This international 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 − 24

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 2.1.1 additional sample—a sample unit inspected in addi-

1.1 This practice covers the determination of roads and tion to the random sample units to include nonrepresentative
parking lots pavement condition through visual surveys using sample units in the determination of the pavement condition.
the pavement condition index (PCI) method of quantifying This includes very poor or excellent samples that are not
pavement condition. typical of the section and sample units, which contain an
unusual distress such as a utility cut. If a sample unit
1.2 The PCI represents the collective judgement of pave- containing an unusual distress is chosen at random it should be
ment maintenance engineers and is an indirect measurement of counted as an additional sample unit and another random
pavement structural integrity (not capacity) and pavement sample unit should be chosen. If every sample unit is surveyed,
functional condition indicators such as roughness. The PCI is then there are no additional sample units.
not intended to replace the direct measurement of ride, struc-
tural capacity, or friction. 2.1.2 asphalt concrete (AC) surface—aggregate mixture
with an asphalt cement binder. This term also refers to surfaces
1.3 The PCI for roads and parking lots was developed by the
constructed of coal tars and natural tars for purposes of this
U.S. Army Corps of Engineers (1, 2).2 It is further verified and
practice.
adopted by DOD and APWA.
1.4 The values stated in SI units are to be regarded as 2.1.3 pavement branch—a branch is an identifiable part of
standard. The values given in parentheses are mathematical the pavement network that is a single entity and has a distinct
conversions to inch-pound units that are provided for informa- function. For example, each roadway or parking area is a
tion only and are not considered standard. separate branch.
1.5 This standard does not purport to address all of the 2.1.4 pavement condition index (PCI)—a numerical rating
safety concerns, if any, associated with its use. It is the of the pavement condition that ranges from 0 to 100 with 0
responsibility of the user of this standard to establish appro- being the worst possible condition and 100 being the best
priate safety, health, and environmental practices and deter- possible condition.
mine the applicability of regulatory limitations prior to use. 2.1.5 pavement condition rating—a verbal description of
Specific precautionary statements are given in Section 6. pavement condition as a function of the PCI value that varies
1.6 This international standard was developed in accor- from “failed” to “excellent” as shown in Fig. 1.
dance with internationally recognized principles on standard-
ization established in the Decision on Principles for the 2.1.6 pavement distress—external indicators of pavement
Development of International Standards, Guides and Recom- deterioration caused by loading, environmental factors, con-
mendations issued by the World Trade Organization Technical struction deficiencies, or a combination thereof. Typical dis-
Barriers to Trade (TBT) Committee. tresses are cracks, rutting, and weathering of the pavement
surface. Distress types and severity levels detailed in Appendix
2. Terminology X1 for AC, and Appendix X2 for PCC pavements must be used
2.1 Definitions of Terms Specific to This Standard: to obtain an accurate PCI value.
2.1.7 pavement sample unit—a subdivision of a pavement
1
section that has a standard size range: 20 contiguous slabs (68
This practice is under the jurisdiction of ASTM Committee E17 on Vehicle -
Pavement Systems and is the direct responsibility of Subcommittee E17.42 on
slabs if the total number of slabs in the section is not evenly
Pavement Management and Data Needs. divided by 20 or to accommodate specific field condition) for
Current edition approved Nov. 1, 2024. Published November 2024. Originally PCC pavement, and 225 6 90 m2 (2500 contiguous square feet
approved in 1999. Last previous edition approved in 2023 as D6433 – 23. DOI:
6 1000 ft2), if the pavement is not evenly divided by 225 m2
10.1520/D6433-24.
2
The boldface numbers in parentheses refer to the list of references at the end of or 2500 ft to accommodate specific field condition, for AC
this standard. pavement.

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States

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 D6433 − 24
the structural integrity and surface operational condition (lo-
calized roughness and safety). The PCI cannot measure struc-
tural capacity, nor does it provide direct measurement of skid
resistance or roughness. It provides an objective and rational
basis for determining maintenance and repair needs and
priorities. Continuous monitoring of the PCI is used to estab-
lish the rate of pavement deterioration, which permits early
identification of major rehabilitation needs. The PCI provides
feedback on pavement performance for validation or improve-
ment 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, that 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 (1⁄8 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.
FIG. 1 Pavement Condition Index (PCI), Rating Scale, and
Suggested Colors 6. Hazards
6.1 Traffic is a hazard as inspectors may walk on the
pavement to perform the condition survey.
2.1.8 pavement section—a contiguous pavement area hav-
ing uniform construction, maintenance, usage history, and 7. Sampling and Sample Units
condition. A section should have the same traffic volume and 7.1 Identify branches of the pavement with different uses
load intensity. such as roadways and parking on the network layout plan.
2.1.9 portland cement concrete (PCC) pavement—
7.2 Divide each branch into sections based on the pave-
aggregate mixture with portland cement binder including
ments design, construction history, traffic, and condition.
nonreinforced and reinforced jointed pavement.
2.1.10 random sample—a sample unit of the pavement 7.3 Divide the pavement sections into sample units. If the
section selected for inspection by random sampling techniques, pavement slabs in PCC have joint spacing greater than 8 m
such as a random number table or systematic random proce- (25 ft), subdivide each slab into imaginary slabs. The imagi-
dure. nary slabs all should be less than or equal to 8 m (25 ft) in
length, and the imaginary joints dividing the slabs are assumed
3. Summary of Practice to be in perfect condition. This is needed because the deduct
values developed for jointed concrete slabs are less than or
3.1 The pavement is divided into branches that are divided
equal to 8 m (25 ft).
into sections. Each section is divided into sample units. The
type and severity of pavement distress is assessed by visual 7.4 Individual sample units to be inspected should be
inspection of the pavement sample units. The quantity of the marked or identified in a manner to allow inspectors and
distress is measured as described in Appendix X1 and quality control personnel to easily locate them on the pavement
Appendix X2. The distress data are used to calculate the PCI surface. Paint marks along the edge and sketches with locations
for each sample unit. The PCI of the pavement section is connected to physical pavement features are acceptable. It is
determined based on the PCI of the inspected sample units necessary to be able to accurately relocate the sample units to
within the section. allow verification of current distress data, to examine changes
in condition with time of a particular sample unit, and to enable
4. Significance and Use future inspections of the same sample unit if desired.
4.1 The PCI is a numerical indicator that rates the surface 7.5 Select the sample units to be inspected. The number of
condition of the pavement. The PCI provides a measure of the sample units to be inspected may vary from the following: all
present condition of the pavement based on the distress of the sample units in the section, a number of sample units that
observed on the surface of the pavement, which also indicates provides a 95 % confidence level, or a lesser number.

