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standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

Designation: D6433 ÿ 18

Standard Practice for

Roads and Parking Lots Pavement Condition Index
Surveys1
This standard is issued under the fixed designation D6433; the number immediately following the designation indicates the year 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 (´) indicates an editorial change since the last
revision or reapproval.

1. Scope containing an unusual distress is chosen at random it should be counted as

an additional sample unit and another random sample unit should be chosen.
1.1 This practice covers the determination of roads and parking lots
If every sample unit is surveyed, then there are no additional sample units.
pavement condition through visual surveys using the pavement condition
2.1.2 asphalt concrete (AC) surface—aggregate
Index (PCI) method of quantifying pavement condition.
mixture with an asphalt cement binder. This term also refers to surfaces
constructed of coal tars and natural tars for purposes of this practice. 2.1.3
1.2 The PCI for roads and parking lots was developed by the It is further
verified and
two pavement branch—a branch is an identifiable part of the pavement network
US Army Corps of Engineers (1, 2). adopted
that is a
by DOD and APWA.
single entity and has a distinct function. For example, each roadway or
1.3 The values stated in SI units are to be regarded as standards. The
parking area is a separate branch.
values given in parentheses are mathematical conversions to inch-pound units
that are provided for information only and are not considered standard.

2.1.4 pavement condition index (PCI)—a numerical rating of the pavement

1.4 This standard does not purport to address all of the safety concerns, if
condition that ranges from 0 to 100 with 0 being the worst possible condition
any, associated with its use. It is the responsibility of the user of this standard
and 100 being the best possible condition.
to establish appropriate safety, health, and environmental practices and
determine the applicability of regulatory limitations prior to use.
2.1.5 pavement condition rating—a verbal description of pavement condition
as a function of the PCI value that varies from “failed” to “excellent” as shown
Specific precautionary statements are given in Section 6.
in Fig. 1.
1.5 This international standard was developed in agreement with
internationally recognized principles on standard-ization established in the 2.1.6 pavement distress—external indicators of pavement deterioration
Decision on Principles for the Development of International Standards, Guides caused by loading, environmental factors, construction deficiencies, or a
and Recommendations issued by the World Trade Organization Technical combination thereof. Typical dis-stresses are cracks, rutting, and weathering
Barriers to Trade (TBT) Committee . of the pavement surface. Distress types and severity levels detailed in
Appendix X1 for AC, and Appendix X2 for PCC pavements must be used to
obtain an accurate PCI value.
2. Terminology

2.1 Definitions of Terms Specific to This Standard: 2.1.1 2.1.7 pavement sample unit—a subdivision of a pavement section that has
additional sample—a sample unit inspected in addition to the random a standard size range: 20 contiguous slabs (68 slabs if the total number of
sample units to include nonrepresentative sample units in the determination slabs in the section is not evenly divided by 20 or to accommodate specific
of the pavement condition. field conditions) for PCC pavement, and 225 6 90 m2 (2500 contiguous square
This includes very poor or excellent samples that are not typical of the section feet 6 1000 ft2 ), if the pavement is not evenly divided by 225 m2 or 2500 ft to
and sample units, which contain an unusual distress such as a utility cut. If a accommodate specific field conditions, for AC pavement. 2.1.8 pavement
sample unit section—a contiguous pavement area having uniform construction,
maintenance,
usage history, and condition. A section should have the same traffic
1
This practice is under the jurisdiction of ASTM Committee E17 on Vehicle - Pavement Systems
volume and load intensity. 2.1.9 portland cement concrete (PCC) pavement—
and is the direct responsibility of Subcommittee E17.42 on Pavement Management and Data Needs.
aggregate mixture with portland cement binder including nonreinforced and

Current edition approved Jan. 1, 2018. Published January 2018. Originally approved in 1999. Last reinforced jointed
previous edition approved in 2016 as D6433 – 16. DOI: 10.1520/D6433-18.
pavement.
two

The boldface numbers in parentheses refer to the list of references at the end of
this standard.

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D6433ÿ18

feedback on pavement performance for validation or improvement

of current pavement design and maintenance procedures.

5. Apparatus
5.1 Data Sheets, or other field recording instruments that record
at a minimum the following information: date, location, branch,
section, sample unit size, slab number and size, distress types,
severity levels, quantities, and names of surveyors.
Example data sheets for AC and PCC pavements are shown in
Figs. 2 and 3.
5.2 Hand Odometer Wheel, which reads to the nearest 30 mm
(0.1 ft).
5.3 Straightedge or String Line, (AC only), 3 m (10 ft).
5.4 Scale, 300 mm (12 in.) that reads to 3 mm (1ÿ8 in.) or
better. Additional 300-mm (12-in.) ruler or straightedge is needed
to measure faulting in PCC pavements.
5.5 Layout Plan, for network to be inspected.
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

7.1 Identify branches of the pavement with different uses
such as roads and parking on the network layout plan.
FIG. 1 Pavement Condition Index (PCI), Rating Scale, and
7.2 Divide each branch into sections based on the pave-
Suggested Colors
ments design, construction history, traffic, and condition.
7.3 Divide the pavement sections into sample units. If the
2.1.10 random sample—a sample unit of the pavement section selected
pavement slabs in PCC have joint spacing greater than 8 m (25
for inspection by random sampling techniques, such as a random number
ft), subdivide each slab into imaginary slabs. The imaginary slabs
table or systematic random procedure.
should all be less than or equal to 8 m (25 ft) in length, and the
imaginary joints dividing the slabs are assumed to be in perfect
3. Summary of Practice condition. This is needed because the deduct values developed
for jointed concrete slabs are less than or equal to 8 m (25 ft).
3.1 The pavement is divided into branches that are divided into sections.
Each section is divided into sample units. The type and severity of pavement
distress is assessed by visual inspection of the pavement sample units. The 7.4 Individual sample units to be inspected should be marked
quantity of the distress is measured as described in Appendix X1 and or identified in a manner to allow inspectors and quality control
Appendix X2. The distress data is used to calculate the PCI for each sample personnel to easily locate them on the pavement surface. Paint
unit. The PCI of the pavement section is determined based on the PCI of the marks along the edge and sketches with locations connected to
inspected sample units within the section. physical pavement features are acceptable. It is necessary to be
able to accurately relocate the sample units to allow verification
of current distress data, to examine changes in condition with
time of a particular sample unit, and to enable future inspections
4. Significance and Use of the same sample unit if desired.
4.1 The PCI is a numerical indicator that rates the surface condition of the 7.5 Select the sample units to be inspected. The number of
pavement. The PCI provides a measure of the present condition of the sample units to be inspected may vary from the following: all of
pavement based on the distress observed on the surface of the pavement, the sample units in the section, a number of sample units that
which also indicates the structural integrity and surface operational condition provides a 95 % confidence level, or a lesser number.
(localized roughness and safety). The PCI cannot measure structural 7.5.1 All sample units in the section may be inspected to
capacity, nor does it provide direct measurement of skid resistance or determine the average PCI of the section. This is usually precluded
roughness. It provides an objective and rational basis for determining for routine management purposes by available manpower, funds,
maintenance and repair needs and priorities. Continuous monitoring of the and time. Total sampling, however, is desirable for project analysis
PCI is used to establish the rate of pavement deterioration, which allows early to help estimate maintenance and repair quantities.
identification of major rehabilitation needs. The PCI provides
7.5.2 The minimum number of sample units (n) that must be
surveyed within a given section to obtain a statistical

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2
FIG.

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D6433ÿ18

FIG. 3 Joint Rigid Pavement Condition Survey Data Sheet for Sample Unit

adequate estimate (95 % confidence) of the PCI of the section is N = total number of sample units in the section.
calculated using the following formula and rounding n to the next
[Link] If obtaining the 95% confidence level is critical, the adequacy of the
highest total number (see Eq 1):
number of sample units surveyed must be confirmed. The number of sample
n 5 Ns2 / ~ ~e 2 /4! ~N 2 1!1s 2 ! (1) units was estimated based on an assumed standard deviation. Calculate the
Onde: actual standard deviation(s) as follows (see Eq 2):

e = acceptable error in estimating the section PCI; commonly, e =

65 PCI points; s = standard
s 5 ~(n i51~PCIi 2 PCIs! 2 /~n 2 1!! 1/2 (two)
deviation of the PCI from one sample unit to another within the
section. When performing the initial inspection, the standard Onde:
deviation is assumed to be ten for AC pavements and 15 for PCIi = PCI of surveyed sample units i,
PCC pavements. This assumption should be checked as PCIs = PCI of section (mean PCI of surveyed sample units),
described below after PCI values are determined. For and
subsequent inspections, the standard deviation from the n = total number of sample units surveyed.
preceding inspection should be used to determine n; and,
[Link] Calculate the revised minimum number of sample units
(Eq 1) to be surveyed using the calculated standard

