Pavement Surface Condition Field

Rating Manual for Asphalt Pavements

Inspection
Procedure
and Guidelines

Rating
Considerations

Northwest Pavement
Management Association
Sponsored by:
Northwest Technology Transfer Center
TransAid Service Center
Washington State
Department of Transportation

Flexible Pavement

Acknowledgments

Pavement Surface Condition Field

Rating Manual for Asphalt Pavements

Northwest Pavement Management Association

Sponsored by:
Northwest Technology Transfer Center
TransAid Service Center
Washington State
Department of Transportation

CONTENTS

Inspection Procedure and Guidelines

8-9

Rating Considerations

10-13

Flexible Pavement Distresses

14-63

1. Rutting and Wear

14-15

2. Alligator Cracking

16-19

Option A Measurement for Alligator Cracking

18

Option B Measurement for Alligator Cracking

19

3. Longitudinal Cracking

20-23

Option A Measurement for Longitudinal Cracking

22

Option B Measurement for Longitudinal Cracking

23

4. Nonwheel Path Longitudinal Cracking

24-27

Option A Measurement for Nonwheel Path

Longitudinal Cracking

26

Option B Measurement for Nonwheel Path

Longitudinal Cracking

27

5. Transverse Cracking

28-31

Option A Measurement for Transverse Cracking

30

Option B Measurement for Transverse Cracking

31

6. Raveling and Aging

32-35

7. Flushing/Bleeding

36-39

8. Patching

40-43

Option A Measurement for Patching

42

Option B Measurement for Patching

42

9. Original WSDOT Patching

44-49

10. Corrugation and Waves

50-51

Option A Measurement for Corrugations

and Waves

51

Option B - Measurement for Corrugations

and Waves

51

11. Sags and Humps

52-53

Option A Measurement for Sags and Humps

53

Option B Measurement for Sags and Humps

53

12. Block Cracking

54-57

Option A Measurement for Block Cracking

56

Option B Measurement for Block Cracking

56

13. Pavement Edge Condition

58-59

14. Crack Seal Condition

60-63

Acknowledgments to the First Revision

64-67

Acknowledgments to the First Edition

68-69

Inspection Procedure and Guidelines

These inspection procedures offer a method of determining pavement condition through
observing and recording the presence of specific types and severities of defects or
distresses in the pavement surface.
The elements of pavement condition rating are as follows:
1. The type of defect.
2. The severity of the defect.
3. The extent to which the road surface is affected by the defect.
There are several types of defects and several possible severities and extents for each
defect. These are described and illustrated for flexible pavements in the following pages
of this manual.

Rating Considerations
Listed below are important factors to consider when you collect pavement
condition data.

Each agency must decide whether to record the extent of the predominant
severity of each defect type or to record the extent of each severity of each
defect type. The agency must also decide whether to estimate/measure and
record these extents using finite values or standardized ranges of values.
If the predominate severity procedure is used for each type of defect
observed, you should record only one severity, the predominant severity.
Always record the higher rated severity if approximately equal proportions
of more than one severity exist. The purpose is to establish a severity that
represents the typical condition of the roadway segment. The extent you
record is always the overall extent associated with all levels of severity for
a given distress type. This extent may be a range of values or it may be a
finite value. Your individual agency may wish to note (in the comments
section of the form) the occurrence of any level of severity that
is significantly higher than what you have recorded in the rating.

10

If you are recording the extent associated with each severity of each distress
type, then instead of recording the total extent and the predominant
severity, you will record the extent of each severity of each type of defect. It
is recommended that a finite value (the actual percentage or count) of the
extent is recorded for each of the severity categories as use of ranges will
probably result in too large an extent for the total of the severities.

Roads can be rated on foot or by vehicle. In urban areas, rating is frequently

done on foot. The best driving speeds for observing the defects range from 2
to 5 miles per hour. A single lane is generally used, but if time and funds
allow, an agency can measure more than one lane.
Note: Different values will likely be obtained in walking vs. driving and the
agency needs to be aware of possible problems in comparing results
obtained by using more than one technique.