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FIG. 2 Flexible Pavement Condition Survey Data Sheet for Sample Unit

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 D6433 − 24

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

7.5.1 All sample units in the section may be inspected to s = standard deviation of the PCI from one sample unit to
determine the average PCI of the section. This is usually another within the section. When performing the initial
precluded for routine management purposes by available inspection, the standard deviation is assumed to be ten
manpower, funds, and time. Total sampling, however, is for AC pavements and 15 for PCC pavements. This
desirable for project analysis to help estimate maintenance and assumption should be checked as described below after
repair quantities. PCI values are determined. For subsequent inspections,
7.5.2 The minimum number of sample units (n) that must be the standard deviation from the preceding inspection
surveyed within a given section to obtain a statistically should be used to determine n; and
adequate estimate (95 % confidence) of the PCI of the section N = total number of sample units in the section.
is calculated using the following formula and rounding n to the
next highest whole number (see Eq 1): 7.5.2.1 If obtaining the 95 % confidence level is critical, the
adequacy of the number of sample units surveyed must be
n 5 Ns2 / ~~ e 2 /4 !~ N 2 1 ! 1s 2 ! (1) confirmed. The number of sample units was estimated based on
where: an assumed standard deviation. Calculate the actual standard
e = acceptable error in estimating the section PCI; deviation(s) as follows (see Eq 2):
commonly, e = 65 PCI points; s5 ~( n

i51 ~ PCIi 2 PCIs ! 2 / ~ n 2 1 ! ! 1/2

(2)

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 D6433 − 24
where: 8.2 Asphalt Concrete (AC) Surfaced Pavement—
PCIi = PCI of surveyed sample units i, Individually inspect each sample unit chosen. Sketch the
PCIs = PCI of section (mean PCI of surveyed sample units), sample unit, including orientation. Record the branch and
and section number and the number and type of the sample unit
n = total number of sample units surveyed. (random or additional). Record the sample unit size measured
with the hand odometer. Conduct the distress inspection by
7.5.2.2 Calculate the revised minimum number of sample
walking over the sidewalk/shoulder of the sample unit being
units (Eq 1) to be surveyed using the calculated standard
surveyed, measuring the quantity of each severity level of
deviation (Eq 2). If the revised number of sample units to be
every distress type present, and recording the data. Each
surveyed is greater than the number of sample units already
distress must correspond in type and severity to that described
surveyed, select and survey additional random sample units.
in Appendix X1. The method of measurement is included with
These sample units should be spaced evenly across the section.
each distress description. Repeat this procedure for each
Repeat the process of checking the revised number of sample
sample unit to be inspected. A copy of a blank flexible
units and surveying additional random sample units until the
pavement condition survey data sheet for sample unit is
total number of sample units surveyed equals or exceeds the
included in Fig. 2.
minimum required sample units (n) in Eq 1, using the actual
total sample standard deviation. 8.3 PCC Pavements—Individually inspect each sample unit
7.5.3 Once the number of sample units to be inspected has chosen. Sketch the sample unit showing the location of the
been determined, compute the spacing interval of the units slabs. Record the sample unit size, branch and section number,
using systematic random sampling. Samples are spaced equally the number and type of the sample unit (random or additional),
throughout the section with the first sample selected at random. the number of slabs in the sample unit, and the slab size
The spacing interval (i) of the units to be sampled is calculated measured with the hand odometer. Perform the inspection by
by the following formula rounded to the next lowest whole walking over the sidewalk/shoulder of the sample unit being
number: surveyed and recording all distress existing in the slab along
with their severity level. Each distress type and severity must
i 5 N/n (3)
correspond with that described in Appendix X2. Summarize
where: the distress types, their severity levels, and the number of slabs
N = total number of sample units in the section, and in the sample unit containing each type and severity level.
n = number of sample units to be inspected. Repeat this procedure for each sample unit to be inspected. A
copy of a blank jointed rigid pavement condition survey data
The first sample unit to be inspected is selected at random sheet for sample unit is included in Fig. 3.
from sample units 1 through i. The sample units within a
section that are successive increments of the interval i after the 9. Calculation of PCI for Asphalt Concrete (AC)
first randomly selected unit also are inspected. Pavement
7.6 A lesser sampling rate than the above-mentioned 95 % 9.1 Add up the total quantity of each distress type at each
confidence level can be used based on the condition survey severity level, and record them in the “Total Severities”
objective. As an example, one agency uses the following table section. For example, Fig. 4 shows five entries for the Distress
for selecting the number of sample units to be inspected for Type 1, “Alligator Cracking”: 5L, 4L, 4L, 8H, and 6H. The
other than project analysis: distress at each severity level is summed and entered in the
Total number of sample Min. number of units “Total Severity” section as 1.2 m2 (13 ft2) of low severity and
units in section (N) to be inspected (n) 1.3 m2 (14 ft2) of medium severity. The units for the quantities
1 1
2 to 5 2
may be either in square meters (square feet), linear meters
6 to 15 3 (feet), or number of occurrences, depending on the distress
16 to 40 4 type.
over 40 10 %
9.2 Divide the total quantity of each distress type at each
7.7 Additional sample units only are to be inspected when
severity level from 9.1 by the total area of the sample unit and
nonrepresentative distresses are observed as defined in 2.1.1.
multiply by 100 to obtain the percent density of each distress
These sample units are selected by the user.
type and severity.
8. Inspection Procedure 9.3 Determine the deduct value (DV) for each distress type
and severity level combination from the distress deduct value
8.1 The definitions and guidelines for quantifying distresses curves in Appendix X3.
for PCI determination are given in Appendix X1 for AC
pavements. Using this test method, inspectors should identify 9.4 Determine the maximum corrected deduct value (CDV).
distress types accurately 95 % of the time. Linear measure- The procedure for determining maximum CDV from indi-
ments should be considered accurate when they are within vidual DVs is identical for both AC and PCC pavement types.
10 % if remeasured, and area measurements should be consid- 9.5 The following procedure must be used to determine the
ered accurate when they are within 20 % if remeasured. maximum CDV.
Distress severities that one determines based on ride quality are 9.5.1 If none or only one individual deduct value is greater
considered subjective. than two, the total value is used in place of the maximum CDV