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D6433ÿ18

deviation (Eq 2). If the revised number of sample units to be surveyed is every distress type present, and recording the data. Each distress must
greater than the number of sample units already surveyed, select and survey correspond in type and severity to that described in Appendix X1. The method
additional random sample units. of measurement is included with each distress description. Repeat this
These sample units should be spaced evenly across the section. procedure for each sample unit to be inspected. A copy of a blank flexible
Repeat the process of checking the revised number of sample units and pavement condition survey data sheet for sample unit is included in Fig. 2.
surveying additional random sample units until the total number of sample
units surveyed equals or exceeds the minimum required sample units (n) in
Eq 1, using the actual total sample standard deviation.
8.3 PCC Pavements—Individually inspect each sample unit chosen.
Sketch the sample unit showing the location of the slabs. Record the sample
7.5.3 Once the number of sample units to be inspected has been
unit size, branch and section number, the number and type of the sample unit
determined, compute the spacing interval of the units using systematic
(random or additional), the number of slabs in the sample unit, and the slab
random sampling. Samples are spaced equally throughout the section with
size measured with the hand odometer. Perform the inspection by walking
the first sample selected at random.
over the sidewalk/shoulder of the sample unit being surveyed and recording
The spacing interval (i) of the units to be sampled is calculated by the following
all distress existing in the slab along with their severity level. Each distress
formula rounded to the next lowest whole number:
type and severity must correspond with that described in Appendix X2.
Summarize the distress types, their severity levels, and the number of slabs
i 5 N/n (3) in the sample unit containing each type and severity level.
Onde:

N = total number of sample units in the section, and n = number of

Repeat this procedure for each sample unit to be inspected. A copy of a blank
sample units to be inspected.
jointed rigid pavement condition survey data sheet for sample unit is included
The first sample unit to be inspected is selected at random from sample in Fig. 3.
units 1 through i. The sample units within a section that are successive
increments of the interval i after the first randomly selected unit are also 9. Calculation of PCI for Asphalt Concrete (AC)
inspected. Pavement

7.6 A lesser sampling rate than the above-mentioned 95 % confidence 9.1 Add up the total quantity of each distress type at each severity level,
level can be used based on the condition survey objective. As an example, and record them in the “Total Severities” section. For example, Fig. 4 shows
one agency uses the following table for selecting the number of sample units five entries for the Distress Type 1, “Alligator Cracking”: 5L, 4L, 4L, 8H, and
to be inspected for other than project analysis: 6H. The distress at each severity level is summed and entered in the “Total
Severity” section as 1.2 m2 (13 ft2 ) of low severity and 1.3 m2 (14 ft2 ) of
Given Survey 1 medium severity. The units for the quantities may be either in square meters
1 to 5 sample units 6 to sample unit 2 (square feet), linear meters (feet), or number of occurrences, depending on
10 sample units 11 to 15 sample units 3
sample units 16 to 40 sample units 4
the distress type.
sample units over 40 sample sample units 10 %
units

7.7 Additional sample units only are to be inspected when nonrepresentative

9.2 Divide the total quantity of each distress type at each severity level
distresses are observed as defined in 2.1.1.
from 9.1 by the total area of the sample unit and multiply by 100 to obtain the
These sample units are selected by the user.
percentage density of each distress type and severity.

8. Inspection Procedure
9.3 Determine the deduct value (DV) for each distress type and severity
8.1 The definitions and guidelines for quantifying distresses for PCI
level combination from the distress deduct value curves in Appendix X3.
determination are given in Appendix X1 for AC pavements. Using this test
method, inspectors should identify distress types accurately 95% of the time.
Linear measurement-ments should be considered accurate when they are 9.4 Determine the maximum corrected deduct value (CDV).

within 10 % if remeasured, and area measurements should be considered The procedure for determining maximum CDV from individual DVs is identical
accurate when they are within 20 % if remeasured. for both AC and PCC pavement types.

9.5 The following procedure must be used to determine the maximum CDV.
Distress severities that one determines based on ride quality are considered
subjective. 9.5.1 If none or only one individual deduct value is greater than two, the
8.2 Asphalt Concrete (AC) Surfaced Pavement— Individually inspect each total value is used in place of the maximum CDV in determining the PCI;
sample unit chosen. Sketch the sample unit, including orientation. Record the otherwise, maximum CDV must be determined using the procedure described
branch and section number and the number and type of the sample unit in 9.5.2 – 9.5.5.
(random or additional). Record the sample unit size measured with the hand 9.5.2 List the individual deduct values in descending order.
odometer. Conduct the distress inspection by walking over the sidewalk/ For example, in Fig. 4 this will be 25.1, 23.4, 17.9, 11.2, 7.9, 7.5, 6.9, and 5.3.
shoulder of the sample unit being surveyed, measuring the quantity of each
severity level of 9.5.3 Determine the allowable number of deducts, m, from
Fig. 5, or using the following formula (see Eq 4):

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a
4
FIG.

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FIG. 5 Adjustment of Number of Deduct Values

m 5 11~9/98! ~100 2 HDV! #10 (4) 9.6 Calculating the PCI: 9.6.1

Onde: Calculate the PCI by subtracting the maximum CDV from 100: PCI = 100 –
max CDV.
m = allowable number of deducts including fractions (must be less than or
equal to ten), and HDV = highest individual deduct 9.6.2 PCI correction if there is a distress with multiple severities.
value.
[Link] Two-Severity Case: When
(For the example in Fig. 4, m = 1 + (9/98)(100-25.1) = 7.9).
there are two severities of one distress in the same sample unit, the calculations
9.5.4 The number of individual deduct values is reduced to the m largest
need to be computed as seen below.
deduct values, including the fractional part. For the example in Fig. 6, the
values are 25.1, 23.4, 17.9, 11.2, 7.9, 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, x1 = distress percentage of lower severity x2 =
all of the deduct values are used. distress percentage of higher severity percentage
of higher
9.5.5 Determine maximum CDV iteratively, as shown in Fig. 6. severity. So if this is not the case, the PCI of the sample unit will be
computed based on X2 and not x1 and x2.
[Link] Determine total deduct value by summing individual deduct values.
The total deduct value is obtained by adding the individual deduct values in
9.5.4, that is, 104.7.
[Link] Three-Severity Case: When
[Link] Determine q as the number of deducts with a value greater than there are three severities of one distress in the same sample unit, the
2.0. For example, in Fig. 6, q = 8.
calculations need to be computed as seen below.
[Link] Determine the CDV from total deduct value and q by looking up the
appropriate correction curve for AC pave-ments in Fig. X4.15 in Appendix X3.
l or L = percent density of low-severity distress percent m or M =

[Link] Reduce the smallest individual deduct value greater percent density of medium-severity distress percent h or H = percent
than 2.0 to 2.0 and repeat [Link] – [Link] until q = 1. density
[Link] Maximum CDV is the largest of the CDVs. of high-severity distress percent

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NOTE 1—Fig. 4 contains both low- and high-severity alligator cracking. Using the algorithm in 9.6.2 it was verified that no correction is needed.
FIG. 6 Calculation of Corrected PCI Value – Flexible Pavement

PCI (l, m, h) = PCI of the section with distress quantities of 10. Calculation of PCI for Portland Cement Concrete
l, m, h (PCC) Pavement
Distresses l, PCI Value
Start with:
10.1 For each unique combination of distress type and
m, h ÿ0, ÿ PCI (l, m, h)
Set (l + m) = M M, h ÿl, 0, ÿ PCI (0, M, h) severity level, add up the total number of slabs in which they
Set (m + h) = H H ÿ 0, m, ÿ PCI (l, 0, H) occur. For the example in Fig. 7, there are two slabs containing
Set (l + h) = H H ÿ 0, 0, H ÿ PCI (0, m, H)
low-severity corner break (Distress 22L).
Set (l + m + h) = H ÿ PCI (0, 0, H)

The value of PCI (l, m, h) should be higher when compared 10.2 Divide the number of slabs from 10.1 by the total
with PCI (0, M, h), PCI (l, 0, H), PCI (m, H), or PCI (H). Only number of slabs in the sample unit and multiply by 100 to
the correct or new PCI of the sample unit should be based on obtain the percentage density of each distress type and severity
the combination that provides the highest PCI. combination.

9.7 Fig. 6 shows a summary of PCI calculation for the 10.3 Determine the deduct values for each distress type
example AC pavement data in Fig. 4. A blank PCI calculation severity level combination using the corresponding deduct
form is included in Fig. 2. curve in Appendix X4.