The relative sun angle and direction of viewing the roadway surface will
greatly affect your visual observation. Be sure to view the pavement from
more than one direction occasionally during the survey to assure the true
nature of the pavement surface is being observed.

11

The time of year and weather (moisture and temperature) conditions over a
given time period can also affect the severity and visibility of certain
distresses. If at all possible, rate the roadway network at a similar time of the
year and only while the pavement is dry.

When rating a roadway, you must observe the entire area of the traveled
roadway segment or sample and determine the defect severities and extents
over this full pavement surface area.

When rating composite pavements (such as asphalt over rigid pavement),

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

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

12

Condition ratings apply only to the traveled surface of a road. Do not include
the conditions of shoulders or other adjacent areas. Shoulder condition,
drainage information, or other items may be accounted for and collected
separately from or with the pavement rating data.

Areas within the curb returns are considered a part of the intersection for
rating purposes. Intersections are generally rated with a higher functional
class street or in a given direction. Intersections may also be separately rated
and recorded. Each agency needs to develop its own policy.

If opposite sides of the roadway or individual lanes are rated separately, use
separate forms and enter the data into the database as separate
multilane segments.

When any type of defect is not observed, write an N in the first space on
the field form for that defect. The N indicates clearly that a defect was not
present and reduces the potential for confusion when the data are entered
into the database.

Your PMS manager may wish you to observe and collect additional
information during the survey. This might include such things as historical
and physical information, documenting new segments, or noting items
needing repair.

It is important that you receive clear direction from the PMS manager on all
details related to data collection prior to beginning the survey project.

13

Flexible Pavement Distresses

1.

Rutting and Wear

Rutting is a surface depression within the wheel path. Rutting results from a
permanent deformation in any of the pavement layers or subgrades, usually caused
by consolidation or lateral movement of the materials due to traffic loads. When the
upper pavement layers are severely rutted, the pavement along the edges of the
rutted area may be raised. Usually, the rutting occurs gradually across the wheel
path, reaching a maximum depth in the center of the wheel path. Ruts are most
obvious after rainfall when they are full of water.
Wear is surface depression in the wheel path resulting from tire abrasion.

14

Measurement for Rutting

Severity:

The average rut depth in the wheel path for the segment or sample.
Recommended ranges for estimated severity.
Low 1/4-inch to 1/2-inch
Medium 1/2-inch to 3/4-inch
High over 3/4-inch

Extent:

The extent of rutting is assumed to be the full length of the segment in

the wheel path.

Measure:

Take measurements in as many locations as is practical and

average them.

Rutting

15

2.

Alligator Cracking
Alligator fatigue cracking is associated with loads and is usually limited to areas
of repeated traffic loading. The cracks surface initially as a series of parallel
longitudinal cracks within the wheel path that progresses with time and loads to
a more branched pattern that begins to interconnect. The stage at which several
discontinuous longitudinal cracks begin to interconnect, is defined as alligator
cracking. Eventually the cracks interconnect sufficiently to form many pieces,
resembling the pattern of an alligator.
On narrow, two-lane roads, alligator cracking may form along the center line rather
than in the customary wheel paths.
Almost always, the pattern of the cracking (the longer dimension of the connected
cracks) is parallel to the roadway or direction of vehicle travel. However, alligator
cracking occasionally occurs in a pattern transverse to the roadway direction
because of poor trench compaction, settlement, or frost action.
Pot holes and other occurrences of destroyed or missing pavement are accumulated
as high severity alligator cracking and may also be noted in the comments area of
the field form.

16

Severity:
Low Branched, longitudinal, discontinuous thin cracks are
beginning to interconnect and form the typical
alligator pattern with no spalling.
Medium Cracking is completely interconnected and has fully
developed an alligator pattern. Some spalling may
appear at the edges of cracks. The cracks may be
greater than 1/4-inch wide, but the pavement pieces
are still in place.
High The pattern of cracking is well developed. Spalling is
very apparent at the crack. Individual pieces may be
loosened and may rock under traffic. Pieces may be
missing. Pumping of fines up through the cracks may
be evident.
Low

Medium

High

17

Option A

Measurement for Alligator Cracking

Extent:

The extent of alligator cracking is related to the length of wheel paths.

