378 / Pavement Management for Airports, Roads, and Parking Lots

Potholes (13)
Description

Potholes are small—usually less than 3 ft (0.9 m) in diameter—bowl shaped depressions

in the pavement surface. They generally have sharp edges and vertical sides near the
top of the hole. Their growth is accelerated by free moisture collection inside the hole.
Potholes are produced when traffic abrades small pieces of the pavement surface. The
pavement continues to disintegrate because of poor surface mixtures, weak spots in the
base or subgrade, or because it has reached a condition of high severity alligator crack-
ing. Potholes most often are structurally related distresses and should not be confused
with raveling and weathering. When holes are created by high severity alligator crack-
ing, they should be identified as potholes, not as weathering.

Severity Levels (Figure B-13)

The levels of severity for potholes less than 30 in. (762 mm) in diameter are based on
both the diameter and the depth of the pothole, according to Table B-l.
If the pothole is more than 30 in. (76 mm) in diameter, the area should be determined in
square feet and divided by 5 sq ft (0.47 m2) to find the equivalent number of holes. If the
depth is 1 in. (25 mm) or less, the holes are considered medium severity. If the depth is
more than 1 in. (25 mm), they are considered high severity.
Table B-l. Levels of Severity for Potholes.

Average Diameter, in. (mm)

Maximum Depth to 4 to 8 in. (102 to 8 to 18 in. (203 to 18 to 30 in. (457 to

Pothole 203 mm) 457 mm) 762 mm)

1/2 to lin.
L L M
(12.7 to 25.4 mm)

>1 to 2 in.
L M H
(25.4 to 50.8 mm)

>2 in.
M M H
(50.8 mm)

How to Measure

Potholes are measured by counting the number that are low, medium, and high severity
and recording them separately.

Options for Repair

L—Do nothing; Partial or full-depth patch.

M—Partial or full-depth patch.
H—Full-depth patch.
482 /Pavement Managementfor Airports, Roads, and Parking Lots

Raveling and Weathering (52) Continued

Porous Friction Course Severity Levels (Fig. D-12c)

L—In a square meter (square yard) representative sample, the number of aggregate
pieces missing is between 5 and 20 and/or the number of missing aggregate clusters
(when more than one adjoining aggregate piece is missing) does not exceed 1.
M—In a square meter (square yard) representative sample, the number of aggregate
pieces missing is between 21 and 40 and/or the number of missing aggregate clusters is
greater than 1 but does not exceed 25 percent of the square meter (square foot) area.
H—In a square meter (square yard) representative sample, the number of aggregate
pieces missing is over 40 and/or the number of missing aggregate clusters is greater
than 25 percent of the square meter (square foot) area.

How to Measure

Raveling and weathering are measured in square meter (square feet) or surface area.
Mechanical damage caused by hook drags, tire rims, or snowplows is counted as areas
of high-severity raveling and weathering.

"Improperly applied rejuvenators or surface seals may cause skid problems on high-speed
surfaces.
 Asphalt Concrete Airfields: Distress Definitions and Deduct Value Curves /483

'&tf*Vf*li

Figure D-12c. Raveling/Weathering on a Porous Friction Course Surface.

484 /Pavement Management for Airports, Roads, and Parking Lots

Rutting (53)
Description

A rut is a surface depression in the wheel path. Pavement uplift may occur along the
sides of the rut; however, in many instances ruts are noticeable only after a rainfall,
when the wheel paths are filled with water. Rutting stems from a permanent deformation
in any of the pavement layers or subgrade. It is usually caused by consolidation or
lateral movement of the materials due to traffic loads. Significant rutting can lead to
major structural failure of the pavement.

Severity Levels (Figure D-13)

Mean Rut Depth Criteria

Severity—All Pavement Sections
L—Less than 1/4 to 1/2 in. (<6.4 to 12.7 mm).
M— From 112 to 1 in. (12.7 to 25.4 mm).
H—Greater than 1 in. (25.4 mm).

How to Measure

Rutting is measured in square feet (square meters) of surface area, and its severity is
determined by the depth of the rut. To determine the rut depth, a straightedge should be
laid across the rut and the maximum depth measured. The mean depth in inches (mm)
should be computed from measurements taken along the length of the rut.

