���1 � I I� �I d 7ai I � � �I!II) i 1 i�l��l j �� Ili��l
d��) � �! ������ � � � ��� � � ����� � sol �'� I�il�' �!� i���;� i!��il���
i 60 l I f ��IIIII �� IIII(�I I (IiIII V 50I + i ��:�I�I� I I�:����� I �� li����l
SOI I I I IIIII� � I � ��I�II � I I II�� M i a0 l �� ���I�I ,� ii���� � I I i�i��
i` I I I�lilll ( I IIIII�! I I�i�l�l e' � I�: I! I I'I�III! I I fliill.l
�' I I!!I III I I I':��II I I I� '' ` Z �� I ��.�i! I I� i�l�li I�': i�itl
� I I illllll � I��'';; ' i:I�III 'o; ;� I��I!I' i!.ii�lll i i'ilill,
a � � I''' : i• i i�';;�I � I � ������ o.o, o., i io
Oistress Density - Percent
0.1 1 10 100
Distress Density - Percent FIG. X3.18 Pothotes
FIG. X3.15 Longitudlnal/Transverse Cracking (metrlc units)
Pothotes (Metric Units) �.{ M Asphalt 13
Patching and Utility Cut Patching Asphalt 11 ��� � � I I I I i i � I I ��'� �I � � j j �'' L
� � i I ��I�I� i �! i��!�� � � � �Il�f 90 I � � I�I� � �� ���� �� �� ����
I �� ������ � � � i����� �( I!HIII D 80 � I III�II I. I � .��� I I � I'I�fl
e, I l I I,III ! I� I Iilll !!; Illl °'� I I I!ll � �.I I I Illil
d I! I I iiIII! I i i;iilil � I i�+!II � 60 I I I Illil I I Iili'' I I I Iilfl!
� 50 � � � �I���� � � � ����I I ���I�f� � 40 � � I�'I� I � I ��� � I �����
I I I I I!If�! f!� I!': I � i I�I{!I i I I: IIII� I I Illlil I I I IIIII
a 4 �� � � I ����i� � �� I���� �` � 1 '`��� e 30 I � I I �I�� � � �����) � �� �����
°'� I I i IIIII; I I!'i:ll ' i I III I 20 � {! � I�;;; I � �illll I I I I!IIII
�
Za , : ; � i � i�°ill '°'
, I I;;;i�; � �'' � � o � I III;�� i I! I I':III I! I iiilll
; ; , � •�i� ' � � ! I I!li I I � I I III . .
o : , . . . . . . . . a., , ,� ,ao
Q t t �� �Oa Distresa Denaity - Pereent
Oistress Density - Per�ent FIG. X3.19 Potholes (metric units)
FIG. X3.16 Patching and Utility Cut Patching
Railroad Crossing Asphalt 14
Polished A re ate As halt 12 ��� � • � ��' I'
99 9 p � � � � � ��II� I �! �I��� � � ����i!�
'��I I i II!IIII I I��!IIII I I iIIIi! 90 i I I IIIIIII i I I!IIII i I!"!;I!�I
9° I I i I I!Ili! I I! �!III I I I IIIII o 8° I I I I Ili!II ! i� Iiilll � i I i:!I'I
� 80 � �!�II���� � � ���� I� � ������� a�o � � �����i �����I�, �� ������I
e ' ° � I'! ���;�I � I I iil II _I_I _i IIIII ° s �l I I I Ilifil ' I I i:llll _I ��',�i�l
d
i s �� �� � �i���i � � I �{���� � � i ������ v 40 � � It���l � � I;���� : I i.'!��I
so I I I IIIIII I I I IIIIII I I I IIII ° I I I I II{''.II I�! II'� i
, I � �;i�
a` ! � i IIIIII I i I II.IiI t I i III►I� � 30 I I I I Illlil i. i:lifil !!!t �l!il
� 30 I I� I �Ilil► I I I �IIIII I I I III;II Z° I I I Iliiil ' �!':IIII� ;, I��i!';
zo � 'o � I li!' � �il�l� i �� Ili�;
io� � �I����� I; �Ij���� � � �,'� o � � �..�....