There are two wheel paths in every lane. Therefore, a 100-foot lane
has 200 feet of wheel paths. Accurate measurement and recording as a
percentage of wheel path length is preferable.
Recommended ranges for estimated extent.
1 percent to 9 percent of both wheel paths
10 percent to 24 percent of both wheel paths
25 percent to 49 percent of both wheel paths
50 percent to 100 percent of both wheel paths

Measure:

Accumulate the lengths along the surveyed lane of each severity of

the alligator cracking as it occurs in both wheel paths. Divide the
accumulated lengths by twice the length of the segment (two wheel
paths per lane). Multiply by 100 to get percent, and round to a whole
number.

18

Option B

Measurement for Alligator Cracking

Extent:

The extent of alligator cracking is related to the entire survey area.

Measure:

Alligator Cracking is measured in square feet. 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
level present.

19

3.

Longitudinal Cracking
Longitudinal cracks run roughly parallel to the roadway center line. Longitudinal
cracks associated with the beginning of alligator cracking are generally discontinuous, broken, and occur in the wheel path. However, any longitudinal crack that is
clearly within the wheel path should be rated.
Note: Do not include cracks which reside only within 6 inches of a lane edge.
These cracks are assumed to be caused by, or related to, a paving construction joint
and should be rated as nonwheel path longitudinal cracking. If your survey includes
an item for joint or crack seal condition, you should include the seal condition of
these lane edge construction joints in that survey item.

20

Severity:
Low The cracks have very little or no spalling along the
edges and are less than 1/4-inch in width. If the cracks
are sealed and the width of the crack prior to sealing is
invisible, they should be classified as Low Severity.
Medium The cracks have little or no spalling but they are greater
than 1/4-inch in width. There may be a few randomly
spaced low severity connecting cracks near the main
crack or at the corners of intersecting cracks.
High Cracks are spalled and there may be several randomly
spaced cracks near the main crack or at the corners of
intersecting cracks. Pieces are visibly missing along the
crack. At some point, this longitudinal cracking
becomes alligator cracking.
Low

Medium

High

21

Option A

Measurement for Longitudinal Cracking

Extent:

The extent of longitudinal cracking is recorded as a percent of the

length of the surveyed segment.
Recommended ranges for estimated extent.
1 percent to 99 percent of length of segment
100 percent to 199 percent of length of segment
200 percent or more of length of segment

Measure:

Accumulate the lengths along the surveyed lane of each severity of the
longitudinal cracking as it occurs. Divide the accumulated lengths by
the length of the segment. Multiply by 100 to get percent, and round to
a whole number.

22

Option B

Measurement for Longitudinal Cracking

Extent:

The extent of longitudinal cracking is related to the entire survey area.

Measure:

Longitudinal cracks are measured in linear feet. The length and

severity of each crack should be recorded after identification.

23

4.

Nonwheel Path Longitudinal Cracking

Nonwheel path longitudinal cracks run roughly parallel to the roadway center line.
They may be caused by a poorly constructed paving joint, a reflective crack caused
by joints and cracks beneath the surface course, including joints and cracks near the
edge of the pavement. These types of cracks are not load-associated.
Low severity nonwheel path longitudinal cracking looks very similar to low
severity alligator cracking; however, low severity alligator cracking always occurs
in the wheel path and should be rated as alligator cracking.

24

Severity:
Low The cracks have very little or no spalling along the edges
and are less than 1/4-inch in width. If the cracks are
sealed and the width of the crack prior to sealing is
invisible, they should be classified as Low Severity.
Medium The cracks have little or no spalling but they are greater
than 1/4-inch in width. There may be a few randomly
spaced low severity connecting cracks near the main
crack or at the corners of intersecting cracks.
High Cracks are spalled and there may be several randomly
spaced cracks near the main crack or at the corners of
intersecting cracks. Pieces are visibly missing along the
crack.