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FIG. 4 Example of a Flexible Pavement Condition Survey Data Sheet

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 D6433 − 24
in determining the PCI; otherwise, maximum CDV must be 9.5.5.2 Determine q as the number of deducts with a value
determined using the procedure described in 9.5.2 – 9.5.5. greater than 2.0. For example, in Fig. 6, q = 8.
9.5.2 List the individual deduct values in descending order. 9.5.5.3 Determine the CDV from total deduct value and q
For example, in Fig. 4 this will be 25.1, 23.4, 17.9, 11.2, 7.9, by looking up the appropriate correction curve for AC pave-
7.5, 6.9, and 5.3. ments in Fig. X3.27 in Appendix X3.
9.5.3 Determine the allowable number of deducts, m, from 9.5.5.4 Reduce the smallest individual deduct value greater
Fig. 5, or using the following formula (see Eq 4): than 2.0 to 2.0 and repeat 9.5.5.1 – 9.5.5.3 until q = 1.
m 5 11 ~ 9/98!~ 100 2 HDV! # 10 (4) 9.5.5.5 Maximum CDV is the largest of the CDVs.
where: 9.6 Calculating the PCI:
m = allowable number of deducts including fractions 9.6.1 Calculate the PCI by subtracting the maximum CDV
(must be less than or equal to ten), and from 100: PCI = 100 – max CDV.
HDV = highest individual deduct value. 9.6.2 PCI correction if there is a distress with multiple
(For the example in Fig. 4, m = 1 + (9/98)(100-25.1) = 7.9). severities.
9.5.4 The number of individual deduct values is reduced to 9.6.2.1 Two-Severity Case:
the m largest deduct values, including the fractional part. For When there are two severities of one distress in the same
the example in Fig. 6, the values are 25.1, 23.4, 17.9, 11.2, 7.9, sample unit, the calculations need to be computed as seen
7.5, 6.9, and 4.8 (the 4.8 is obtained by multiplying 5.3 by (7.9 below.
– 7 = 0.9)). If less than m deduct values are available, all of the x1 = distress percent of lower severity
deduct values are used. x2 = distress percent of higher severity
9.5.5 Determine maximum CDV iteratively, as shown in X2 = x1 +x2
Fig. 6. The value of PCI (x1, x2) should be higher when compared
9.5.5.1 Determine total deduct value by summing individual with PCI (0, X2) since PCI (0, X2) has more distress percentage
deduct values. The total deduct value is obtained by adding the of higher severity. So if this not the case, the PCI of the sample
individual deduct values in 9.5.4, that is, 104.7. unit will be computed based on X2 and not x1 and x2.

FIG. 5 Adjustment of Number of Deduct Values

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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

9.6.2.2 Three-Severity Case: 10. Calculation of PCI for Portland Cement Concrete
When there are three severities of one distress in the same (PCC) Pavement
sample unit, the calculations need to be computed as seen
below. 10.1 For each unique combination of distress type and
l or L = percent density of low-severity distress percent severity level, add up the total number of slabs in which they
m or M = percent density of medium-severity distress occur. For the example in Fig. 7, there are two slabs containing
percent low-severity corner break (Distress 22L).
h or H = percent density of high-severity distress percent 10.2 Divide the number of slabs from 10.1 by the total
PCI (l, m, h) = PCI of the section with distress quantities of number of slabs in the sample unit and multiply by 100 to
l, m, h obtain the percent density of each distress type and severity
Distresses PCI Value combination.
Start with: l, m, h → PCI (l, m, h)
Set (l + m) = M →0, M, h → PCI (0, M, h)
Set (m + h) = H →l, 0, H → PCI (l, 0, H)
10.3 Determine the deduct values for each distress type
Set (l + h) = H → 0, m, H → PCI (0, m, H) severity level combination using the corresponding deduct
Set (l + m + h) = H → 0, 0, H → PCI (0, 0, H) curve in Appendix X4.
The value of PCI (l, m, h) should be higher when compared
with PCI (0, M, h), PCI (l, 0, H), PCI (m, H), or PCI (H). So 10.4 Determine PCI by following the procedures in 9.5 and
the correct or new PCI of the sample unit should be based on 9.6, using the correction curve for PCC pavements (see Fig.
the combination that provides the highest PCI. X4.20 in Appendix X4) in place of the correction curve for AC
pavements.
9.7 Fig. 6 shows a summary of PCI calculation for the
example AC pavement data in Fig. 4. A blank PCI calculation 10.5 Fig. 7 shows a summary of PCI calculation for the
form is included in Fig. 2. example PCC pavement distress data in Fig. 8.