I I' � I�I��� ��! il�l�� � I I ���j� o.i i io wo
p . . . . . . ... . . . . . . . .. . . . . Diatress DensiiY ' Percent
°•' � 10 � FIG. X3.20 Railroad Crossing
Oistress Density - Percent
FIG. X3.17 Polished Aggregate
40
c�' D 6433 — 07
Rutting Asphalt 15 Slippage Crackinq Asphalt 17
too � � � ����I� I � ����� � I I �1� I �„� to0 � � i��i�� � � I II���� � ( ��� � H
i ;�I 90 � �� I�I��� � � �!II � �!,' �II ��
90 I I I I I I Ili I I! I I I I
o, ( � � � � 1 � � � � � � � � � � � � M �, l � � i l � � l � � I; i � � � � I � � � � � I r,,
d i 1 I I I I i I IIlI( I I I � a I I iIIlI I I I �i I : I I I!, i
1 60 I I � I�II) I I I I � I I � � I I � L L 60 I I (I�I� I I �� �II� I � I II�� l
v 50 ! ! I I!I II I' II!. I I! �� v 50 ( I Iilll I I ���ili' I�'i !i
i`�I � � ��I�II! I �.' I� � I ���I�� i ao� ������ � ��� �� � � I����I
u 30 I I � I I � I��� i � I�� � i I I I I I i I I I C 30 I I I I I� � ' I� �. I I � � I I I I I
` 20 � � i I���i�� � I ������ ( � ��i��� 20 � � � ������ I ��i�l��l � � ���
' o: � i Ii..:l� � � ��i�l�� ( � ����.! tol ..'�:�li � i!�I��� � � � �����
o.t i �o too o.� t to tao
Distress Density - Percent Distress Density - Percent
FIG. X3.21 Rutting FIG. X3.23 Slippage Cracking
Shoving Asphatt 16
100� I f �I!Iiil ` I �I���� � � ��flll�
80 � I � I I l I!I: i � I � i:��l � � �"! I i��
o� I I I I i;�!!! i I I I lilll i � � IIII
a � I i!i?i�� ! I Ilillll i r''�i!li
v 60
; � � I I I I�il� i� �! I I�I I �! I�I��
50l I I! ili�li i� � I�',II i!`I !!Ili!
�`�I � I � I Ilili I I'�Il�'' I!';IiI'1
� 30
�
� � I I fll!I! , I�',!I I i I!I��II
,o � � I i�` :�� I�'���II I i I II�I!
� � � ��
o: ':� . ! I I �I.II�I I! � i�ill
a., i io �oo
Distress Density - Percent
FIG. X3.22 Shoving
41
c�' D 6433 — 07
Sweil Asphalt 18
to0
I � i � i�ll;� � I i � iI!i � I I��I�!
80l I I 1 Illlli � I I ii;lli I I I lill�l
o i i I! I I l!i I I � i I!III I IHI I! I!!I
° 70 � �{ ����I� � � I �i� �( � ����li
t 50 l I ���Ili•.� 1 I ��i�i�� I �M!��I�;�
y 40 � — � ������� I ���il��� �( � ����i!
i � � � � ����!,' f � � I����� i � � ��il��
e 20 � I � I I I���I � i ���i�� I I I II�I;
io � � ������ I � ��i���� i � ����il�
� � I � ����� � �! I lf��i � � � � Ilii�
Or, . . ...... . . � ...... . . . .....
0.1 1 10 100
�istress Oensity - Pereent
FIG. X3.24 Swell
Weathering and Aaveling Asphalt 79
7001 � � � ��� '� � � '��! ' � I���II
8o I I I�� i �' i � � �� I• I;!: I i � I� I I II H
� I I I �! i i'�I;� i I I I��ii
e 70 I :- -�- -
d � � i'��!�i i i � �I�li; '� Iiill
� 60 .