Low

Medium

High

25

Option A

Measurement for Nonwheel Path Longitudinal Cracking

Extent:

The extent of nonwheel path longitudinal cracking is recorded as a

percent of the length of the surveyed segment.
Recommended ranges for estimated extent.
1 percent to 99 percent of length of segment
100 percent to 199 percent of length of segment
200 percent or more of length of segment

Measure:

Accumulate the lengths along the surveyed lane of each severity

of the nonwheel path longitudinal cracking as it occurs. Divide the
accumulated lengths by the length of the segment. Multiply by 100
to get percent, and round to a whole number.

26

Option B

Measurement for Nonwheel Path Longitudinal Cracking

Extent:

The extent of nonwheel path longitudinal cracking is related to the

entire survey area.

Measure:

Nonwheel path longitudinal cracks are measured in linear feet.

The length and severity of each crack should be recorded after
identification.

27

5.

Transverse Cracking
Transverse cracks run roughly perpendicular to the roadway center line. They may
be caused by surface shrinkage due to low temperatures, hardening of the asphalt,
or cracks in underlying pavement layers such as PCCP slabs. They may extend
partially or fully across the roadway.
Consider only those transverse cracks that are a minimum of two feet in length.

28

Severity:
Low The cracks have very little or no spalling along the
edges and are less than 1/4-inch in width. If the cracks
are sealed and the width of the crack prior to sealing is
invisible, they should be classified as Low Severity.
Medium The cracks have little or no spalling but they are
greater than 1/4-inch in width. There may be a few
randomly spaced low severity connecting cracks near
the main crack or at the corners of intersecting cracks.
High Cracks are spalled and there may be several randomly
spaced cracks near the main crack or at the corners of
intersecting cracks. Pieces are visibly missing along
the crack.

Low

Medium

High

29

Option A

Measurement for Transverse Cracking

Extent:

The extent of transverse cracking is quantified as a frequency of

occurrence expressed as a count per 100 feet of lane length.
Recommended ranges for estimated extent.
1 to 4 cracks per 100 feet
5 to 9 cracks per 100 feet
10 or more cracks per 100 feet

Measure:

Accumulate the count along the surveyed lane of each severity of

transverse crack as it occurs. Divide the accumulated counts by the
length of the segment. Multiply by 100 to get the frequency, and
round to a whole number.

30

Option B

Measurement of Transverse Cracking

Extent:

The extent of transverse cracking is related to the entire survey area.

Measure:

Transverse cracks are measured in linear feet. The length and severity
of each crack should be recorded after identification.

31

6.

Raveling and Aging

Raveling and aging are pavement surface deterioration that occurs when aggregate
particles are dislodged (raveling) or oxidation causes loss of the asphalt binder
(aging). An ACP loses its smooth surface and begins to appear very open and
rough.
The severity is rated by the degree of aggregate and binder loss. Rate the overall
severity within the segment as the most predominate observed level.
This distress is measured or observed differently depending on whether the road
surface is BST or ACP. Care should be exercised when rating chip sealed
pavements, as they tend to look raveled because of the inherent nature of the chip
seal surface. However, raveling in chip sealed pavements (loss of aggregate)
actually results in a condition of excess asphalt, and should be rated as flushing
(see next distress, Flushing/Bleeding).

32

Severity:
Low The aggregate and/or binder has started to wear
away but has not progressed significantly. The
pavement only appears slightly aged and
slightly rough.

High

Medium The aggregate and/or binder has worn away

and the surface texture is moderately rough and
pitted. Loose particles may be present, and fine
aggregate is partially missing from the surface.
High The aggregate and/or binder have worn away
significantly, and the surface texture is deeply
pitted and very rough. Fine aggregate is
essentially missing from the surface, and
pitting extends to a depth approaching one half
the coarse aggregate size.
Low

Medium

High

33

Extent:

The extent of raveling is estimated and expressed relative to the

surface area of the surveyed lane.
Recommended ranges for estimated extent.
Localized Patchy areas, usually in the wheel paths.
Wheel Path Majority of wheel tracks are affected,
but little or none elsewhere in the lane.
Entire Lane Most of the lane is affected.