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FIG. 7 Example of a Jointed Rigid Pavement Condition Survey Data Sheet

n
10.4 Determine PCI by following the procedures in 9.5 and 9.6,
using the correction curve for PCC pavements (see Fig.
( ~PCIri·Ari!
i 51
¯
X4.20 in Appendix X4) in place of the correction curve for AC PCIS 5 PCIr
5
n (5)
pavements. ( Ari
i 51

10.5 Fig. 7 shows a summary of PCI calculation for the example Onde:
PCC pavement distress data in Fig. 8. ¯
PCIr = area-weighted PCI of randomly surveyed sample
11. Determination of Section PCI units,
PCIri = PCI of random sample unit i,
11.1 If all surveyed sample units are selected randomly, then the
Ari = area of random sample unit i, and =
PCI of the section (PCIs) is calculated as the area-weighted PCI of n number of random sample units surveyed.
the randomly surveyed sample units ~PCIr ¯) using Eq 5:

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NOTE 1—Fig. 6 contains both low- and medium-severity corner breaks. Using the algorithm in 9.6.2 it was verified that no correction is needed.
FIG. 8 Calculation of Corrected PCI Value – Jointed Rigid Pavement

If additional sample units as defined in 2.1.1 are surveyed, PCIai = PCI of additional sample unit i,
the area-weighted PCI of the surveyed additional units ~PCIa ¯! is Aai = area of additional sample unit i,
calculated using Eq 6. The PCI of the pavement section is calculated using A = area of section,
Eq 7. m = number of additional sample units surveyed, and PCIs = area-
m
weighted PCI of the pavement section.
(
i 51
~PCIai·Aai! 11.2 Determine the overall condition rating of the section by using the
¯
PCIa
5
m (6) section PCI and the condition rating scale in Fig. 1.
(
i 51
Aai

12. Report
PCIr (m AaiD 1PCIa (51m AaiD
¯SA2 i 51 S i¯ 12.1 Develop a summary report for each section. The summary lists
PCBs 5 A (7)
section location, size, total number of sample units, the sample units
inspected, the PCIs obtained, the average PCI for the section, and the
¯
PCIa = area-weighted PCI of additional sample units,
section condition rating.

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APPENDIXES

(Nonmandatory Information)

X1. DISTRESS IN ASPHALT PAVEMENTS

X1.1 During the field condition surveys and validation of the PCI, several X1.4.6.1 L—Low. Vehicle vibrations, for example, from corrugation, are
questions are commonly asked about the identification and measurement of noticeable, but no reduction in speed is necessary for comfort or safety.
some of the distresses. The answers to these questions for each distress are Individual bumps or settlements, or both, cause the vehicle to bounce slightly,
included under the heading “How to Measure.” For convenience, however, the but create little discomfort.
most frequently raised issues are addressed below:
X1.4.6.2 M—Medium. Vehicle vibrations are significant and some reduction
in speed is necessary for safety and comfort. Individual bumps or settlements,
X1.1.1 If alligator cracking and rutting occur in the same area, each is
or both, cause the vehicle to bounce significantly, creating some discomfort.
recorded separately at its respective severity level.

X1.1.2 If bleeding is counted, polished aggregate is not

X1.4.6.3 H—High. Vehicle vibrations are so excessive that speed must be
counted in the same area.
reduced considerably for safety and comfort.
X1.1.3 Spalling as used here is the further breaking of Individual bumps or settlements, or both, cause the vehicle to bounce
pavement or loss of materials around cracks or joints. excessively, creating substantial discomfort, safety hazard, or high potential
vehicle damage.
X1.1.4 If a crack does not have the same severity level along its entire
length, each portion of the crack having a different severity level should be X1.4.7 The inspector should drive at the posted speed in a sedan that is
recorded separately. If, however, the different levels of severity in a portion of representative of cars typically seen in local traffic. Pavement sections near
a crack cannot be easily divided, that portion should be rated at the highest stop signs should be rated at a deceleration speed appropriate for the
severity level present. intersection.

ALLIGATOR CRACKING (FATIGUE)

X1.1.5 If any distress, including cracking and potholes, is found in a
patched area, it is not recorded; its effect on the patch, however, is considered X1.5 Description—Alligator or fatigue cracking is a series of interconnecting
in determining the severity level of the patch. cracks caused by fatigue failure of the asphalt concrete surface under repeated
traffic loading. Crack-ing begins at the bottom of the asphalt surface, or
stabilized base, where tensile stress and strain are highest under a wheel load.
X1.1.6 A significant amount of polished aggregate should be present before
The cracks propagate to the surface initially as a series of parallel longitudinal
it is counted.
cracks. After repeated traffic loading, the cracks connect, forming many-sided,
X1.1.7 A distress is said to be raveled if the area surrounding the distress
sharp-angled pieces that develop a pattern resembling chicken wire or the skin
is broken (sometimes to the extent that pieces are removed). of an alligator. The pieces are generally less than 0.5 m (1.5 ft) on the longest
side. Alligator cracking occurs only in areas subjected to repeated traffic

X1.2 The reader should note that the items above are general issues and loading, such as wheel paths. Pattern-type cracking that occurs over an entire
area not subjected to loading is called “block cracking,” which is not a load-
do not stand alone as inspection criteria. To properly measure each distress
associated distress.
type, the inspector must be familiar with its individual measurement criteria.

X1.3 Nineteen distress types for asphalt-surfaced pave-ments are listed

alphabetically in this manual. X1.5.1 Severity Levels:
X1.5.1.1 L—Fine, longitudinal hairline cracks running pairwise to each
RIDE QUALITY
other with no, or only a few interconnecting cracks. The cracks are not spalled
X1.4 Ride quality must be evaluated in order to establish a severity level (Fig. X1.1).
for the following distress types: X1.5.1.2 M—Further development of light alligator cracks into a pattern or
network of cracks that may be lightly spalled (Fig. X1.2).
X1.4.1 Bumps.

X1.4.2 Corrugation. X1.5.1.3 H—Network or pattern cracking has progressed so that the pieces
X1.4.3 Railroad crossings. are well defined and spalled at the edges. Some of the pieces may rock under
traffic (Fig. X1.3).
X1.4.4 Shoving.
X1.5.2 How to Measure—Alligator cracking is measured in square meters
X1.4.5 Swells.
(square feet) of surface area. The greatest difficulty in measuring this type of
X1.4.6 To determine the effect these distresses have on ride quality, the distress is that two or three levels of severity often exist within one distressed
inspector should drive at the normal operating speed and use the following area. If these portions can be easily distinguished from each other, they
severity level definitions of ride quality: should be measured and recorded separately; however, if the different

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BLEEDING

X1.6 Description—Bleeding is a film of bituminous material on the

pavement surface that creates a shiny, glasslike, reflecting surface that usually
becomes quite sticky. Bleeding is caused by excessive amounts of asphaltic
cement or tars in the mix, excessive application of a bituminous sealant, or low
air void 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 is not reversible during cold weather, asphalt or tar
will accumulate on the surface.

X1.6.1 Severity Levels:

X1.6.1.1 L—Bleeding only has occurred to a very slight
degree and is noticeable only during a few days of the year.
FIG. X1.1 Low-Severity Alligator Cracking Asphalt does not stick to shoes or vehicles (Fig. X1.4).
X1.6.1.2 M—Bleeding has occurred to the extent that
asphalt sticks to shoes and vehicles during only a few weeks
of the year (Fig. X1.5).
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. X1.6).
X1.6.2 How to Measure—Bleeding is measured in square
meters (square feet) of surface area. If bleeding is counted,
polished aggregate should not be counted.
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 0.3 m (1 by 1 ft) to 3 by 3 m (10 by 10 ft). Block cracking is
FIG. X1.2 Medium-Severity Alligator Cracking caused mainly by shrinkage of the asphalt concrete and daily
temperature cycling, which results in daily stress/strain cy-
cling. It is not load associated. Block cracking usually indicates
that the asphalt has hardened significantly. Block cracking
normally occurs over a large portion of the pavement area,
but sometimes will occur only in nontraffic areas. This type of
distress differs from alligator cracking in that alligator cracks

FIG. X1.3 High-Severity Alligator Cracking

levels of severity cannot be divided easily, the entire area

should be rated at the highest severity present. If alligator
cracking and rutting occur in the same area, each is recorded
separately as its respective severity level. FIG. X1.4 Low-Severity Bleeding

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FIG. X1.5 Medium-Severity Bleeding FIG. X1.7 Low-Severity Block Cracking

FIG. X1.8 Medium-Severity Block Cracking

FIG. X1.6 High-Severity Bleeding

form smaller, many-sided pieces with sharp angles. Also,

unlike block cracks, alligator cracks are caused by repeated
traffic loadings, and therefore, are found only in traffic areas,
that is, wheel paths.
X1.7.1 Severity Levels:
X1.7.1.1 L—Blocks are defined by low-severity3 cracks
(Fig. X1.7).
X1.7.1.2 M—Blocks are defined by medium-severity3 cracks FIG. X1.9 High-Severity Block Cracking
(Fig. X1.8).
X1.7.1.3 H—Blocks are defined by high-severity3 cracks X1.7.2 How to Measure—Block cracking is measured in m2
(Fig. X1.9). (ft2 ) of surface area. It usually occurs at one severity level in
a given pavement section; However, if areas of different
severity levels can be distinguished easily from one another,
3
See definitions of longitudinal transverse cracking within Appendix X2.10. they should be measured and recorded separately.