° � j' I ill�il � i 11!I;':' ' I I lil�l)
v 40 � � I �� ��i;i � �!����' � � � � ���� M
i � I i I I I'fli !' � I ; i• : I��'
u 30 ,
e � I I� � � �!!i 1 � �;;�i i ��il�l
20 i I � I i � L
10 i � �
0 . . . . . ... . . . . . .. . . . . ...
0_7 7 10 100
Dietress Oensity - Percent
FIG. X3.25 Weathering and Raveling
POA0.5 AND vAAXYX LOTS: ASiM4LT
�W
.�
.�
i ��:
�
g
" m �ncr .c� v..v __
a�+� = aa.ws.
�0 W ZO ]0 W b iC �0 `A !0 IW •'0 �N t'A :+D �S0 'H �- 1�0 fA SfA
TOTiI OECU�'laLUfi (TJV)
FIG. X3.26 Total Deduct Value
X4. DEDUCT VALUE CURVES FOR CONCRETE
42
c�' D 6433 — 07
Bfow-UDS H Concrete 21
700 I � � I ; � � I I �
90 I � � I I I � � M
a� � � � � � � I ( �
� I � � � � I � �
` 60 � � �/( I I � � �
t 50 � � I I � I � � � � �
3 3° ! I I i I I I i I I I
Z° � I I i I I I_! �
'° � I I i I I I! I
o . . . . -. . .
0 10 20 30 40 50 60 70 80 90 700
Distress Density - Percent
FIG. X4.1 Blowups
Corner Break Concrete 22
'�� I ! I i I I I � I
eO I� I I I ! i I i l I'�,
D I I i j I � ; � �
� 60 � � � I � � � i�M
� I I 1 i � i; i��L
1 50 I I I ! � �!�� i
a `� {� � I ( I �
t � --Y
V 30 I ^ � � I I � I � I
c , o l / I I ! I ! I I
I I i I I i i I
o . . . . . . . .
0 10 20 30 40 50 60 70 80 90 100
Distress Density - Percent
FIG. X4.2 Corner Break
Divided Slab Concrete 23
� � � � � � � � � H
e 70 ' I I � I I � � '
i M
� 60 I 1 I � I I � I
i Sa � I I i I I �
y I i I �' � I
" Zo i k I i I i I
'ol � I I i f I i I I
0 70 20 30 40 50 60 70 80 90 100
Distress Density - Percent
FIG. X4.3 Divided Slab
REFERENCES
(1) PAVER Asphalt Distress Manual, US Army Construction Engineering (4) Sayers, M. W., Gillespie, T. D., and Queiroz, C. A. V., "The
Laboratories, TR 97/104, June 1997. International Road Roughness Experiment: Establishing Correlation
(?) PAVER Asphalt Distres.r Ma�iva(, US Army Construction Engineering and a Calibration Standard for Measurements," World Bank Technical
Laboratories, TR 97/105, June 1997. Paper No. 45, the International Bank for Reconstruction and
(3) Carey, W.N., Jr. and Irick, P.E., "The Pavement Serviceability- DevelopmenUthe World Bank, Washington, DC, 1986.
Performance Concept," HRB Bulledin 25Q 1960.
43
�' D 6433 - 07
Ourability ("D') Cracking Concrete 24 aosnc Seal aamaya con�rsce zs
'90 I I I I I I I i I
80 I i I ( I I I I I Joiat seal damaq� is not rated Dy dansitp. TII� seoari:y ot
D H
e TO � t�e Qisiress ts detarminad by Gha sealaat's o�erall coadition for
d
u gp ' I I I � I a particulaz sample vatt.
