AVEMENT SURVEY EVALUATION MANUAL CALTRANS PAVEMENT CONDITION SURVEY Pavement Evaluation Manual Susan Massey (Chief Pavement Management information Branch John Poppe Pavement Surves Coordinator Michael MeGeath Daniel Lem Pavement Evaluator Pavement Evaluator Ronald Melore Dennis Vonada Pavement Evaluator Pavement Evaluator William Nie John McDonald Pavement Evaluator Pavement Evaluator ‘Moises Campos Robert Stapley Pavement Fvahtator Pavement Evaluator Qualitas Primos! into the new millennium © California Department of Transportation Pavement Concition Survey 1120 N’ Street * Room 3100 Sacramento, California 95814 Reprints may be obtained by contacting PCS Phone 916-653-1990 + Fax 9164653-3291 ‘email John Poppef@dorca.go Electronic version may be obtained on the PCS Web site btp://onramp.iot.ca,gov /ha/ maint /orsay/pes ingles btmPAVEMENT SURVEY EVALUATION MANUAL Table of Contents @ CALTRANS PAVEMENT SURVEY PAVEMENT CONDITION SURVEY..... PAVEMENT EVALUATION PROCESS FLEXIBLE DISTRESS IDENTIFICATION & EVALUATION. Alligator A. Cracking. Alligator B Cracking. Alligator C Cracking... Bleeding... Longitudinal Cracking... Patching. Potholes. Re-opened Cracks... co Rultnfecerssnmanonen Sealed Cracks Settlement Shoving... Transverse Cracking Weathering... bisrRess IDENTIFICATION & EVALUATION P Stage Cracking. Jrd Stage Cracking. Comer Cracking... Patching (PCC) Cracks Act as Joints. Faulting. Mudjacking. Pumping (PCO). Mixed Joint Separation Mixed Lane Re-opened Cracks (PCC). Re-opened Joints. Seated Cracks. Seated Joints Crack Spaling Joint Spatting.. ‘Stab Spatting. 3° Stage Crack Spallng Settlement (PCC) ULDER DISTRESS IDENTIFICATION & ® EVALUATION. ‘Shoulder Condition Good. ‘Shoulder Condition Fair. Shoulder Condition Poor Shoulder Condition Missing... Shoulder Displacement Up (PCC). EEEBEEBEBBEEEEBE z eo 3 BEEBE SOSCOEEEERERESEREEEEPAVEMENT SURVEY EVALUATION MANUAL ‘Shoulder Displacement Down (PCC) ‘Shoulder Dropotf ‘Shoulder Edge Cracking. Shoulder Edge Loss. Shoulder Joint Depression. ‘Shoulder Joint Separation. Shoulder Joint Sealed Shoulder Maintenance Seal. Traffic on Shoulder EBEBEBEEE INDEX. ‘TABLE OF FIGURES... on 93 9S 97 99 101 103 105 107 109 10PAVEMENT SURVEY EVALUATION MANUAL Chapter 4 PAVEMENT CONDITION SURVEY Pavement Inventory An overview of the PCS he Pavement Condition Survey, (PCS), is an inventory of the existing pavement surface conditions for the entire State highway network. The Survey is a continuous, 12-month Process, cycling on the calendar year. All the State's routes are surveyed during each cycle Pavement condition is established by observing the severity and extent of surface distress. Combined with a ride quality measurement, or Intecnational Roughness Index, (IRI), for each sated lane, a clear picture of the State highway network is gathered, Management, to justify funding from the legislature, uses information from the Survey. Priotity and location for funding is determined by project locations identified by the Survey. A network view of pavement distress can be compared over the years, thus providing the results of various levels of funding and more importantly predicative analyses of pavement life. Flesible and Rigid pavements are rated for surface conditions and tide quality. Although there are some distress types common to both pavement types, there are several important differences. As a result, different evaluation procedures and data collection processes have been developed to allow pavement evaluators to accurately describe the condition of each pavement type. Flexible pavement is rated by identifying and measuring load related distress in a 100 foot sample section. Other non-load related conditions are also rated giving a complete picture of the pavement condition, (see Distress Definitions for a complete listing). Based on the extent of the three triggering values, Alligator A, Alligator B, and Patching, the data input software suggests a drive ahead distance. The more load telated distress measured the shorter the drive ahead distance. The drive ahead distance varies from 5 mile to 1.5 miles, Once the drive ahead distance has been achieved the evaluator inputs that odometer into the data collection software. ‘The total distance from the initial sample to the end of the drivePAVEMENT SURVEY EVALUATION MANUAL ahead is considered as containing the distress levels as measured in the sample section. ‘The evaluator must override the suggested drive ahead distance whenever conditions in that distance are not consistent with the sample section. ‘The drive ahead distance can also be modified for new pavement. The