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BUMPS AND SAGS

X1.8Description :
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
combination with traffic loading (sometimes called “tenting”).
X1.8.1.4 Sags are small, abrupt, downward displacements of
the pavement surface. If bumps appear in a pattern perpendicular
to traffic flow and are spaced at less than 3 m (10 ft), the distress
is called corrugation. Distortion and displacement that occur over FIG. X1.11 Medium-Severity Bumps and Sags
large areas of the pavement surface, causing large or long dips,
or both, in the pavement should be recorded as “swelling.”

X1.8.2 Severity Levels:

X1.8.2.1 L—Bump or sag causes low-severity ride quality (Fig.
X1.10).
X1.8.2.2 M—Bump or sag causes medium-severity ride
quality (Fig. X1.11).
X1.8.2.3 H—Bump or sag causes high-severity ride quality (Fig.
X1.12).
X1.8.3 How to Measure—Bumps or sags are measured in
linear meters (feet). If the bump occurs in combination with a
crack, the crack is also recorded.

CORRUGATION

X1.9 Description—Corrugation, also known as “washboarding,”

FIG. X1.12 High-Severity Bumps and Sags
is a series of closely spaced ridges and valleys (ripples) occurring
at fairly regular intervals, usually less than 3 m (10 ft) along the
pavement. The ridges are perpendicular to the traffic direction. X1.9.1.1 L—Corrugation produces low-severity ride quality
This type of distress is usually caused by traffic action combined (Fig. X1.13).
with an unstable pavement surface or base. X1.9.1.2 M—Corrugation produces medium-severity ride
quality (Fig. X1.14).
X1.9.1 Severity Levels: X1.9.1.3 H—Corrugation produces high-severity ride quality
(Fig. X1.15).

FIG. X1.10 Low-Severity Bumps and Sags FIG. X1.13 Low-Severity Corrugation

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FIG. X1.14 Medium-Severity Corrugation FIG. X1.16 Low-Severity Depression

FIG. X1.15 High-Severity Corrugation FIG. X1.17 Medium-Severity Depression

X1.9.2 How to Measure—Corrugation is measured in square

meters (square feet) of surface area.
DEPRESSION

X1.10 Description—Depressions are located pavement

surface areas with elevations slightly lower than those of the
surrounding pavement. In many instances, light depressions
are not noticeable until after a rain, when ponding water
creates a “birdbath” area; on dry pavement, depressions can
be spotted by looking for stains caused by ponding water.
Depressions are created by settlement of the foundation soil
or are a result of improper construction. Depressions cause
some roughness, and when deep enough or filled with water,
FIG. X1.18 High-Severity Depression
can cause hydroplaning.
X1.10.1 Severity Levels (Maximum Depth of Depression): EDGE CRACKING
X1.10.1.1 L—13 to 25 mm (1ÿ2 to 1 in.) (Fig. X1.16).
X1.10.1.2 M—25 to 50 mm (1 to 2 in.) (Fig. X1.17). X1.11 Description—Edge cracks are parallel to and usually
within 0.3 to 0.5 m (1 to 1.5 ft) of the outer edge of the
X1.10.1.3 H—More than 50 mm (2 in.) (Fig. X1.18).
pavement. This distress is accelerated by traffic loading and
X1.10.2 How to Measure—Depressions are measured in can be caused by frost-weakened base or subgrade near the
square meters (square feet) of surface area. edge of the pavement. The area between the crack and pavement edg

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is classified as raveled if it is broken up (sometimes to the

extent that pieces are removed).
X1.11.1 Severity Levels:
X1.11.1.1 L—Low or medium cracking with no breakup or
raveling (Fig. X1.19).
X1.11.1.2 M—Medium cracks with some breakup and rav-
eling (Fig. X1.20).
X1.11.1.3 H—Considerable breakup or raveling along the
edge (Fig. X1.21).
X1.11.2 How to Measure—Edge cracking is measured in
linear meters (feet).

JOINT REFLECTION CRACKING

(From Longitudinal and Transverse PCC Slabs)

X1.12 Description—This distress occurs only on asphalt-surfaced FIG. X1.20 Medium-Severity Edge Cracking
pavements that have been laid over a PCC slab. It does not include reflection
cracks from any other type of base, that is, cement- or lime-stabilized; these
cracks are caused mainly by thermal- or moisture-induced movement of the
PCC slab beneath the AC surface. This distress is not load related; however,
traffic loading may cause a breakdown of the AC surface near the crack. If the
pavement is fragmented along a crack, the crack is said to be spalled. A
knowledge of slab dimensions beneath the AC surface will help to identify
these distresses.

X1.12.1 Severity Levels:

X1.12.1.1 L—One of the following conditions exists (Fig.
X1.22): Nonfilled crack width is less than 10 mm (3ÿ8 in.), or
filled crack of any width (filler in satisfactory condition).
X1.12.1.2 M—One of the following conditions exists (Fig.
X1.23): Nonfilled crack width is greater than or equal to 10 mm
(3ÿ8 in.) and less than 75 mm (3 in.); nonfilled crack less than FIG. X1.21 High-Severity Edge Cracking
or equal to 75 mm (3 in.) surrounded by light secondary
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 unfilled surrounded by medium-or
high-severity secondary cracking; nonfilled cracks greater than
75 mm (3 in.); or, a crack of any width where approximately

FIG. X1.22 Low-Severity Joint Reflection Cracking

Mately 100 mm (4 in.) of pavement around the crack are

severely raveled or broken.
X1.12.2 How to Measure—Joint reflection cracking is
measured in linear meters (feet). The length and severity level
of each crack should be identified and recorded separately.
FIG. X1.19 Low-Severity Edge Cracking For example, a crack that is 15 m (50 ft) long may be 3 m (10 ft)

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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).
X1.13.1.2 M—The difference in elevation is >50 mm (2 in.) and <100 mm
(4 in.) (Fig. X1.26).
X1.13.1.3 H—The difference in elevation is >100 mm
(4 in.) (Fig. X1.27).

X1.13.2 How to Measure—Lane/shoulder drop-off is mea-

assured in linear meters (feet).

LONGITUDINAL AND TRANSVERSE CRACKING

(Non-PCC Slab Joint Reflective)

X1.14 Description:

X1.14.1 Longitudinal cracks are parallel to the pavement's

centerline or laydown direction. They may be caused by: X1.14.1.1 A
poorly constructed paving lane joint.
X1.14.1.2 Shrinkage of the AC surface due to low tempera-tures or
hardening of the asphalt, or daily temperature cycling, or both.

X1.14.1.3 A reflective crack caused by cracking beneath the surface course,

including cracks in PCC slabs, but not PCC joints.
FIG. X1.23 Medium-Severity Joint Reflection Cracking

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 L—One of the following conditions exists (Fig.
X1.28): nonfilled crack width is less than 10 mm (3ÿ8 in.), or filled crack of any
width (filler in satisfactory condition).
X1.14.2.2 M—One of the following conditions exists (Fig.
X1.29): nonfilled crack width is greater than or equal to 10 mm and less than
75 mm (3ÿ8 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 random cracking.

X1.14.2.3 H—One of the following conditions exists (Fig.

X1.30): any crack filled or unfilled surrounded by medium- or high-severity
random cracking; nonfilled crack greater than

FIG. X1.24 High-Severity Joint Reflection Cracking

of high-severity cracks, which are all recorded separately. If a bump occurs at

the reflection crack, it is recorded too.

LANE/SHOULDER DROP-OFF

X1.13 Description—Lane/shoulder drop-off is a difference in elevation

between the pavement edge and the shoulder. This distress is caused by
shoulder erosion, shoulder settlement, or by building up the roadway without
adjusting the shoulder level.