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

11. Determination of Section PCI If additional sample units as defined in 2.1.1 are surveyed,
11.1 If all surveyed sample units are selected randomly, then the area-weighted PCI of the surveyed additional units
the PCI of the section (PCIs) is calculated as the area-weighted ~ PCI
¯ ! is calculated using Eq 6. The PCI of the pavement
a

PCI of the randomly surveyed sample units ~ PCI ¯ ) using Eq 5:

r
section is calculated using Eq 7.
n m

( ~ PCIri·A ri!
i51 ¯ 5
( ~ PCI ·A
i51
ai !
ai
¯ 5
PCIS 5 PCI (5) PCI a m (6)
r n

(
i51
A ri (A
i51
ai

where:
¯
PCI = area-weighted PCI of randomly surveyed sample PCIs 5
S
¯ A2
PCIr
m

(A
i51
ai D ¯
1PCIa S( D
m

i51
A ai
(7)
r
A
units,
PCIri = PCI of random sample unit i,
Ari = area of random sample unit i, and
n = number of random sample units surveyed.

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NOTE 1—Fig. 4 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

¯
PCI = area-weighted PCI of additional sample units, 12. Report
a
PCIai = PCI of additional sample unit i, 12.1 Develop a summary report for each section. The
Aai = area of additional sample unit i,
summary lists section location, size, total number of sample
A = area of section,
m = number of additional sample units surveyed, and units, the sample units inspected, the PCIs obtained, the
PCIs = area-weighted PCI of the pavement section. average PCI for the section, and the section condition rating.
11.2 Determine the overall condition rating of the section by
using the section PCI and the condition rating scale in Fig. 1.

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 D6433 − 24
APPENDIXES

(Nonmandatory Information)

X1. DISTRESS IN ASPHALT PAVEMENTS

X1.1 During the field condition surveys and validation of X1.4.6.1 L—Low. Vehicle vibrations, for example, from
the PCI, several questions are commonly asked about the corrugation, are noticeable, but no reduction in speed is
identification and measurement of some of the distresses. The necessary for comfort or safety. Individual bumps or
answers to these questions for each distress are included under settlements, or both, cause the vehicle to bounce slightly, but
the heading “How to Measure.” For convenience, however, the create little discomfort.
most frequently raised issues are addressed below: X1.4.6.2 M—Medium. Vehicle vibrations are significant
X1.1.1 If alligator cracking and rutting occur in the same and some reduction in speed is necessary for safety and
area, each is recorded separately at its respective severity level. comfort. Individual bumps or settlements, or both, cause the
vehicle to bounce significantly, creating some discomfort.
X1.1.2 If bleeding is counted, polished aggregate is not X1.4.6.3 H—High. Vehicle vibrations are so excessive that
counted in the same area. speed must be reduced considerably for safety and comfort.
X1.1.3 Spalling as used herein is the further breaking of Individual bumps or settlements, or both, cause the vehicle to
pavement or loss of materials around cracks or joints. bounce 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 X1.4.7 The inspector should drive at the posted speed in a
different severity level should be recorded separately. If, sedan that is representative of cars typically seen in local
however, the different levels of severity in a portion of a crack traffic. Pavement sections near stop signs should be rated at a
cannot be easily divided, that portion should be rated at the deceleration speed appropriate for the intersection.
highest severity level present.
1. 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 X1.5 Description—Alligator or fatigue cracking is a series
patch, however, is considered in determining the severity level of interconnecting cracks caused by fatigue failure of the
of the patch. asphalt concrete surface under repeated traffic loading. Crack-
X1.1.6 A significant amount of polished aggregate should ing begins at the bottom of the asphalt surface, or stabilized
be present before it is counted. base, where tensile stress and strain are highest under a wheel
load. The cracks propagate to the surface initially as a series of
X1.1.7 A distress is said to be raveled if the area surround- parallel longitudinal cracks. After repeated traffic loading, the
ing the distress is broken (sometimes to the extent that pieces cracks connect, forming many-sided, sharp-angled pieces that
are removed). develop a pattern resembling chicken wire or the skin of an
alligator. The pieces are generally less than 0.5 m (1.5 ft) on the
X1.2 The reader should note that the items above are
longest side. Alligator cracking occurs only in areas subjected
general issues and do not stand alone as inspection criteria. To
to repeated traffic loading, such as wheel paths. Pattern-type
properly measure each distress type, the inspector must be
cracking that occurs over an entire area not subjected to
familiar with its individual measurement criteria.
loading is called “block cracking,” which is not a load-
X1.3 Twenty distress types for asphalt-surfaced pavements associated distress.
are listed alphabetically in this manual. X1.5.1 Severity Levels:
X1.5.1.1 L—Fine, longitudinal hairline cracks running par-
RIDE QUALITY
allel to each other with no, or only a few interconnecting
X1.4 Ride quality must be evaluated in order to establish a cracks. The cracks are not spalled (Fig. X1.1).
severity level 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
X1.4.1 Bumps.
(Fig. X1.2).
X1.4.2 Corrugation. X1.5.1.3 H—Network or pattern cracking has progressed so
X1.4.3 Railroad crossings. that the pieces 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
X1.4.5 Swells. square meters (square feet) of surface area. The major difficulty
X1.4.6 To determine the effect these distresses have on ride in measuring this type of distress is that two or three levels of
quality, the inspector should drive at the normal operating severity often exist within one distressed area. If these portions
speed and use the following severity level definitions of ride can be easily distinguished from each other, they should be
quality: measured and recorded separately; however, if the different

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2. BLEEDING
X1.6 Description—Bleeding is a film of bituminous mate-
rial on the pavement surface that creates a shiny, glasslike,
reflecting surface that usually becomes quite sticky. Bleeding is
caused by excessive amounts of asphaltic cement or tars in the
mix, excess application of a bituminous sealant, or low air 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.
3. 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
FIG. X1.2 Medium-Severity Alligator Cracking is 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 FIG. X1.9 High-Severity Block Cracking
cracks (Fig. X1.8). 2

X1.7.1.3 H—Blocks are defined by high-severity3 cracks X1.7.2 How to Measure—Block cracking is measured in m
(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, they
3
See definitions of longitudinal transverse cracking within X2.10. should be measured and recorded separately.