Options for Repair

L—Do nothing.
M—Shallow8, partial or full-depth patch; Partial or full-depth patch and overlay.
H—Shallow3, partial or full-depth patch; Partial or full-depth patch and overlay.

a
Shallow patching should not be used on runways where FOD is of concern.
Asphalt Concrete Airfields: Distress Definitions and Deduct Value Curves / 485

)&%*:t\ •'*.**.: ,i.

®..v.,

Figure D-13. Rutting.

486 / Pavement Management for Airports, Roads, and Parking Lots

Shoving of Asphalt Pavement by PCC Slabs (54)

Description

PCC pavements occasionally increase in length at ends where they adjoin flexible pave-
ments (commonly referred to as "pavement growth"). This "growth" shoves the as-
phalt or tar-surfaced pavements, causing them to swell and crack. The PCC slab "growth"
is caused by a gradual opening of the joints as they are filled with incompressible
materials that prevent them from reclosing.

Severity Levels (Figure D-14)

L—A slight amount of shoving has occurred, with little effect on ride quality and no
breakup of the asphalt pavement.
M—A significant amount of shoving has occurred, causing moderate roughness or
breakup of the asphalt pavement.
H—A large amount of shoving has occurred, causing severe roughness or breakup of
the asphalt pavement.

How to Measure

Shoving is measured by determining the area in square feet (square meters) of the swell
caused by shoving.

Options for Repair

L—Do nothing.
M—Partial-depth patch; Full-depth patch.
H—Partial-depth patch; Full-depth patch.
Asphalt Concrete Airfields: Distress Definitions and Deduct Value Curves /487

:^V; $&*?

&fi
'S^k; ^5
s

Figure D-14. Shoving.

488 / Pavement Management for Airports, Roads, and Parking Lots

Slippage Cracking (55)

Description

Slippage cracks are crescent or half-moon shaped cracks having two ends pointed away
from the direction of traffic. They are produced when braking or turning wheels cause
the pavement surface to slide and deform. This usually occurs when there is a low-
strength surface mix or poor bond between the surface and next layer of pavement
structure.

Severity Levels (Figure D-15)

No degrees of severity are defined. It is sufficient to indicate that a slippage crack exists.

How to Measure

Slippage cracking is measured in square feet (square meters) of surface area.

Options for Repair

Do nothing; Partial or full-depth patch.

Asphalt Concrete Airfields: Distress Definitions and Deduct Value Curves/489

Figure D-l5. Slippage Cracking.

490 / Pavement Management for Airports, Roads, and Parking Lots

Swell (56)
Description

A swell is characterized by an upward bulge in the pavement's surface. A swell may

occur sharply over a small area or as a longer, gradual wave. Either type of swell can be
accompanied by surface cracking. A swell is usually caused by frost action in the
subgrade or by swelling soil, but a small swell can also occur on the surface of an
asphalt overlay (over PCC) as a result of a blow- up in the PCC slab.

Severity Levels (Figure D-16)

L—Swell is barely visible and has a minor effect on the pavement's ride quality as
determined at the normal aircraft speed for the pavement section under consideration.
(Low-severity swells may not always be observable, but their existence can be con-
firmed by driving a vehicle over the section at the normal aircraft speed. An upward
acceleration will occur if the swell is present).
M—Swell can be observed without difficulty and has a significant effect on the
pavement's ride quality as determined at the normal aircraft speed for the pavement
section under consideration.
H—Swell can be readily observed and severely affects the pavement's ride quality at
the normal aircraft speed for the pavement section under consideration.

How to Measure

The surface area of the swell is measured in square feet (square meters). The severity
rating should consider the type of pavement section (i.e., runway, taxiway, or apron).
For example, a swell of sufficient magnitude to cause considerable roughness on a
runway at high speeds would be rated as more severe than the same swell located on the
apron or taxiway where the normal aircraft operating speeds are much lower. The follow-
ing guidance is provided for runways:

Severity Height Differential

L <3/4 in. (<19mm)
M 3/4 to 1 1/2 in. (19 to 38 mm)
H >1 1/2 in. (>38 mm)

Options for Repair

L—Do nothing.
M—Reconstruct.
H—Reconstruct.
Asphalt Concrete Airfields: Distress Definitions and Deduct J ralue Curves/491

fa-

a:
r w
W

53

Figure D-16. Swell.