X1.13.1 Severity Levels: FIG. X1.25 Low-Severity Lane/Shoulder Drop-Off

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FIG. X1.26 Medium-Severity Lane/Shoulder Drop-Off FIG. X1.29 Medium-Severity Longitudinal and Transverse Crack-
ing

FIG. X1.27 High-Severity Lane/Shoulder Drop-Off

FIG. X1.30 High-Severity Longitudinal and Transverse Cracking

have the same severity level along its entire length, each
portion of the crack having a different severity level should be
recorded separately.
PATCHING AND UTILITY CUT PATCHING

X1.15 Description—A patch 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
perform as well as an original pavement section). Generally,
some roughness is associated with this distress.
X1.15.1 Severity Levels:
X1.15.1.1 L—Patch is in good condition and satisfactory.
FIG. X1.28 Low-Severity Longitudinal and Transverse Cracking Ride quality is rated as low severity or better (Fig. X1.31).
X1.15.1.2 M—Patch is moderately deteriorated, or ridden
quality is rated as medium severity, or both (Fig. X1.32).
75 m (3 in.); or, a crack of any width where approximately 100 mm (4 in.) of X1.15.1.3 H—Patch is badly deteriorated, or ride quality is
pavement around the crack is severely broken. rated as high severity, or both; needs replacement soon (Fig.
X1.33).
X1.14.3 How to Measure—Longitudinal and transverse X1.15.2 How to Measure—Patching is rated in ft2 of surface
cracks are measured in linear meters (feet). The length and area; However, if a single patch has areas of differing severity,
severity of each crack should be recorded. If the crack does not these areas should be measured and recorded separately. For

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patch. Even if the patch material is shoving or cracking, the

area is rated only as a patch. If a large amount of pavement
has been replaced, it should not be recorded as a patch but
considered as new pavement, for example, replacement of a
complete intersection.
POLISHED AGGREGATE

X1.16 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 on the surface becomes smooth to the
touch, adhesion with vehicle tires is considerably reduced. When the portion
of aggregate extending above the surface is small, the pavement texture
does not significantly contribute to reducing vehicle speed. Polished aggregate
FIG. X1.31 Low-Severity Patching and Utility Cut Patching 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 Severity 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).
X1.16.2 How to Measure—Polished aggregate is measured
in square meters (square feet) of surface area. If bleeding is
counted, polished aggregate should not be counted.
POTHOLES

FIG. X1.32 Medium-Severity 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.
X1.17.1 Severity Levels:

FIG. X1.33 High-Severity Patching and Utility Cut Patching

example, a 2.5 m2 (27.0 ft2 ) patch may have 1 m2 (11 ft2 )

of medium severity and 1.5 m2 (16 ft2 ) of low severity. These
areas would be recorded separately. Any distress found in a
patched area will not be recorded; however, its effect on the
patch will be considered when determining the patch's severity
level. No other distresses, for example, are recorded within a FIG. X1.34 Polished Aggregate

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X1.17.1.1 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 X1.1.
X1.17.1.2 If the pothole is more than 750 mm (30 in.) in
diameter, the area should be determined in square meters and
divided by 0.5 m2 (5.5 ft ) to 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.), they
are considered high severity (Figs. X1.35-X1.37).
X1.17.2 How to Measure—Potholes are measured by
counting the number that are low, medium, and high severity
and recording them separately.
RAILROAD CROSSING

X1.18 Description—Railroad crossing defects are depress-

FIG. X1.35 Low-Severity Pothole
sions or bumps around or between tracks, or both.
X1.18.1 Severity Levels:
X1.18.1.1 L—Railroad crossing causes low-severity ride
quality (Fig. X1.38).
X1.18.1.2 M—Railroad crossing causes medium-severity
ride quality (Fig. X1.39).
X1.18.1.3 H—Railroad crossing causes high-severity ride
quality (Fig. X1.40).
X1.18.2 How to Measure—The area of the crossing is
measured in square meters (square feet) of surface area. If the
crossing does not affect ride quality, it should not be counted.
Any large bump created by the tracks should be counted as part
of the crossing.
RUTTING

X1.19 Description—A rut is a surface depression in the wheel paths.

Pavement uplift may occur along the sides of the rut, but, in many instances, FIG. X1.36 Medium-Severity Pothole
ruts are noticeable only after a rainfall when the paths are filled with water.
Rutting stems from a permanent deformation in any of the pavement layers
or subgrades, usually caused by consolidated or lateral movement of the
materials due to traffic load.

X1.19.1 Severity Levels (Mean Rut Depth):

X1.19.1.1 L—6 to 13 mm (1ÿ4 to 1ÿ2 in.) (Fig. X1.41).
X1.19.1.2 M—>13 to 25 mm (>1ÿ2 to 1 in.) (Fig. X1.42).
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 X1.19.1.1 –

TABLE X1.1 Levels of Severity for Potholes

Average Diameter (mm) (in.)
Maximum Depth of 100 to 200 mm (4 200 to 450 mm (8 450 to 750 mm (18
Pothole to 8 in.) to 18 in.) to 30 in.)
FIG. X1.37 High-Severity Pothole
13 to #25 mm (1ÿ2 LLM
to 1 in.) >25
and #50 mm (1 to 2 in.) LMH X1.19.1.3). The mean rut depth is calculated by laying a straight
>50 mm (2 edge across the rut, measuring its depth, then using
in.) MMH
measurements taken along the length of the rut to compute its
mean depth in millimeters.

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FIG. X1.38 Low-Severity Railroad Crossing FIG. X1.41 Low-Severity Rutting

FIG. X1.39 Medium-Severity Railroad Crossing FIG. X1.42 Medium-Severity Rutting

FIG. X1.40 High-Severity Railroad Crossing FIG. X1.43 High-Severity Rutting

SHOVING a short, abrupt wave in the pavement surface. This distress

normally occurs only in unstable liquid asphalt mix (cutback
X1.20 Description: or emulsion) pavements.
X1.20.1 Shoving is a permanent, longitudinal displacement X1.20.2 Shoves also occur where asphalt pavements but
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.

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X1.20.3 Severity Levels:

X1.20.3.1 L—Shove causes low-severity ride quality (Fig.
X1.44).
X1.20.3.2 M—Shove causes medium-severity ride quality
(Fig. X1.45).
X1.20.3.3 H—Shove causes high-severity ride quality (Fig.
X1.46).
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
FIG. X1.45 Medium-Severity Shoving
cause the pavement surface to slide or deform. This distress
usually occurs in overlaps when there is a poor bond between
the surface and the next layer of the pavement structure.
X1.21.1 Severity Level:
X1.21.1.1 L—Average crack width is <10 mm (3ÿ8 in.) (Fig.
X1.47).
X1.21.1.2 M—One of the following conditions exists (Fig.
X1.48): average crack width is ÿ10 and <40 mm (ÿ3ÿ8 and
<11ÿ2 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 (11ÿ2 in.) or the
area around the crack is broken into easily removed pieces.
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 FIG. X1.46 High-Severity Shoving

X1.22 Description—Swell is characterized by an upward

bulge on the pavement's surface, a long, gradual wave more
than 3 m (10 ft) long (Fig. X1.50). Swelling can be accompanied
by surface cracking. This distress is usually caused by frost
action in the subgrade or by swelling soil.
X1.22.1 Severity Level:

FIG. X1.47 Low-Severity Slippage Cracking

X1.22.1.1 L—Swell 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 movement will occur at the swell if it is present.
X1.22.1.2 M—Swell causes medium-severity ride quality.
FIG. X1.44 Low-Severity Shoving X1.22.1.3 H—Swell causes high-severity ride quality.

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RAVELING

X1.23 Description—Raveling is the dislodging of coarse

aggregate particles. Raveling may be caused by insufficient
asphalt binder, poor mixture quality, insufficient compaction,
segregation, or stripping.
X1.23.1 Dense Mix Severity Levels—As used here, 'coarse
aggregate' refers to predominant coarse aggregate size of the
asphalt mix, and 'aggregate clusters' refers to when more than
one adjoining coarse aggregate piece is missing. If in doubt
about a severity level, three representative areas of one square
yard each (square meters) should be examined and the number
of missing aggregate particles/clusters is counted.
X1.23.1.1 M—Considerable loss of coarse aggregate, greater
than 20 per square yard (square meter), or clusters of missing
FIG. X1.48 Medium-Severity Slippage Cracking coarse aggregate are present (or both) (see Fig. X1.51).
X1.23.1.2 H—Surface is very rough and pitted, may be
completely removed in places (see Fig. X1.52).
X1.23.2 How to Measure—Raveling is measured in square
feet (square meters) of surface area. Mechanical damage
caused by such things as hook drags, tire rims, or snowplows
is counted as raveling. If raveling is present weathering (surface
wear) is not recorded.

WEATHERING (SURFACE WEAR) – DENSE MIX

ASPHALT

X1.24 Description—The wearing away of the asphalt binder

and fine aggregate matrix.
X1.24.1 Severity Levels—As used herein, 'coarse aggre-
gate' refers to predominant coarse aggregate size of the asphalt
mix. Loss or dislodging of coarse aggregate is covered under
Raveling. Surface wear is normally caused by oxidation,
FIG. X1.49 High-Severity Slippage Cracking
inadequate compaction, insufficient asphalt content, excessive
natural sand, surface water erosion, and traffic. Weathering
occurs faster in areas with high solar radiation.

NOTE 1—Severity level is based on ride quality criteria.

FIG. X1.50 Example Swell

X1.22.2 How to Measure—The surface area of the swell is

measured in square meters (square feet). FIG. X1.51 Medium-Severity Raveling

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FIG. X1.52 High-Severity Raveling

X1.24.1.1 L—Asphalt surface beginning to show signs of aging which may FIG. X1.54 Medium-Severity Weathering (Surface Wear)
be accelerated by climatic conditions. Loss of the fine aggregate matrix is
noticeable and may be accompanied by fading of the asphalt color. Edges of
X1.24.1.3 H—Edges of coarse aggregate have been ex-posed greater
the coarse aggregates are beginning to be exposed (less than 1 mm or 0.05
than ¼ width (of the longest side) of the coarse aggregate. There is
in.). Pavement may be relatively new (as new as six months old) (see Fig.
considerable loss of fine aggregate matrix leading to potential or some loss of
X1.53).
coarse aggregate (see Fig.
X1.55).
X1.24.1.2 M—Loss of fine aggregate matrix is noticeable and edges of
X1.24.2 How to Measure—Surface wear is measured in square feet
coarse aggregate have been exposed up to ¼ width (of the longest side) of
the coarse aggregate due to the loss of fine aggregate matrix (see Fig. 54). (square meter). Surface wear is not recorded where medium- or high-severity
(or both) raveling is recorded.