� ga l I � i i I I
y 40 I I/ i I I I M 1'IIe deduct values !or LAe sIIree levels ot severity are:
� 30 � i I I', I I i I
�
f
! I I I L LOV 2 yoints
10 I ( I � � � �
0 1 ' I I I I � !'z_DIf]H 4 poinu
0 70 20 30 a0 50 60 70 80 90 100
Distress Density - Percent azc� a�snzs
FIG. X4.4 Durability ("D") Cracking FIG. X4.6 Rigid Pavement Deduct Values, Distress 26, joint seal
damage
Faulting Concrete 25
, � o l I I I i I I I I
90 I I I I I I � I I H
g, I I � I I' I
d
I i I I i I I
; Sol I I I I I! M
I I � I I
i 40 � � � � L
e 30 I I � � 1 � � �
10 I I ( I I I � I
0 . . . . . . . . .
0 10 20 30 40 50 60 TO BO 90 700
Distress Density - Percent
FIG. X4.5 Faulting
44
c� D 6433 — 07
Lane/Shoulder Drop Off Concrete 27 Patehing, Small Concrete 30
' 90 I I I I ( � � I I ' 90 I I i � I � � � � I
� I I I I � � I � � I 80 I � I I I i I � I
� 80 I I � � � � � � � � I e 70 � � � � � � � � � �
d'� I I I I I I I i � B I I I I i j l I
= So l I I I I I I I I ° I I I 1 i i i I
� I I I I I i I I I �, I I I I I I I I I
� 30 � � � � � � � � � � H i � � � � � i � � H
� � � I i � � � M e Zp I 1 i I � i i I i M
20 i ' ( � I I �
�a � I � I ; i j � I I i L �� � . � ! I I I I I �
o. . . . , . : ! °
0 10 20 30 a0 50 60 t0 80 90 700 0 70 20 30 40 50 60 70 80 90 700
Distress Density - Percent Distress Density - Percent
FIG. X4.7 Lane/Shoulder Drop-Off FIG. X4.10 Patching, Small
Linear Cracking Concrete 28 Polished Aggregate Concrete 37
ioo I � � ( � � � � �
100 i i i 1. i � i I � I I 90 I I I I I � I
s0 I I I � i � i � I i � D 80 I � � � � I I I
i � t I
d 6O I � ' I � � � � I � �" C 60 I I I 1 I I I �
L 50 � � � � � � � � i � � t � � � � � � �
v � I � I � ( ! I I � y 40 � � � � � � �
`o� � , i � i �'. � ° I I I I I I I l I
e 20 � � � i i j i I � � L e 30 � � � � � �
t0 I � , I � � i ! � � 20 I � � � � � I � �
I/ I I I I ! I I I I '° � I__' � � I I I I I
o . . a. . , . .
0 70 20 30 a0 50 60 70 80 90 700 0 10 20 30 40 50 60 70 80 90 700
Distress Density - Percent Distress Density - Percent
FIG. X4.8 Linear Cracking FIG. X4.11 Polished Aggregate
Patching, Large, E Uiility Cuts Concrete 29 Popouts Concrete 32
to0 I I I � I I I � � 70o I � I I � � I I I
90 � I I ! I I � I 90 I I I � � I I � I I
0 80 I I i I I I! I I y D 80 I I I f I I I I_ I �
`'° � � � � � I i; � a' � I I I I I I I I
u 60 � � � � � � ! I � I � 60 � � � � I � I �
� 50 I I � I I I' i "' „, I i 1 i I I I I I
a d � � f � I � � � a � � ( I ( � � �
u 30 � I ! I i � L e 30 � f � � I � I �
c 20 � � � � I Zo � � � � � I I �
,o � I � � � I � � � � ; � I � � �
a � � � � : : . , . •
0 70 20 30 40 50 60 70 80 90 100 0 10 20 30 40 50 60 70 80 90 100
Distress Density - Percent Distress Density - PercenY
FIG. X4.9 Patching, Large, and Utility Cuts FIG. X4.12 Popouts
45
c� D 6433 — 07
Pumping Concrete 33
,00 � � � I I I I I � � I
90 l I 1 I I I ! I I �
� To� I � I I I I I I I. �
� 60 I I f � � I � � � � �
= SOI I I 1 I I I I I I
�
I i► i I I i I!