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4. BUMPS AND SAGS
X1.8 Description:
X1.8.1 Bumps are small, localized, upward displacements
of the pavement surface. They are different from shoves in that
shoves are caused by unstable pavement. Bumps, on the other
hand, can be caused by several factors, including:
X1.8.1.1 Buckling or bulging of underlying PCC slabs in
AC overlay over PCC pavement.
X1.8.1.2 Frost heave (ice, lens growth).
X1.8.1.3 Infiltration and buildup of material in a crack in
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 perpen-
dicular to traffic flow and are spaced at less than 3 m (10 ft), the
distress is called corrugation. Distortion and displacement that FIG. X1.11 Medium-Severity Bumps and Sags
occur over 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 also is recorded. Bumps or sags should only be
counted if traffic is likely to cross over them.
5. CORRUGATION
FIG. X1.12 High-Severity Bumps and Sags
X1.9 Description—Corrugation, also known as
“washboarding,” is a series of closely spaced ridges and
valleys (ripples) occurring at fairly regular intervals, usually X1.9.1.1 L—Corrugation produces low-severity ride qual-
less than 3 m (10 ft) along the pavement. The ridges are ity (Fig. X1.13).
perpendicular to the traffic direction. This type of distress X1.9.1.2 M—Corrugation produces medium-severity ride
usually is caused by traffic action combined with an unstable quality (Fig. X1.14).
pavement surface or base. X1.9.1.3 H—Corrugation produces high-severity ride qual-
X1.9.1 Severity Levels: ity (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.
6. DEPRESSION

X1.10 Description—Depressions are localized pavement

surface areas with elevations slightly lower than those of the
surrounding pavement. In many instances, light depressions are
not noticeable until after a rain, when ponding water creates a
“birdbath” area; on dry pavement, depressions can be spotted
by looking for stains caused by ponding water. Depressions are
created by settlement of the foundation soil or are a result of
improper construction. Depressions cause some roughness, and
when deep enough or filled with water, can cause hydroplan- FIG. X1.18 High-Severity Depression
ing.
X1.10.1 Severity Levels (Maximum Depth of Depression): 7. EDGE CRACKING
X1.10.1.1 L—13 to 25 mm (1⁄2 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 can
X1.10.2 How to Measure—Depressions are measured in be caused by frost-weakened base or subgrade near the edge of
square meters (square feet) of surface area. the pavement. The area between the crack and pavement edge

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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 measure in
linear meters (feet).
8. JOINT REFLECTION CRACKING
(From Longitudinal and Transverse PCC Slabs)
X1.12 Description—This distress occurs only on asphalt- FIG. X1.20 Medium-Severity Edge Cracking
surfaced 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
dimension 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 (3⁄8 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 (3⁄8 in.) and less than 75 mm (3 in.); nonfilled crack less FIG. X1.21 High-Severity Edge Cracking
than 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 nonfilled surrounded by medium-
or high-severity secondary cracking; nonfilled cracks greater
than 75 mm (3 in.); or, a crack of any width where approxi-

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 mea-
sured in linear meters (feet). The length and severity level of
each crack should be identified and recorded separately. For
FIG. X1.19 Low-Severity Edge Cracking example, a crack that is 15 m (50 ft) long may have 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-
sured in linear meters (feet).
10. 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
FIG. X1.23 Medium-Severity Joint Reflection Cracking
joints.
X1.14.1.4 Transverse cracks extend across the pavement at
approximately right angles to the pavement centerline or
direction of laydown. These types of cracks are not usually
load associated.
X1.14.2 Severity Levels:
X1.14.2.1 L—One of the following conditions exists (Fig.
X1.28): nonfilled crack width is less than 10 mm (3⁄8 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 (3⁄8 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 nonfilled 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 also.
9. 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
Cracking

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.
11. 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 ride
quality is rated as medium severity, or both (Fig. X1.32).
75 m (3 in.); or, a crack of any width where approximately X1.15.1.3 H—Patch is badly deteriorated, or ride quality is
100 mm (4 in.) of pavement around the crack is severely rated as high severity, or both; needs replacement soon (Fig.
broken. 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.
12. 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 in the surface becomes
smooth to the touch, adhesion with vehicle tires is considerably
reduced. When the portion of aggregate extending above the
FIG. X1.31 Low-Severity Patching and Utility Cut Patching surface is small, the pavement texture does not significantly
contribute to reducing vehicle speed. Polished aggregate
should be counted when close examination reveals that the
aggregate extending above the asphalt is negligible, and the
surface aggregate is smooth to the touch. This type of distress
is indicated when the number on a skid resistance test is low or
has dropped significantly from a previous rating.
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.
13. 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 ft2) 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 count-
ing the number that are low, medium, and high severity and
recording them separately.
14. RAILROAD CROSSING
X1.18 Description—Railroad crossing defects are depres-
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.
15. RUTTING
X1.19 Description—A rut is a surface depression in the
wheel paths. Pavement uplift may occur along the sides of the FIG. X1.36 Medium-Severity Pothole
rut, but, in many instances, ruts are noticeable only after a
rainfall when the paths are filled with water. Rutting stems
from a permanent deformation in any of the pavement layers or
subgrades, usually caused by consolidated or lateral movement
of the materials due to traffic load.
X1.19.1 Severity Levels (Mean Rut Depth):
X1.19.1.1 L—6 to 13 mm (1⁄4 to 1⁄2 in.) (Fig. X1.41).
X1.19.1.2 M—>13 to 25 mm (>1⁄2 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 –
X1.19.1.3). The mean rut depth is calculated by laying a