FIG. X1.53 Low-Severity Weathering (Surface Wear) FIG. X1.55 High-Severity Weathering (Surface Wear)

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X2. DISTRESS IN JOINTED CONCRETE PAVEMENTS

X2.1 This Appendix lists alphabetically 19 distress types for jointed concrete X2.2.3 The inspector should drive at the posted speed in a sedan that is
pavements. Distress definitions apply to both plain and reinforced jointed representative of cars typically seen in local traffic. Pavement sections near
concrete pavements, with the exception of linear cracking distress, which is stop signs should be rated at a deceleration speed appropriate for the
defined separately for plain and reinforced jointed concrete. intersection.

BLOWUP/BUCKLING
X2.1.1 During the field condition surveys and validation of the PCI, several
questions are often asked about the identification and counting method of X2.3 Description—Blowups or buckles occur in hot weather, usually at a
some of the distresses. Answers transverse crack or joint that is not wide enough to allow slab expansion. The
to these questions are included under the heading “How to Count.” For insufficient width is usually caused by infiltration of incompressible materials
convenience, however, the most frequently raised issues are addressed below. into the joint space. When expansion cannot relieve enough pressure, a
localized upward movement of the slab edges (buckling) or shattering will occur
X2.1.1.1 Faulting is counted only at joints. Faulting associated with cracks in the vicinity of the joint. Blowups can also occur at utility cuts and drainage
is not counted separately since it is incorporated into the severity level inlets.
definitions of cracks. Crack definitions are also used in defining corner breaks
and divided slabs.
X2.3.1 Severity Levels:
X2.3.1.1 L—Buckling or shattering causes low-severity ride quality (Fig.
X2.1.1.2 Joint seal damage is not counted on a slab-by-slab basis. Instead,
X2.1).
a severity level is assigned based on the overall condition of the joint seal in
X2.3.1.2 M—Buckling or shattering causes medium-severity ride quality
the area.
(Fig. X2.2).
X2.1.1.3 Cracks in reinforced concrete slabs that are less than 1ÿ8 in. wide
X2.3.1.3 H—Buckling or shattering causes high-severity ride quality (Fig.
are counted as shrinkage cracks. Shrinkage cracks should not be counted to
X2.3).
determine if the slab is broken into four or more pieces.
X2.3.2 How to Count—At a crack, a blowup is counted as being in one
X2.1.1.4 Low-severity scaling, that is, crazing, should only be counted if slab; However, if the blowup occurs at a joint and affects two slabs, the distress
there is evidence that future scaling is likely to should be recorded as occurring in two slabs. When a blowup renders the
occur. pavement impassable, it should be repaired immediately.

X2.1.2 The user should note that the items above are general issues and
do not stand alone as inspection criteria. To measure each distress type CORNER BREAK
properly, the inspector must be familiar with the individual distress criteria.
X2.4 Description—A corner break is a crack that intersects the joints at a
distance less than or equal to one-half the slab length on both sides, measured
X2.2 Ride Quality:
from the corner of the slab. For example, a slab measuring 3.5 by 6.0 m (11.5
X2.2.1 Ride quality must be evaluated in order to establish a severity level by 20.0 ft) that has a crack 1.5 m (5 ft) on one side and 3.5 m (11.5 ft) on the
for the following distress types: other side is not considered a corner break; it is a diagonal crack. However, a
crack that intersects 0.5 m (4 ft) on one side and 2.5 m (8 ft) on the other is
X2.2.1.2 Railroad crossings. considered a corner break. A
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 : 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 slightly but create little discomfort.

X2.2.2.2 M—Medium. Vehicle vibrations are significant and some reduction

in speed is necessary for safety and comfort, or individual bumps or settlements
cause the vehicle to bounce significantly, or both, creating some discomfort.

X2.2.2.3 H—High. Vehicle vibrations are so excessive that speed must be

reduced considerably for safety and comfort, or individual bumps or settlements,
or both, cause the vehicle to bounce excessively, creating substantial
discomfort, a safety hazard, or high potential vehicle damage, or a combination
thereof .
FIG. X2.1 Low-Severity Blowup/Buckling

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FIG. X2.2 Medium-Severity Blowup/Buckling

FIG. X2.4 Low-Severity Corner Break

FIG. X2.3 High-Severity Blowup/Buckling

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. FIG. X2.5 Medium-Severity Corner Break

X2.4.1 Severity Levels:

X2.4.1.1 L—Break is defined by a low-severity4 crack. A low severity crack (2 in.) wide, or any filled or unfilled crack with faulting >10 mm (3ÿ8 in.) (Fig.
is <13 mm (1ÿ2 in.), cracks of any width with satisfactory filler; no faulting. X2.6).
The area between the break and the joints is not cracked or may be lightly X2.4.2 How to Count—Distressed slab is recorded as one
cracked (Fig. X2.4). slab if it has:
X2.4.1.2 M—Break is defined by a medium-severity4 crack, or the area X2.4.2.1 A single corner break.
between the break and the joints, or both, has a medium crack. A medium- X2.4.2.2 More than one break of a particular severity.
severity crack is a nonfilled crack >13 mm and <50 mm (>1ÿ2 in. and <2 in.), X2.4.2.3 Two or more breaks of different severities. For two or more
a nonfilled crack <50 mm (2 in.) with faulting <10 mm (3ÿ8 in.), or any filled
breaks, the highest level of severity should be recorded. For example, a slab
crack with faulting <10 mm (3ÿ8 in.) (Fig. X2.5). containing both low- and medium-severity corner breaks should be counted
as one slab with a medium corner break.
X2.4.1.3 H—Break is defined by a high-severity4 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 DIVIDED SLAB

X2.5 Description—Slab is divided by cracks into four or more pieces due

4
The above crack severity definitions are for nonreinforced slabs. For reinforced to overloading or inadequate support, or both.
slabs, see linear cracking. If all pieces or cracks are contained within a corner break, the

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FIG. X2.6 High-Severity Corner Break FIG. X2.7 Low-Severity Divided Slab

distress is classified as a severe corner break.

X2.5.1 Severity Levels—Table X2.1 lists severity levels for

divided slabs. Examples are shown in Figs. X2.7-X2.9.
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 expansion of the

large aggregate, which, over time, gradually breaks down the concrete. This
distress usually appears as a pattern of cracks running parallel and close to a
joint or linear crack. Since the concrete becomes saturated near joints and
cracks, a dark-colored deposit can usually be found around fine “D” cracks.
This type of distress may eventually lead to disintegration of the entire slab.

FIG. X2.8 Medium-Severity Divided Slab

X2.6.1 Severity Levels:
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 or missing
(Fig. X2.10).
X2.6.1.2 M—One of the following conditions exists (Fig.
X2.11): “D” cracks cover less than 15 % of the area and most of the pieces
are loose and or missing, or “D” cracks cover more than 15 % of the area.
Most of the cracks are tight, but a few pieces may be loose and or missing.

X2.6.1.3 H—“D” cracks cover more than 15 % of the area and most of the
pieces have come out or could be removed easily (Fig. X2.12).

X2.6.2 How to Count—When the distress is located and rated at one

severity, it is counted as one slab. If more than one severity level exists, the
slab is counted as having the highest

FIG. X2.9 High-Severity Divided Slab

TABLE X2.1 Levels of Severity for Divided Slab
Severity of the Number of Pieces in Cracked Slab
Majority of
Cracks 4 to 5 6 to 8 More than 8
LLLM severity distress. For example, if low and medium “D” cracking are on the
MLMH
HMHH same slab, the slab is counted as medium-severity cracking only.

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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 Severity 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 Count—Faulting across a joint is counted as
one slab. Only affected slabs are counted. Faults across a
crack are not counted as distress but are considered when
defining crack severity.