evaluator may drive to the end of the new pavement checking briefly every mile to verify no distress exists. Rigid pavement is rated by counting cach slab that exhibits triggering distress. Ist Stage, 3rd Stage, Corner cracking and Patching. Corner cracking may exist in the same slab as Ist stage cracks or 3rd stage cracks. Comer cracking is the only trigger distress that may exist with other trigger cracking. The sigid sample section is 1 mile to a maximum of 1.5 miles. ‘This length will vary depending on the existence of lane adds ot drops or bridges. However, the optimal location should end on the whole integer offset odometer, (1.0, 2.0, 3.0, etc). Pavement distress, slab cracking and patching, is reported as a percentage based on the number of effected slabs for the measured distance. Other conditions are also zated giving complete picture of the pavement condition, (see Distress Definitions for a complete listing). Lane Selection Process An overview of the lane selection process G enerally, highways with even numbers have incrementing post miles from west 10 ast and highways with odd numbered postmiles incrementing from south to north. Lane ditection, either right ot left, is determined while facing in the direction of increasing post miles. Lane numbers are counted from the centerline or median of the roadway to the outside shoulder beginning with the number 1. ‘Therefore, 2 two-lane road with one lane for each direction of travel would have lanes designated R1, (Right 1), and L1, (Left 1). ‘The highway system exhibits the majority of distress in the outside Tanes of a multilane facility. The Survey concentrates data collection in the two outside lanes. Other lanes that are rated for distress are HOV lanes and supplementary lanes greater I mile in length. These supplementary lines adjacent to the roadbed and 1 mile or longer are considered regular lanes. Collector Lanes, Outer Separations, Center Left Tura Lanes, and Tumouts are not rated. Normally, freeway to freeway connections are not usually rated except where required for route continuityPAVEMENT SURVEY EVALUATION MANUAL Bridges are not rated as part of the Pavement Survey. ‘The Bridge Management System collects information on all bridge concerns. LANE ADDS AND DROPS The Survey always reports the actual lane number rated, with the exception of some re striping situations on Portland Cement Concrete, (PCC), when slabs are split by the stripes. Under this condition the lane count represents the slabs as they were originally built not what is represented by the striping. Lane Drop or Add from the median: When the lane drops or adds from the median the Survey ends the sample location and summarizes. When a lane is dropped or added from the median the lane numbering for the facility has been changed. To maintain the correct association of lane number with rated Jane, summatize when these conditions occus. Lane Drop or Add at the shoulder: A lane Add at the shoulder must be greater than 1 mile in length to be rated. When ending the sample location and summarizing the evaluator may go past the lane add, up to .2 mile, summarize using the cozzect lane numbers, then switch to the two outside lanes and stazt the new sample. A lane Drop at the shoulder must have the sample location summarized at that point.PAVEMENT SURVEY EVALUATION MANUAL Chapter 2 PAVEMENT EVALUATION PROCESS Flexible Evaluation Process An overview of the fledible pavement evaluation process. he pavement evaluator selects a point on the assigned route from the electronic Highway Log, usually the beginning of the route, ‘The rating vehicle is then positioned at this point and the distance measuting instrament, (DMD), is programmed with the exact Offset Odometer and proper direction of travel. ‘The mating vehicle and software are now synchronized. Hard bat, safety glasses, and approved safety vets or shirts are alwys worn whem leaving the reise to rate pavement conditions, Additional, sturdy shoes with ankle support are requied ‘The pavement evaluator wars trafic of bis presence by the use of warning lights. Tbe exanator then say exis the sei, waits for a break in trafic and malks tothe other side ofthe traveled may. Vacing nai, while stening and frequently glancing behind to check taf, data clletion begins. ‘The shoulder condition, aumber of transverse cracks, total length of longitudinal cracks, condition of patching, and other conditions may be noted before actually pacing the sample. Done in this manner the evaluator can focus his attention on the measurement of the load related distress and patching while merely