Measure:

Estimate the severity and extent.

34

35

7.

Flushing/Bleeding
Flushing and bleeding is indicated by an excess of bituminous material on the
pavement surface which presents a shiny, glass-like reflective surface that may
become sticky in hot temperatures.
At the lower severity levels, the extents localized and wheel path may be
difficult to differentiate; however, as the severity increases, wheel path becomes
more well defined. Wheel path refers to tire tracking area and may be used to
represent the condition of only one wheel track being heavily involved.
This distress is measured or observed differently depending on whether the road
surface is BST or ACP. In BST pavements, loss of aggregate (raveling), commonly
referred to as chip loss, leaves the binder exposed. This condition looks like
flushing, and should be rated as flushing.

36

Severity:
Low Minor amounts of the aggregate have been covered
by excess asphalt but the condition has not
progressed significantly.
Medium Significant quantities of the surface aggregate have
been covered with excessive asphalt. However, much
of the coarse surface aggregate is exposed, even in
those areas showing flushing.
High Most of the aggregate is covered by excessive asphalt
in the affected area. The area appears wet and is
sticky in hot weather.

Low

Medium

High

37

Extent:

The extent of flushing is estimated and expressed relative to the

surface area of the surveyed lane.
Recommended ranges for estimated extent.
Localized Patchy areas, usually in the wheel paths.
Wheel Path Majority of wheel tracks are affected, but little or
none elsewhere in the lane.
Entire Lane Most of the lane is affected.

Measure:

Estimate the severity and extent.

38

39

8.

Patching
A patch is an area of pavement which has been replaced with new material to repair
the existing pavement or access the utility.
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. In general, a patch is
less than a typical rehabilitation in size and scope. They are less than full roadway
width and/or are less than project length. Some agencies may have patches as long
as the work defined by another agency as a rehabilitation.
Temporary patches, as well as localized permanent repairs (dig-out repair), are
included in this distress category. Utility cut patches are also included as part of the
patching values.

40

Low Patch has at most low severity distress of any type.

Medium Patch has medium severity distress of any type.
High Patch has high severity distress of any type.
low

Low

Medium

Medium

High

41

Option A

Measurement for Patching

Extent:

The extent of patching is related to the length of wheel paths. Each

half of the lane is considered one wheel path.
Recommended ranges for estimated extent.
1 percent to 9 percent of both wheel paths
10 percent to 24 percent of both wheel paths
25 percent or more of both wheel paths.

Option B

Measurement for Patching

Extent:

The extent of patching is related to the entire survey area.

Measure:

Patching is measured in square feet of entire inspection area. No other

distresses (e.g., rutting or cracking) are recorded within a patch. Other
distresses in the patch area are used to determine the severity level of
the patch.

42

43

9.

Original WSDOT Patching

In general, a patch is less than a typical rehabilitation in size and scope. They are
less than full roadway width and/or are of less than project length. Some agencies
may have patches as long as the work defined by another agency as a rehabilitation.
WSDOT defines a lane with new surfacing as a patch if it is less than about half
a mile in length. Definition of minimum rehabilitation vs. maximum patch length is
a matter of agency policy.
Temporary patches, as well as localized permanent repairs (dig-out repair), are
included in this distress category. The patches or repairs which are obviously the
result of utility work are the exception, and are not included as part of the
patching values.
While appropriately done repairs are an asset rather than a liability to the life of a
segment of pavement, the fact that they were required (other than for utility work)
generally indicates some failure in the pavement structure.
If any patch (including a utility patch) shows surface defects, such as alligator
cracking, accumulate those defects also, and include them in the overall
segment rating.