TABLE X1.1 Levels of Severity for Potholes

Average Diameter (mm) (in.)
FIG. X1.37 High-Severity Pothole
Maximum Depth of 100 to 200 mm 200 to 450 mm 450 to 750 mm
Pothole (4 to 8 in.) (8 to 18 in.) (18 to 30 in.)
13 to #25 mm L L M
(1⁄2 to 1 in.) straightedge across the rut, measuring its depth, then using
>25 and #50 mm L M H measurements taken along the length of the rut to compute its
(1 to 2 in.) mean depth in millimeters. The rut width should be measured
>50 mm M M H
(2 in.) from where the pavement surface departs from the straight-
edge.

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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

16. SHOVING a short, abrupt wave in the pavement surface. This distress
normally occurs only in unstable liquid asphalt mix (cutback or
X1.20 Description: emulsion) pavements.
X1.20.1 Shoving is a permanent, longitudinal displacement X1.20.2 Shoves also occur where asphalt pavements abut
of a localized area of the pavement surface caused by traffic PCC pavements. The PCC pavements increase in length and
loading. When traffic pushes against the pavement, it produces push the asphalt pavement, causing the shoving.

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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.
17. 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 (3⁄8 in.) (Fig.
X1.47).
X1.21.1.2 M—One of the following conditions exists (Fig.
X1.48): average crack width is ≥10 and <40 mm (≥3⁄8 and
<11⁄2 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 (11⁄2 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.
18. SWELL FIG. X1.46 High-Severity Shoving

X1.22 Description—Swell is characterized by an upward

bulge in the pavement’s surface, a long, gradual wave more
than 3 m (10 ft) long (Fig. X1.50). Swelling can be accompa-
nied by surface cracking. This distress usually is caused by
frost action in the subgrade or by swelling soil.
X1.22.1 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 motion 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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19. RAVELING – DENSE MIX ASPHALT
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 herein,
‘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
FIG. X1.48 Medium-Severity Slippage Cracking missing 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.
20. 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 FIG. X1.54 Medium-Severity Weathering (Surface Wear)
aging which may be accelerated by climatic conditions. Loss of
the fine aggregate matrix is noticeable and may be accompa- X1.24.1.3 H—Edges of coarse aggregate have been ex-
nied by fading of the asphalt color. Edges of the coarse posed greater than ¼ width (of the longest side) of the coarse
aggregates are beginning to be exposed (less than 1 mm or aggregate. There is considerable loss of fine aggregate matrix
0.05 in.). Pavement may be relatively new (as new as six leading to potential or some loss of coarse aggregate (see Fig.
months old) (see Fig. X1.53). X1.55).
X1.24.1.2 M—Loss of fine aggregate matrix is noticeable
and edges of coarse aggregate have been exposed up to ¼ X1.24.2 How to Measure—Surface wear is measured in
width (of the longest side) of the coarse aggregate due to the square feet (square metre). Surface wear is not recorded where
loss of fine aggregate matrix (see Fig. X1.54). 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 X2.2.3 The inspector should drive at the posted speed in a
jointed concrete pavements. Distress definitions apply to both sedan that is representative of cars typically seen in local
plain and reinforced jointed concrete pavements, with the traffic. Pavement sections near stop signs should be rated at a
exception of linear cracking distress, which is defined sepa- deceleration speed appropriate for the intersection.
rately for plain and reinforced jointed concrete.
21. BLOWUP/BUCKLING
X2.1.1 During the field condition surveys and validation of
the PCI, several questions often are asked about the identifi- X2.3 Description—Blowups or buckles occur in hot
cation and counted method of some of the distresses. Answers weather, usually at a transverse crack or joint that is not wide
to these questions are included under the heading “How to enough to permit slab expansion. The insufficient width usually
Count.” For convenience, however, the most frequently raised is caused by infiltration of incompressible materials into the
issues are addressed below. joint space. When expansion cannot relieve enough pressure, a
X2.1.1.1 Faulting is counted only at joints. Faulting associ- localized upward movement of the slab edges (buckling) or
ated with cracks is not counted separately since it is incorpo- shattering will occur in the vicinity of the joint. Blowups also
rated into the severity level definitions of cracks. Crack can occur at utility cuts and drainage inlets.
definitions are also used in defining corner breaks and divided
X2.3.1 Severity Levels:
slabs.
X2.3.1.1 L—Buckling or shattering causes low-severity
X2.1.1.2 Joint seal damage is not counted on a slab-by-slab
ride quality (Fig. X2.1).
basis. Instead, a severity level is assigned based on the overall
X2.3.1.2 M—Buckling or shattering causes medium-
condition of the joint seal in the area.
severity ride quality (Fig. X2.2).
X2.1.1.3 Cracks in reinforced concrete slabs that are less
X2.3.1.3 H—Buckling or shattering causes high-severity
than 1⁄8 in. wide are counted as shrinkage cracks. Shrinkage
ride quality (Fig. X2.3).
cracks should not be counted to 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
X2.1.1.4 Low-severity scaling, that is, crazing, should only being in one slab; however, if the blowup occurs at a joint and
be counted if there is evidence that future scaling is likely to affects two slabs, the distress should be recorded as occurring
occur. in two slabs. When a blowup renders the 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 22. CORNER BREAK
each distress type 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
X2.2 Ride Quality: length on both sides, measured from the corner of the slab. For
X2.2.1 Ride quality must be evaluated in order to establish example, a slab measuring 3.5 by 6.0 m (11.5 by 20.0 ft) that
a severity level for the following distress types: has a crack 1.5 m (5 ft) on one side and 3.5 m (11.5 ft) on the
X2.2.1.1 Blowup/buckling. other side is not considered a corner break; it is a diagonal
X2.2.1.2 Railroad crossings. crack. However, a crack that intersects 0.5 m (4 ft) on one side
X2.2.2 To determine the effect these distresses have on ride and 2.5 m (8 ft) on the other is considered a corner break. A
quality, the inspector should drive at the normal operating
speed and use the following severity level definitions of ride
quality:
X2.2.2.1 L—Low. Vehicle vibrations, for example, from
corrugation, are noticeable, but no reduction in speed is
necessary for comfort or safety, or individual bumps or
settlements, or both, cause the vehicle to bounce 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 FIG. X2.5 Medium-Severity Corner Break
cause corner breaks.
X2.4.1 Severity Levels:
X2.4.1.1 L—Break is defined by a low-severity4 crack. A (2 in.) wide, or any filled or nonfilled crack with faulting
low severity crack is <13 mm (1⁄2 in.), cracks of any width with >10 mm (3⁄8 in.) (Fig. X2.6).
satisfactory filler; no faulting. The area between the break and X2.4.2 How to Count—Distressed slab is recorded as one
the joints is not cracked or may be lightly cracked (Fig. X2.4). slab if it has:
X2.4.1.2 M—Break is defined by a medium-severity4 crack, X2.4.2.1 A single corner break.
or the area between the break and the joints, or both, has a X2.4.2.2 More than one break of a particular severity.
medium crack. A medium-severity crack is a nonfilled crack X2.4.2.3 Two or more breaks of different severities. For two
>13 mm and <50 mm (>1⁄2 in. and <2 in.), a nonfilled crack or more breaks, the highest level of severity should be
<50 mm (2 in.) with faulting <10 mm (3⁄8 in.), or any filled recorded. For example, a slab containing both low- and
crack with faulting <10 mm (3⁄8 in.) (Fig. X2.5). medium-severity corner breaks should be counted as one slab
X2.4.1.3 H—Break is defined by a high-severity4 crack, or with a medium corner break.
the area between the break and the joints, or both, is highly
cracked. A high-severity crack is a nonfilled crack >50 mm 23. DIVIDED SLAB
X2.5 Description—Slab is divided by cracks into four or
4
The above crack severity definitions are for nonreinforced slabs. For reinforced more pieces due 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 categorized 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.
24. 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
FIG. X2.8 Medium-Severity Divided Slab
disintegration of the entire 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 higher
severity distress. For example, if low and medium “D” 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 cracking are on the same slab, the slab is counted as medium-
Majority of
Cracks 4 to 5 6 to 8 More than 8 severity cracking only.
L L L M
M L M H 25. FAULTING
H M H H
X2.7 Description:

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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.
26. JOINT SEAL DAMAGE
X2.8 Description:
X2.8.1 Joint seal damage is any condition that enables soil
FIG. X2.10 Low-Severity Durability Cracking or rocks to accumulate in the joints or allows significant water
infiltration. Accumulation of incompressible materials prevents
the slab from expanding and may result in buckling, shattering,
or spalling. A pliable joint filler bonded to the edges of the
slabs protects the joints from material accumulation and
prevents water from seeping down and softening the founda-
tion supporting the slab. Typical types of joint seal damage are
as follows:
X2.8.1.1 Stripping of joint sealant.
X2.8.1.2 Extrusion of joint sealant.
X2.8.1.3 Weed growth.
X2.8.1.4 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:
X2.8.2.1 L—Joint sealant is in generally good condition
throughout section (Fig. X2.16). Sealant is performing well,
FIG. X2.11 Medium-Severity Durability Cracking
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 replace-
ment within two years (Fig. X2.17). Joint seal damage is at
medium severity if a few of the joints have any of the following
conditions: joint sealer is in place, but water access is possible
through visible openings no more than 3 mm (1⁄8 in.) wide. If
a knife blade cannot be inserted easily between sealer and joint
face, this condition does not exist; pumping debris are evident
at the joint; joint sealer is oxidized and “lifeless” but pliable

FIG. X2.12 High-Severity Durability Cracking

TABLE X2.2 Levels of Severity for Faulting

Severity Level Difference of Elevation
L >3 and <10 mm
X2.7.1 Faulting is the difference in elevation across a joint. (>1⁄8 and <3⁄8 in.)
Some common causes of faulting are as follows: M >10 and <20 mm
X2.7.1.1 Settlement because of soft foundation. (>3⁄8 and <3⁄4 in.)
H >20 mm
X2.7.1.2 Pumping or eroding of material from under the (>3⁄4 in.)
slab.

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

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27. 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 also can 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 ≤50 mm (>1 and ≤2 in.) (Fig. X2.19).
X2.9.1.2 M—The difference in elevation is >50 and
≤100 mm (>2 and ≤4 in.) (Fig. X2.20).
X2.9.1.3 H—The difference in elevation is >100 mm
(>4 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.
28. LINEAR CRACKING
(Longitudinal, Transverse, and Diagonal Cracks)
X2.10 Description—These cracks, which divide the slab FIG. X2.20 Medium-Severity Lane/Shoulder Drop-Off
into two or three pieces, usually are caused by a combination
of repeated traffic loading, thermal gradient curling, and
repeated moisture loading. (Slabs divided into four or more
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):
X2.10.1.1 L—Nonfilled4 cracks ≤13 mm (≤1⁄2 in.) or filled
cracks of any width with the filler in satisfactory condition. 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 ≤50 mm (>1⁄2 and ≤2 in.);
nonfilled crack of any width ≤50 mm (2 in.) with faulting of
<10 mm (3⁄8 in.), or filled crack of any width with faulting
<10 mm (3⁄8 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 nonfilled
crack of any width with faulting >10 mm (3⁄8 in.) (Fig. X2.24).