492 / Pavement Management for Airports, Roads, and Parking Lots

ALLIGATOR CRACKING, AIRFIELDS ASPHALT 41

100

90

80
LUTTH
70 1 III' Jr\ I IIIH
Li
1 II,
IJff M / I IIKill
3
%
60
znz itINK / vT\
50
fill A
40 111

30 x
nitt " M
20
yy^
10 & LTT
1111
0
0.1 0.5 I 5 10 50 100
DISTRESS DENSITY, PERCENT
Figure D-l 7. Flexible Deduct Values. Distress 41, Alligator Cracking.

BLEEDING, AIRFIELDS ASPHALT 42

100

90

80

70

£ 60
1 1 1 1 lill
JJ+lm
III rim
U II11
/
1
o
=
40
IK
g ill
XXII I I
30 •'" I I 1"Jrl | 11
20 _Llq
10

0.1 0.5 I 5 10 50 100

DISTRESS DENSITY, PERCENT
Figure D-l8. Flexible Pavement Deduct Values, Distress 42, Bleeding.
 Asphalt Concrete Airfields: Distress Definitions and Deduct Value Curves /'493

BLOCK CRACKING, AIRFIELDS ASPHALT 4 3

100

90

80
J l—L 1--4-4444-M —— Ml
70 i n rm rTTTrnTTTMTI
UJ
3 60
50

40
j p I iiii lin
30

20

10

0
0.1 0.5 I 5 10 50 100
DISTRESS DENSITY, PERCENT

Figure D-19. Flexible Pavement Deduct Values. Distress 43. Block Cracking.

CORRUGATION, AIRFIELDS ASPHALT 44

100
V\\\M
90 A\ M
80 1 y
^1 Ml
/
/ 1 /11 INI
LK
U
^ 1Y\ LH
70
r
f K / ' J4Lm\A\\\
Y\ 11 J
60

50 i i IJr
y ki
M
<\ 1 1M
Wk mK ^J
40 ! 1 1 11 III

30 y(\
20
1 111 r- AW
\\x -Wfl
I 1II

10
^
HTL m ,y\\
0 50 100
0.1 0.5 I 5 10
DISTRESS DENSITY, PERCENT

Figure D-20. Flexible Pavement Deduct Values, Distress 44, Corrugation.

494 / Pavement Management for Airports, Roads, and Parking Lots

DEPRESSION, AIRFIELDS ASPHALT 45

100
H
M
90 1 1 1 1 M 11
m
80 inm
M KmHi
70
in
*yi L/f
3 60 4 1 LH
% M>T
y /

/ Lrf
Iffl
K 50
o
iffl A 1 Mlllll
11k
mi y /K\
g 40
Q

30 1 III v
vk n
20
1 1J^ W
ill
10
y^^
0 0.1 0.5 I 5 10 50 100
DISTRESS DENSITY, PERCENT

F/gwre D-2L Flexible Pavement Deduct Values. Distress 45 Depression.

JET BLAST EROSION, AIRFIELDS ASPHALT 46

100

90

80

70

% 60
-j
» »

Q 40 JJ 1 HI
30

20

10
n
0.1 0.5 I 5 10 50 100
DISTRESS DENSITY, PERCENT

Figure D-22. Flexible Pavement Deduct Values, Distress 46, Joint Erosion.
 Asphalt Concrete A irfields: Distress Definitions and Deduct Value Curves / 495