44

Patching

45

Severity:

Severity of patching is defined in three categories which are most

easily recognized by the method of construction.
Low The lowest severity is BST patching or chip seal patching. It
is constructed by spraying hot asphalt onto the roadway
(usually using a truck with a spray bar) and then spreading
and rolling crushed stone onto the surface. It is identified by
its nearly straight edges, rough texture, and surface contours
which mimic the surface below. This is assumed to cover
low severity cracking or raveling.
Medium Blade patching is the medium severity patching. It has edges
shaped to the contours of the surrounding pavement and is of
variable thickness with feathered edges. This type is assumed
to cover (or replace) medium to severe alligator cracking, pot
holes, rutting, or other significant pavement defects. Cold
patches are of this type.
High Dig-Out or Full Depth patching is the most severe of the
types rated. A patch (or repair) of this type is constructed by
neatly cutting out a full depth portion of the pavement,
removing all disturbed materials, and refilling the void with
an appropriate pavement section. This appropriately
reconstructed section should be as strong as the original
pavement section, perhaps even stronger. This type of patch
is assumed to replace severe alligator cracking.
46

Chip Seal Repair Low

Blade Repair Medium

Dig Out High

47

Extent:

The extent of patching is related to the length of wheel paths.

Accurate measurement expressed as a percentage of wheel path
length is preferable. Each half of the lane is considered one wheel
path. This form of measurement is identical to that of alligator
cracking because the general assumption is that patching replaces
alligator cracking.
Recommended ranges for estimated extent.
1 percent to 9 percent of both wheel paths
10 percent to 24 percent of both wheel paths
25 percent or more of both wheel paths
Note: Patching was included in the WSPMS because without a
deduction for patching, a roadway which is virtually made of patches
would appear to be a perfect segment or project. This would result
in the segment or project never being included in a prioritized list of
pavements needing rehabilitation.
If an agency has separate maintenance districts, or crews assigned to
specific areas, the more efficient crew/district can be penalized by the
pavement management system for doing a better job. If its roadways
rate higher as a result of better maintenance operations, those
roadways might not receive repair and rehabilitation funds as a result.
The way in which the PMS uses these distress severities can vary, and
the desired effect can be accommodated by using different deduct
values to reflect the needs of the agency. If patching and/or repairs are
48

not deemed a serious issue within your agency, then reduce or remove
the optional local deducts associated with the patching severities.

Measure:

Accumulate the lengths along the surveyed lane of each severity

(type) of patching as it occurs in both wheel paths. Divide the
accumulated lengths by twice the length of the segment (two wheel
paths per lane). Multiply by 100 to get percent, and round to a whole
number.

49

10. Corrugation and Waves

This distress category covers a general form of surface distress which is not limited
to the wheel path, although they may occur in the wheel path. The distress may
occur in isolated areas, such as at intersections, or it may occur over a large part of
the roadway surface.
Corrugations and waves are regularly occurring transverse undulations in the
pavement surface. Corrugations occur as closely spaced ripples, while waves are
undulations whose distance from peak to valley is more than 3 feet.

Severity:

The severity of corrugation is defined as the maximum vertical deviation

from a 10-foot straightedge placed on the pavement parallel to the center
line of the roadway.
Low 1/8-inch to 2 inches per 10 feet.
Medium 2 inches to 4 inches per 10 feet.
High Over 4 inches per 10 feet.

50

Option A

Measurement of Corrugation and Waves

Extent:

The extent of corrugations is expressed in percent of the lane

area affected.
1 percent to 9 percent of the area of the segment
10 percent to 24 percent of the area of the segment
25 percent or more of the area of the segment

Measure:

Option B

Determine severity by measuring the maximum difference in

elevation that occurs within a 10-foot straightedge length centered
over the area of displacement. Rate the overall distress by using the
highest observed level.

Measurement of Corrugation and Waves

Extent:

The extent of corrugations is expressed in square feet of the entire

survey area.

Measure:

Determine severity by measuring the maximum difference in

elevation that occurs within a 10-foot straightedge length centered
over the area of displacement. Rate the overall distress by using the
highest observed level.