; 40 j � i f � f � ; i i
: Zol I I I ! ; I I i I
' � ! � I i i I I
� I
'oi I i ! ! I i � I I
0 10 20 30 40 50 60 70 80 90 100
Distress Density - Percent
FIG. X4.13 Pumping
Punchouts Concrete 3a
iao I I � I I � i � I I �
90 I � I � � I � I I i H
e 70 ( I I I I I � I � M
° � � �!� �' I I � �
i 60 � ! , � � � � � I I �
a 40 � � I 1 � i I � � � �
i � � � � � � i �
� 3O I ! i { i I ! ! I
20 I /' I ! I I f I I I i
,° I I I i I i I I i I '
o . . .
0 10 20 30 d0 50 60 70 80 90 100
Distress Density - Percent
FIG. X4.14 Punchouts
46
c��'1' D 6433 — 07
Railroad Crossing Concrete 35
�oo� I I I I � � � � I
sa i � � i � � �
8o I I I � I
d 60 � � I / I I I I I � I
° 50 � �f ( � � � � M � �
i 4a ' / I I I I I ( � I
I I ! I � I I I� I I
u 30 I � ! � � � � f �
e
20 i/ I ! I I I f I
'° I I I I I I 1 I I
o . . . . . . .
0 10 20 30 40 50 60 70 80 90 100
Distress Density - Percent
FIG. X4.15 Raiiroad Crossing
Scaling/Map
Craekinq/Crazing Concrete 36
�oo' � � � � � � � � � �
90 � � � � � � � I � I �
D B0 ! I I I ► I I I I I
°�� I � I I � i � � �H
° 60 I I I I I I I' : 1 ;
V 50 i I ' I � I � I I I I
� 40 � � � � � � � � � M
e 30 � I � � � i I I � �
20 1 � i I I i I i I i�
,° I ' � � I I I i
a . . . . . . .
0 10 20 30 40 50 60 70 80 90 100
Distress Density - Percent
FIG. X4.16 Scaiing/Map Cracking/Crazing
Shrinkage Cracks Concrete 37
ioo � � ( � � �
so� I I I I I
e, I I I I I I
d
I I I I I
u
� 50 � I I I I I I I
�
a 40 i I i I I i I
e Zal I i I I I I
L I i I I I I I I
'ol I I I i � � � � �
0 10 20 30 40 50 60 70 80 90 100
Distress Density - Perceni
FIG. X4.17 Shrinkage Cracks
47
�� D 6433 — 07
Spalling, Corner Concrete 38
,�� ! I I I I j I I I I
90 I ( � I
0 80 I I I i I I i
� sol I I I I f I I I
= So l ( I I I I I i f I I
a 40 I I � I I I I I
u 30 I I I I I I � H
a _� f ( � I � M
70 I � ' � I`� � � L
� � I � �
0 . . . . � , . . .
0 70 20 30 40 50 60 TO 80 90 700
Distress Oensity - Percent
FIG. X4.18 Spalling, Corner
Spalling, Joint Concre2e 39
iao . �
� � � ! � � � i �
eo (. � I i I � i I I :_
� I f I I I f I I�
°��� � � � � � I ! � i
2 50 � � � � � I � � I N
� � I I I; i ��
� �
a ao � � � � I � i I � (
I
u 3 0 � I � � I 1 ' ' � M
e . •
20 � � � ; I I �
,o i . � � � ,
o. .
0 10 20 30 40 50 60 70 80 90 100
Distress Density - Percent
FIG. X4.19 Spalling, Joint
Ao.os ,vro vuuro+c �ors canaer�
,m
.a
S
i
S w
�
� a.a,a v�r
r.�x oo
o ro m�o w w en m eo so im iia �aa na �a iw �m m�ao iso xm
roru oedcr v.wc t*o`n
Currecezd Cedue� vatue� tor jointed concrcet pavement.
FIG. X4.20 Corrected Deduct Values for Jointed Concrete
Pavement
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48
�' D 6433 - 07
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49