verifying the initial evaluation of the other conditions. The load related distress is measured as it exists in cach wheel path. The evaluator measures by pacing as alligator A, B and patching occur. No more than a total of 200 feet of any of the triggering distress or a combination of the three may exist in any sample location. At the end of the 100 foot sample section the data is summatized away ftom the road. ‘The evaluator then waits for a break in traffic and walks back to the other side. ‘The process is repeated and the data is summatized to the side of the vehicle not in front of the vehicle. Upon entering the nebicle the seatbelt is fastened then data entry is stated.PAVEMENT SURVEY EVALUATION MANUAL “The computer suggests a drive ahead distance based on the amount of the triggering di entcted. The evaluator drives ahead monitoring the condition of the pavement and stops at for near the suggested location. ‘The DMI value is then entered into the proper offset ‘odometer field ending the sample section. It is important to note, the drive ahead distance is suggested and mus be overridden by the evaluator if conditions change from the initial sample location. Rigid Evaluation Process An overview of the rigid pavement evaluation process. hhe pavement evaluator selects a point on the assigned route from the electronic | Highway Log , usually the beginning of the route. The rating vehicle is then positioned at this point and the DMI is programmed with the exact Offset Odometer and proper direction of travel. ‘The rating vehicle and software are now synchronized. ‘Typically, a rigid highway has two evalustors acting as a team while rating. The driver can assist the data collector by noting conditions of the shoulder, faulting, pumping, etc. ex However, the driver bas the primary responsiblity for the protection of the evaluation seams while operating the eile, This responsibility shall be the ceiver's first prinnty and take precedence over data colletion. ‘The data collector sits in the rear seat behind the driver and views the two outside lanes. ‘The function keys on an external keyboard are used to key the distress data directly into the laptop computer, Using the traffic warning system, the driver moves the vehicle down the shoulder of the highway. ‘The data collector inputs the Rigid Distress into the computer while observing the overall condition of the road. This process continues until the next whole integer Offset Odometer is encountered, then the sample location information is summarized. “The occasion of a Jane add or drop from the median or a lane drop from the shoulder will cause a premature summarization. During the sigid rating process the driver and data collector must s conditions. alert to taffic a> Areas of Conflict are of critical concern, Offranps must be enussed with caution as vebicles will dive from the far kt lanes fo avoid missing their ramp. If the driver is only watching the ontside lane an aevident could occu.PAVEMENT SURVEY EVALUATION MANUALPAVEMENT SURVEY EVALUATION MANUAL Chapter 3 FLEXIBLE DISTRESS IDENTIFICATION & EVALUATION Flexible Distress Business rules relating to the identification and evaluation of fledble pavement distress Alligator A Cracking DESCRIPTION: Load related distress is the primap) focus of the survey. Alligator 'A' cracking is a load related distress. Load related distress is caused by vehicle wheel loads. Cracking occurs when wheel loads exceed the design of the roadbed. One major factor that degrades a roadbed's ability to function as designed is the infiltration of water into the basement material. Alligator 'A’ cracking is characterized by a single longitudinal crack in the wheel path. ‘The wheel path is the portion of the traveled way where vehicles primarily travel. ‘The wheel path is not always a set distance from the centerline, it may vary depending on the alignment of the road and traffic's pattern of travel ‘The extent of Alligator 'A' is measured longitudinally as feet within the wheel path. A sample section is 100 feet long and consists of two wheel paths. Both wheel paths, with Alligator 'A' cracking for the full length of the sample location constitute 200 feet of cracking. Both Alligator 'A' and Alligator 'B" cracks may exist in the same sample section and/or in the same wheel path. The combined totals of each type of cracking cannot exceed 2K) feetPAVEMENT SURVEY EVALUATION MANUAL Al jator A Cracking Figure 3-1 Alligator A Cracking in dense grade asphalt. Note - different color of wheelpaths. Figure 3-2 Alligator A Cracking, Note ~ Drip track, indicating area between wheelpaths