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

X2.10.2 Severity Levels (Reinforced Slabs):

X2.10.2.1 L—Nonfilled cracks ≥3 and <25 mm (≥1⁄8 to
<1 in.) wide; 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 ≥25 and <75 mm (≥1 and <3 in.) and
no faulting; nonfilled crack of any width ≤75 mm (3 in.) with
≤10 mm (3⁄8 in.) of faulting, or filled crack of any width with
FIG. X2.19 Low-Severity Lane/Shoulder Drop-Off ≤10 mm (3⁄8 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 moder-
ate 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.
30. 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 nonfilled crack of
any width with faulting >10 mm (3⁄8 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 (1⁄8 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.
29. 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
X2.12.1.1 L—Patch is functioning well with little or no patches with the same severity level, it is counted as one slab
deterioration (Fig. X2.28). containing that distress. If a single slab has more than one
X2.12.1.2 M—Patch is moderately deteriorated. Patch ma- severity level, it is counted as one slab with the higher severity
terial can be dislodged with considerable effort (Fig. X2.29). level.
X2.12.1.3 H—Patch is badly deteriorated. The extent of
31. 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.
32. 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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 D6433 − 24
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 also can 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.
34. 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
combined with expansive aggregates. Popouts usually range in different shapes and forms, but it is usually defined by a crack
diameter from approximately 25 to 100 mm (1 to 4 in.) and in and a joint. The distance between the join and the crack or two
depth from 13 to 50 mm (1⁄2 to 2 in.). closely spaced cracks is ≤1.5 m (5 ft) wide. This distress is
caused by heavy repeated loads, inadequate slab thickness, loss
X2.14.1 Severity Levels—No degrees of severity are defined of foundation support, or a localized concrete construction
for popouts; however, popouts must be extensive before they deficiency, for example, honeycombing.
are counted as a distress. Average popout density must exceed
approximately three popouts/m2 over the entire slab area (Fig. X2.16.1 Severity Levels—Table X2.3 lists the severity levels
X2.32). for punchouts, and Figs. X2.35-X2.37 show examples.
X2.14.2 How to Count—The density of the distress must be X2.16.2 How to Count—If a slab contains more than one
measured. If there is any doubt that the average is greater than punchout or a punchout and a crack, it is counted as shattered.
three popouts per square meter, at least three random 1 m2 35. RAILROAD CROSSING
(11 ft2) areas should be checked. When the average is greater
than this density, the slab should be counted. X2.17 Description—Railroad crossing distress is character-
ized by depressions or bumps around the tracks.
33. 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
L L L M
M L M H
H M H H

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). 36. 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 usually is
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 (1⁄4 to 1⁄2 in.). Scaling also may
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 FIG. X2.43 High-Severity Scaling, Map Cracking, and Crazing
slab. Low-severity crazing only should 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
37. SHRINKAGE CRACKS slab.
X2.19 Description—Shrinkage cracks are hairline cracks X2.19.1 Severity Levels—No degrees of severity are de-
that usually are less than 2 m long and do not extend across the fined. It is enough to indicate that shrinkage cracks are present
entire slab. They are formed during the setting and curing of (Fig. X2.44).

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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.
38. 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-
FIG. X2.46 Medium-Severity Spalling, Corner
amples. Corner spalling with an area of 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 spalls with
the same severity level are in a slab, the slab is counted as one
slab with corner spalling. If more than one severity level
occurs, it is counted as one slab with the higher severity level.
39. SPALLING, JOINT
X2.21 Description:
X2.21.1 Joint spalling is the breakdown of the slab edges
within 0.5 m (1.5 ft) of the joint. A joint spall usually does not
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
130 × 130 mm to 300 × 300 mm 300 × 300 mm
Depth of Spall
(5 × 5 in.) to (12 × 12 in.) (>12 × 12 in.)
X2.21.1.1 Excessive stresses at the joint caused by traffic
<25 mm L L
(1 in.) loading or by infiltration of incompressible materials.
>25 to 50 mm L M X2.21.1.2 Weak concrete at the joint caused by overwork-
(1 to 2 in.) ing.
>50 mm M H
(2 in.) X2.21.1.3 Water accumulation in the joint and freeze-thaw
action.

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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 also can occur along the edges of two adjacent slabs.

TABLE X2.5 Levels of Severity for Joint Spalling

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

Loose – can be removed and <100 mm L M

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

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

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

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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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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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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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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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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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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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FIG. X4.13 Pumping

FIG. X4.14 Punchouts

FIG. X4.15 Railroad Crossing

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FIG. X4.16 Scaling/Map Cracking/Crazing

FIG. X4.17 Shrinkage Cracks

FIG. X4.18 Spalling, Corner

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FIG. X4.19 Spalling, Joint

FIG. X4.20 Corrected Deduct Values for Jointed Concrete

Pavement

REFERENCES

(1) PAVER Asphalt Distress Manual, U.S. Army Construction Engineer- (4) Sayers, M. W., Gillespie, T. D., and Queiroz, C. A. V., “The
ing Laboratories, TR 97/104, June 1997. International Road Roughness Experiment: Establishing Correlation
(2) PAVER Asphalt Distress Manual, U.S. Army Construction Engineer- and a Calibration Standard for Measurements,” World Bank Technical
ing Laboratories, TR 97/105, June 1997. Paper No. 45, the International Bank for Reconstruction and
(3) Carey, Jr., W. N., and Irick, P. E., “The Pavement Serviceability- Development/the World Bank, Washington, DC, 1986.
Performance Concept,” HRB Bulletin 250, 1960.

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