51

11. Sags and Humps

This distress category also covers forms of surface distress that are not limited to
the wheel path, although they generally include the wheel paths. The distress
usually occurs in isolated areas of the roadway surface.
Sags and humps are localized depressions or elevated areas of the pavement that
result from settlement, pavement shoving, displacement due to subgrade swelling,
or displacement due to tree roots.

Severity: The severity of sags or humps, like corrugation, is defined as the maximum
vertical deviation from a 10-foot straightedge placed on the pavement parallel to the
center line of the roadway.
Low 1/8-inch to 2 inches per 10 feet.
Medium 2 inches to 4 inches per 10 feet.
High Over 4 inches per 10 feet.

52

Option A

Measurement for Sags and Humps

Extent:

The extent of sags and humps is expressed in percent of the lane

area affected.
1 percent to 9 percent of the area of the segment
10 percent to 24 percent of the area of the segment
25 percent or more of the area of the segment

Measure:

Option B

Determine severity by measuring the maximum difference in

elevation that occurs within a 10-foot straightedge length centered
over the area of displacement. Rate the overall distress by using the
highest observed level.

Measurement for Sags and Humps

Extent:

The extent of sags and humps is expressed in square feet of the entire
survey area.

Measure:

Determine severity by measuring the maximum difference in

elevation that occurs within a 10-foot straightedge length centered
over the area of displacement. Rate the overall distress by using the
highest observed level.

53

12. Block Cracking

Block cracks divide the pavement surface into nearly rectangular pieces with cracks
that intersect at about 90 degrees. This type of distress differs from alligator
cracking in that alligator cracks form smaller, irregular shaped pieces with sharp
angles. Also, alligator cracks are caused by repeated traffic loadings and are,
therefore, generally located in traffic areas (i.e., the wheel paths).
Block cracking is caused principally by shrinkage of the asphalt concrete and daily
temperature cycling. It is not load-associated, although load can increase the
severity of individual cracks. The occurrence of block cracking usually indicates
that the asphalt has hardened significantly through aging. Block cracking normally
occurs over a large portion of the pavement area including nontraffic areas.
However, various fatigue related defects may occur in the same segment.

54

Severity:

The severity of block cracking is defined by the average size of the blocks and the average width of the
cracks that separate them.
Block Size
Low 9 9 feet or greater.
Medium 5 5 feet to 8 8 feet blocks.
High 4 4 feet blocks or less.
Crack Size
Low Less than 1/4 inch.
Medium Over 1/4 inch.
High Spalled.

55

Option A

Measurement of Block Cracking

Extent:

The extent of block cracking is assumed to be the full surveyed

segment. If the block cracking does not extend throughout the
segment, then rate the segment using longitudinal and transverse
cracking.

Measure:

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

Option B

Measurement of Block Cracking

Extent:

The extent of block cracking is assumed to be square feet or percent

of length. If the block cracking does not extend throughout the
segment, then rate the segment using longitudinal and transverse
cracking.

Measure:

Measure the typical size of the blocks and select the appropriate
standard block size and crack size.

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57

13. Pavement Edge Condition

Edge raveling occurs when the pavement edge breaks away from roadways without
curbs or paved shoulders. However, edge conditions can still occur with paved
shoulders. Edge patching is the repair of this condition. The lane less than 10 feet
distress indicates that the edge raveling has progressed to the point where the
pavement width from the center line to the outer edge of roadway has been reduced
to less than 10 feet.

Severity: The severity of Pavement Edge Condition is defined as follows.

Low Edge Raveling
Medium Edge Patching
High Edge lane less than 10 feet.
Measure:

Accumulate the lengths along the surveyed lane of

each type edge defect as it occurs. Divide the
accumulated lengths by the length of the segment.
Multiply by 100 to get percent, and round to a
whole number.

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Extent:

The extent of pavement edge conditions is recorded as a percentage of the length of

the surveyed segment. Recommended ranges for estimated extent.
1 percent to 9 percent of the length of the segment
10 percent to 24 percent of the length of the segment
25 percent or more of the length of the segment

Edge Raveling

Edge Patching

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14. Crack Seal Condition

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

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Severity:
None There are no sealed cracks.
Low Sealant in good to excellent condition.
Medium Hairline failure in the sealant allows a minimal amount of
water to pass.
High The sealant is severely cracked and may allow significant
quantities of water to pass. The sealant is wide open (or
nonexistent) and will allow water to pass freely.