JOINT SEAL DAMAGE

FIG. X2.10 Low-Severity Durability Cracking X2.8 Description:

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
seeing down and softening the foundation 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 Hardening of the filler (oxidation).
X2.8.1.5 Loss of bond to the slab edges.
X2.8.1.6 Lack or absence of sealant in the joint.
X2.8.2 Severity Levels:
FIG. X2.11 Medium-Severity Durability Cracking X2.8.2.1 L—Joint sealant is in generally good condition
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
edge. This condition exists if a knife blade can be inserted
between sealer and joint face without resistance.
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
damage occurring to a moderate degree. Sealant needs
replacement 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 (1ÿ8
in.) wide. If a knife blade cannot be inserted easily between
sealer and joint face, this condition does not exist; pumping
debris is evident at the joint; joint sealer is oxidized and “lifeless” but pli
FIG. X2.12 High-Severity Durability Cracking

TABLE X2.2 Levels of Severity for Faulting

FAULTING Severity Level Difference of Elevation

L >3 and <10 mm
(>1ÿ8 and <3ÿ8 in.)
X2.7 Description: M >10 and <20 mm

X2.7.1 Faulting is the difference in elevation across a joint. (>3ÿ8 and <3ÿ4 in.)
H >20 mm
Some common causes of faulting are as follows: (>3ÿ4 in.)
X2.7.1.1 Settlement because of soft foundation.

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FIG. X2.13 Low-Severity Faulting FIG. X2.16 Low-Severity Joint Seal Damage

FIG. X2.14 Medium-Severity Faulting FIG. X2.17 Medium-Severity Joint Seal Damage

FIG. X2.15 High-Severity Faulting FIG. X2.18 High-Severity Joint Seal Damage

(like a rope), and generally fills the joint opening; or, vegetation in the joint is
obvious but does not obscure the joint opening.
if 10 % or more of the joint sealer exceeds limiting criteria listed above or if 10
% or more of sealer is missing.
X2.8.2.3 H—Joint sealant is in generally poor condition over the entire
section, with one or more of the above types of damage occurring to a severe X2.8.3 How to Count—Joint seal damage is not counted on a slab-by-slab
degree. Sealant needs immediate replacement (Fig. X2.18). Joint seal damage basis but is rated based on the overall condition of the sealant over the entire
is at high severity area.

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LANE/SHOULDER DROP-OFF

X2.9 Description—Lane/shoulder drop-off is the difference between the

settlement or erosion of the shoulder and the pavement travel-lane edge. The
elevation difference can be a safety hazard, and it can also cause increased
water infiltration.

X2.9.1 Severity Levels:

X2.9.1.1 L—The difference between the pavement edge and
shoulder is >25 and ÿ50 mm (>1 and ÿ2 in.) (Fig.
X2.9.1.2 M—The difference in elevation is >50 and
ÿ100 mm (>2 and ÿ4 in.) (Fig. X2.20).
X2.9.1.3 H—The difference in elevation is >100 mm
(>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 into FIG. X2.20 Medium-Severity Lane/Shoulder Drop-Off
two or three pieces, are usually caused by a combination of
repeated traffic loading, thermal gradient curling, and repeated
moisture loading. (Slabs divided into four or more pieces are
counted as divided slabs.) 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 Severity Levels ( Nonreinforced Slabs ) :
No faulting exists (Fig. X2.22).

X2.10.1.2 M—One of the following conditions exists: non-

filled crack with a width >13 and ÿ50 mm (>1ÿ2 and ÿ2 in.);
nonfilled crack of any width ÿ50 mm (2 in.) with faulting of <10
mm (3ÿ8 in.), or filled crack of any width with faulting <10 mm
(3ÿ8 in.) (Fig. 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 unfilled crack
of any width with faulting >10 mm (3ÿ8 in.) (Fig. X2.24).

FIG. X2.21 High-Severity Lane/Shoulder Drop-Off

X2.10.2 Severity Levels ( Reinforced Slabs ) :

filled crack of any width with the filler in satisfactory condition.
No faulting exists.

X2.10.2.2 M—One of the following conditions exists: non-

filled cracks with a width ÿ25 and <75 mm (ÿ1 and <3 in.) and
no faulting; nonfilled crack of any width ÿ75 mm (3 in.) with ÿ10
mm (3ÿ8 in.) of faulting, or filled crack of any width with ÿ10 mm
FIG. X2.19 Low-Severity Lane/Shoulder Drop-Off (3ÿ8 in .) faulting.

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FIG. X2.24 High-Severity Linear Cracking

utility cut is a patch that has replaced the original pavement to

allow the installation or maintenance of underground utilities.
The severity levels of a utility cut are assessed according to the
same criteria as large patching.
FIG. X2.22 Low-Severity Linear Cracking
X2.11.1 Severity Levels:
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 moderately
spalling can be seen around the edges, or both. Patch material
can be dislodged with considerable effort (Fig.
X2.26).
X2.11.1.3 H—Patch is badly deteriorated. The extent of the
deterioration warrants replacement (Fig. X2.27).
X2.11.2 How to Count—If a single slab has one or more patches with the
same severity level, it is counted as one slab containing that distress. If a
single slab has more than one severity level, it is counted as one slab with the
higher severity level.

PATCHING, SMALL (LESS THAN 0.5 M2 [5.5 FT2 ])

FIG. X2.23 Medium-Severity Linear Cracking X2.12 Description—A patch is an area where the original
pavement has been removed and replaced by a filler material.
X2.10.2.3 H—One of the following conditions exists: non-filled
crack >75 mm (3 in.) wide, or filled or unfilled crack of any width
with faulting >10 mm (3ÿ8 in.).
X2.10.3 How to Count—Once the severity has been identified,
the distress is recorded as one slab. If two medium-severity
cracks are within one slab, the slab is counted as having one high-
severity crack. Slabs divided into four or more pieces are counted
as divided slabs. In reinforced slabs, cracks <3 mm (1ÿ8 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 M2 [5.5 FT2 ])

AND UTILITY CUTS

X2.11 Description—A patch is an area where the original

pavement has been removed and replaced by filler material. A FIG. X2.25 Low-Severity Patching, Large and Utility Cuts

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FIG. X2.26 Medium-Severity Patching, Large and Utility Cuts FIG. X2.29 Medium-Severity Patching, Small

FIG. X2.27 High-Severity Patching, Large and Utility Cuts FIG. X2.30 High-Severity Patching, Small

X2.12.1 Severity Levels: X2.12.2 How to Count—If a single slab has one or more patches with the
X2.12.1.1 L—Patch is functioning well with little or no same severity level, it is counted as one slab containing that distress. If a
deterioration (Fig. X2.28). single slab has more than one severity level, it is counted as one slab with the
X2.12.1.2 M—Patch is moderately deteriorated. Patch higher severity level.
material can be dislodged with considerable effort (Fig. X2.29).
X2.12.1.3 H—Patch is badly deteriorated. The extent of POLISHED AGGREGATE
deterioration warrants replacement (Fig. X2.30).
X2.13 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 matrix is either very small, or
there are no rough or angular aggregate particles to provide
good skid resistance.
X2.13.1 Severity Levels—No degrees of severity are de-
fined; however, the degree of polishing should be significant
before it is included in the condition survey and rated as a defect
(Fig. X2.31).
X2.13.2 How to Count—A slab with polished aggregate is
counted as one slab.

POPOUTS

X2.14 Description—A popout is a small piece of pavement

FIG. X2.28 Low-Severity Patching, Small that breaks loose from the surface due to freeze-thaw action,

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D6433ÿ18

material on the pavement close to joints or cracks. Pumping near joints is

caused by poor joint sealer and indicates loss of support; repeated loading
eventually will produce cracks.
Pumping can also occur along the slab edge causing loss of support.

X2.15.1 Severity 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 additional pumping joint.

PUNCHOUT

FIG. X2.31 Polished Aggregate 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 joint
combined with expansive aggregates. Popouts usually range in diameter
and the crack or two closely spaced cracks is ÿ1.5 m (5 ft) wide. This distress
from approximately 25 to 100 mm (1 to 4 in.) and in depth from 13 to 50 mm
is caused by heavy repeated loads, inadequate slab thickness, loss of
(1ÿ2 to 2 in.).
foundation support, or a localized concrete construction deficiency, for
X2.14.1 Severity Levels—No degrees of severity are defined for popouts; example, honeycombing.
however, popouts must be extensive before they are counted as a distress.
Average popout density must exceed approximately three popouts/m2 over
X2.16.1 Severity Levels—Table X2.3 lists the severity levels
the entire slab area (Fig.
X2.32). for punchouts, and Figs. X2.35-X2.37 show examples.
X2.16.2 How to Count—If a slab contains more than one punchout or a
X2.14.2 How to Count—The density of the distress must be measured. If
punchout and a crack, it is counted as shattered.
there is any doubt that the average is greater than three popouts per square
meter, at least three random 1 m2 (11 ft2 ) areas should be checked. When RAILROAD CROSSING
the average is greater than this density, the slab should be counted.
X2.17 Description—Railroad crossing distress is character-
ized by depressions or bumps around the tracks.
PUMPING
X2.17.1 Severity Levels:
X2.15 Description—Pumping is the ejection of material from the slab
foundation through joints or cracks. This is caused by deflection of the slab
with passing loads. As a load moves across the joint between the slabs,
water is first forced under the leading slab, and then forced back under the
trailing slab. This action erodes and eventually removes soil particles,
resulting in progressive loss of pavement support. Pumping can be identified
by surface stains and evidence of base or subgrade

FIG. X2.32 Popouts FIG. X2.33 Pumping

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FIG. X2.36 Medium-Severity Punchout

FIG. X2.34 Pumping

TABLE X2.3 Levels of Severity for Punchouts

Severity of the Number of Pieces
Majority of
Cracks 2 to 3 4 to 5 >5
LLLM
MLMH
HMHH

FIG. X2.37 High-Severity Punchout

FIG. X2.35 Low-Severity Punchout

X2.17.1.1 L—Railroad crossing causes low-severity ride FIG. X2.38 Low-Severity Railroad Crossing
quality (Fig. X2.38).
X2.17.1.2 M—Railroad crossing causes medium-severity ride
quality (Fig. X2.39). SCALING, MAP CRACKING, AND CRAZING
X2.17.1.3 H—Railroad crossing causes high-severity ride X2.18 Description—Map cracking or crazing refers to a
quality (Fig. X2.40). network of shallow, fine, or hairline cracks that extend only
X2.17.2 How to Count—The number of slabs crossed by the through the upper surface of the concrete. The cracks tend to
railroad tracks is counted. Any large bump created by the tracks intersect at angles of 120°. Map cracking or crazing is usually
should be counted as part of the crossing. caused by concrete over-finishing and may lead to surface

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FIG. X2.39 Medium-Severity Railroad Crossing FIG. X2.41 Low-Severity Scaling, Map Cracking, and Crazing

FIG. X2.40 High-Severity Railroad Crossing FIG. X2.42 Medium-Severity Scaling, Map Cracking, and Crazing

scaling, which is the breakdown of the slab surface to a depth of approximately

6 to 13 mm (1ÿ4 to 1ÿ2 in.). Scaling may also be caused by deicing salts,
improper construction, freeze-thaw cycles, and poor aggregate. The type of
scaling defined here is not caused by “D” cracking. If scaling is caused by “D”
cracking, it should be counted under that distress only.

X2.18.1 Severity Levels:

X2.18.1.1 L—Crazing or map cracking exists over most of the slab area;
the surface is in good condition, with only minor scaling present (Fig. X2.41).

X2.18.1.2 M—Slab is scaled but less than 15 % of the slab is affected (Fig.
X2.42).
X2.18.1.3 H—Slab is scaled over more than 15 % of its area
(Fig. X2.43).
X2.18.2 How to Count—A scaled slab is counted as one slab. Low-severity FIG. X2.43 High-Severity Scaling, Map Cracking, and Crazing
crazing should only be counted if the potential for scaling appears to be
imminent or a few small pieces come out.

the concrete and usually do not extend through the depth of the slab.
SHRINKAGE CRACKS

X2.19 Description—Shrinkage cracks are hairline cracks that are usually X2.19.1 Severity Levels—No degrees of severity are de-fined. It is enough
less than 2 m long and do not extend across the entire slab. They are formed to indicate that shrinkage cracks are present (Fig. X2.44).
during the setting and curing of

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D6433ÿ18

FIG. X2.44 Shrinkage Cracks FIG. X2.45 Low-Severity Spalling, Corner

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 mm (5
in.) from the crack to the corner on both sides should not be counted.

X2.20.1 Severity Levels—Table X2.4 lists the levels of severity for corner
spalling. Figs. X2.45-X2.47 show ex-amps. Corner spalling with an area of
FIG. X2.46 Medium-Severity Spalling, Corner
less than 650 cm (10 in.2 ) from the crack to the corner on both sides should
not
be counted.

X2.20.2 How to Count—If one or more corner spallings 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 slab with the highest
severity level.

SPALLING, JOINT

X2.21Description :

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 extend vertically through the slab,
but intersects the joint at an angle. Spalling results from:

TABLE X2.4 Levels of Severity for Corner Spalling FIG. X2.47 High-Severity Spalling, Corner
Dimensions of Sides of Spall 300 ×
130 × 130 mm to 300 × 300 mm 300 mm (>12 × 12
Depth of Spall
(5 × 5 in.) to (12 × 12 in.) in.)
X2.21.1.1 Excessive stresses at the joint caused by traffic
<25mm L L
loading or by infiltration of incompressible materials.
(1 in.)
>25 to 50 mm (1 L M X2.21.1.2 Weak concrete at the joint caused by overwork-ing.
to 2 in.) >50
mm (2 in.) M H
X2.21.1.3 Water accumulation in the joint and freeze-thaw action.

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D6433ÿ18

X2.21.2 Severity Levels—Table X2.5 and Figs. X2.48-

X2.50 show the severity levels of joint spalling. A frayed joint

FIG. X2.48 Low-Severity Spalling, Joint

where the concrete has been worn away along the entire joint
FIG. X2.49 Medium-Severity Spalling, Joint
is rated as low severity.
X2.21.3 How to Count—If spall is along the edge of one
slab, it is counted as one slab with joint spalling. If spalling is
on more than one edge of the same slab, the edge having the
highest severity is counted and recorded as one slab. Joint
Spalling can also occur along the edges of two adjacent slabs.

TABLE X2.5 Levels of Severity for Joint Spalling

Length of Spall
<0.5m >0.5m
Spall Pieces Width of Spall
(1.5ft) (1.5ft)
Tight – cannot be removed easily <100mm L L
(maybe a few pieces missing. (4 in.)
>100mm L L

Loose – can be removed and <100mm L M

some pieces are missing; if
most or all pieces are missing,
spall is shallow, less than 25
mm (1 in.). >100mm L M FIG. X2.50 High-Severity Spalling, Joint

Missing – most or all pieces have <100mm L M

been removed. >100mm M H
If this is the case, each slab is counted as having joint spalling.

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D6433ÿ18

X3. DEDUCT VALUE CURVES FOR ASPHALT

FIG. X3.4 Bumps and Sags

FIG. X3.1 Alligator Cracking

FIG. X3.5 Bumps and Sags (Metric Units)

FIG. X3.2 Bleeding

FIG. X3.3 Block Cracking FIG. X3.6 Corrugation

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D6433ÿ18

FIG. X3.10 Joint Reflection Cracking

FIG. X3.7 Depression

FIG. X3.11 Joint Reflection Cracking (Metric Units)

FIG. X3.8 Edge Cracking

FIG. X3.12 Lane/Shoulder Drop-Off

FIG. X3.9 Edge Cracking (Metric Units)

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D6433ÿ18

FIG. X3.13 Lane/Shoulder Drop-Off (Metric Units) FIG. X3.16 Patching and Utility Cut Patching

FIG. X3.14 Longitudinal/Transverse Cracking FIG. X3.17 Polished Aggregate

FIG. X3.18 Potholes

FIG. X3.15 Longitudinal/Transverse Cracking (Metric Units)

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D6433ÿ18

FIG. X3.19 Potholes (Metric Units) FIG. X3.22 Shoving

FIG. X3.20 Railroad Crossing FIG. X3.23 Slippage Cracking

FIG. X3.21 Rutting FIG. X3.24 Swell

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D6433ÿ18

FIG. X3.25 Raveling

FIG. X3.26 Weathering

FIG. X3.27 Total Deduct Value

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X4. DEDUCT VALUE CURVES FOR CONCRETE

FIG. X4.4 Durability (“D”) Cracking

FIG. X4.1 Blowups

FIG. X4.5 Faulting

FIG. X4.2 Corner Break

FIG. X4.6 Rigid Pavement Deduct Values, Distress 26, Joint Seal
FIG. X4.3 Divided Slab Damage

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D6433ÿ18

FIG. X4.10 Patching, Small

FIG. X4.7 Lane/Shoulder Drop-Off

FIG. X4.11 Polished Aggregate

FIG. X4.8 Linear Cracking

FIG. X4.12 Popouts

FIG. X4.9 Patching, Large, and Utility Cuts

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D6433ÿ18

FIG. X4.13 Pumping

FIG. X4.14 Punchouts

FIG. X4.15 Railroad Crossing

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D6433ÿ18

FIG. X4.16 Scaling/Map Cracking/Crazing

FIG. X4.17 Shrinkage Cracks

FIG. X4.18 Spalling, Corner

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D6433ÿ18

FIG. X4.19 Spalling, Joint

FIG. X4.20 Corrected Deduct Values for Jointed Concrete Pave-ment

REFERENCES

(1) PAVER Asphalt Distress Manual, US Army Construction Engineering (4) Sayers, MW, Gillespie, TD, and Queiroz, CAV, “The International Road
Laboratories, TR 97/104, June 1997. Roughness Experiment: Establishing Correlation and a Calibration
(2) PAVER Asphalt Distress Manual, US Army Construction Engineering Standard for Measurements,” World Bank Technical Paper No. 45, the
Laboratories, TR 97/105, June 1997. International Bank for Reconstruction and Development/the World Bank,
(3) Carey, WN, Jr. and Irick, PE, “The Pavement Serviceability-Performance Washington, DC, 1986.
Concept,” HRB Bulletin 250, 1960.

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