Low

Medium

High

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Extent:

The extent of crack sealing is quantified as the percent of the total

length of the cracks (or joints) in the segment which exhibit the
seal condition.
1 percent to 9 percent of the total length of cracks or joints
10 percent to 24 percent of the total length of cracks or joints
25 percent or more of the total length of cracks or joints

Measure:

Count (or estimate) and accumulate the length of cracks and joints
that exhibit each severity of seal condition. Count (or estimate) the
total length of cracks and joints in the segment. Divide each of the
accumulated lengths of condition by the total length of cracks and
joints, multiply by 100, and round to a whole number.

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63

Acknowledgments to the First Revision

The revision of this manual is the result of cooperation among the members of the Northwest
Pavement Management Association, their respective agencies, the County Road Administration Board, the Washington State Department of Transportation (WSDOT), and private
industry. The following individuals contributed considerable time and effort in
reviewing drafts.

WSDOT
Cities
Renton

John Stein
Bill Wressell

Tacoma

Steve Pope
Dan Soderlind

Vancouver

Bill Whitcomb

Neal Campbell
John Romero
Linda Pierce
Paul Sachs
Dan Sunde

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County Road Administration Board

Counties
Grays Harbor

Chuck E. Greninger

Island

Larry Frostad

Kitsap

Callene Abernathy
Lucy Mills

Marion (Oregon)

Michael L. Rybka
Joel M. Conder

Skagit

Vicki Griffiths

Snohomish

Roy Scalf
Randy Firoved
Jim Swearengin

Spokane

Lamont Glabb

Thurston

Pat Carroll

Dave Whitcher

Private Industry
Measurement Research Corporation Derald Christensen
Pavedex, Inc.
Pavement Engineers, Inc.

Don Meyers
Didrik A. Voss

65

In addition, the staffs of the following cities and counties provided valuable
information to assist in the preparation of this manual
Cities

Counties

Airway Heights

Lacey

Ada (Idaho)

San Juan

Bellevue

Lynden

Adams

Walla Walla

Bellingham

Moses Lake

Asotin

Whatcom

Bonney Lake

Normandy Park

Benton

Whitman

Bremerton

Olympia

Clallam

Yakima

Edmonds

Port Angeles

Columbia

Ellensburg

Seattle

Franklin

Forks

Shelton

Klamath (Oregon)

Gig Harbor

Spokane

Okanogan

Sunnyside

Pend Oreille

Special appreciation is given to Roy Scalf of Snohomish County and Paul Sachs
of the Washington Department of Transportation who provided needed encouragement, support, and assistance in bringing this project to a close.

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67

Acknowledgments to the First Edition

The development of this manual is the result of cooperation among the members of the
Northwest Pavement Management Systems Users Group, their respective agencies, and the
Washington State Department of Transportation. Members of the Users Group offered many
suggestions and spent many hours in reviewing, critiquing, and commenting on the various
drafts.
Particular appreciation is extended to Derald Christensen of Measurement Research
Corporation for authoring and updating the original series of drafts. Many thanks go to
Randy Firoved, Snohomish County; Scott Radel, City of Bellingham; Butch McGuire,
City of Snohomish; and Steve Pope, City of Tacoma, for their continual participation
and contributions.
Others who contributed considerable effort are:
County Road Administration Board
Association of Washington Cities
University of Washington Transportation Center (TRAC)

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Appreciation is extended to Stan Moon, Assistant Secretary for Local Programs

(WSDOT), for his sponsorship and to Keith Anderson, Federal Programs - Research
Office (WSDOT), for coordination of all the details.
Final editing for compliance with the Washington State Pavement Management System
standards was done by R. Keith Kay, Pavement Management Engineer for WSDOT.

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9902-0177 GC 2,500 4/99