JOINT REFLECTION CRACKING, AIRFIELDS ASPHALT47

100

i 11 LHl
90

80 i v\ i mi
J+rn
•JMI
70 A1 ! 1 1 1111
3

%
60 LLrHI
H 50
o
D nl II >^
8 40 Lr IDF
30 J\
/|>r iffl
1 1 _!• LKTM

20 KM
10
1 1 Ur
[ L
0
W
0.1 0.5 I 5 10 50 100
DISTRESS DENSITY, PERCENT

JOINT REFLECTION CRACKING, AIRFIELDS

(Metric Units) Asphalt 47
100
90
80
H
D
In
\M
e 70
d
u 60
c ,/ M
t
V
a
50

40 IJII y / \M
1 30
u
e
20 \\\M
10

0.1 1 10 100
Distress Density - Percent

Figure D-23. Flexible Pavement Deduct Values, Distress 47. Joint Reflection Cracking.
496 / Pavement Management for Airports, Roads, and Parking Lots

ASPHALT 48
LONGITUDINAL/TRANSVERSE CRACKING, AIRFIELDS
100.
1 1 111 ]M
90] 1 1 1 1 in

80 HHii
I
AY\
70
/
A Lmffl
\\\m
60

50
\\v A
rMil
/
l
U
YM / LUim
40 11
IIIK /
trT
A\\
>A \i Ml '
30
1 III mis
20 LK^
W\-
Jn\
10 JJq
0
0.1 0.5 I 5 10 50 100
DISTRESS DENSITY, PERCENT

LONGITUDINAL/TRANSVERSE CRACKING, AIRFIELDS

(Metric Units) Asphalt 48
100
90
80 H
D -
e 70 LkT
d
u 60
KM
c
// 4I \1111 M
t 50
V /
y
40 L
a
i
u 30 jjljjj
e
20
10

0.1 1 10 100
Distress Density - Percent

Figure D-24. Flexible Pavement Deduct Values, Distress 48, Longitudinal and Transverse
Cracking.
 Asphalt Concrete Airfields: Distress Definitions and Deduct Value Curves / 497

OIL SPILLAGE, AIRFIELDS ASPHALT 4 9

100

90

60

70
UJ
60

H 50
o
O 40
UJ
o
30

20
L^
Lk
V**

10 jjr\ Til
1K

0.1 0.5 I 5 10 50 100

DISTRESS DENSITY, PERCENT

Figure D-25. Flexible Pavement Deduct Values, Distress 49. Oil Spillage.

PATCHING/UTILITY CUT, AIRFIELDS ASPHALT 5 0

100
Hi
90 m
14
AH \y\\\\\
ou
W
w \ 1 111
7\
UJ
70

/
^1 LfflJ
1 XI
3 60 14 III
%
1111
r
3
UJ v

IW
Lwn
30
?o
C\J
4
nT nil
10
r\
0.1 0.5 I 5 10 50 100
DISTRESS DENSITY, PERCENT

Figure D-26. Flexible Pavement Deduct Values, Distress 50, Patching and Utility Cut.
498 / Pavement Management for Airports, Roads, and Parking Lots

POLISHED AGGREGATE, AIRFIELDS ASPHALT 51

100

90

80

70

60
%
50
o 1 1 1 1 IKI
40 1 HI
Ml
30 /Hi
20

10

0.1 0.5 I 5 10 50 100

DISTRESS DENSITY, PERCENT

Figure D-27. Flexible Pavement Deduct Values. Distress 51. Polished Aggregate.

RAVELING/WEATHERING, AIRFIELDS ASPHALT 52

100

90

80

70
UJ
60
Wnft 11
S LM
50
1 1 I I Mil
1 \ \J
illl Jit
\A\K
UJ 40

30 A i M/T II
1 J Mi]
20 / 1 1 14ni1l
10
Jin Till
0.5 I 5 10 50 100
o.\
DISTRESS DENSITY, PERCENT

Figure D-28. Flexible Pavement Deduct Values. Distress 52, Raveling/Weathering.

 Asphalt Concrete A irflelds: Distress Definitions and Deduct Value Curves / 499

RUTTING, AIRFIELDS ASPHALT 53

100
"1 IMII1I
90 1 M Hill
80
F
/\ \ n
70
1 11 11 1IMII
1 Ml
1 1 l>rl 1II
LU
S 60 M/K I I I I I II
50 Hif ILH
I4M1
40 \\\
g
30
uL^
Hii
1 \-\*

20
r—
10
1
0.1 0.5 I 5 10 50 100
DISTRESS DENSITY, PERCENT

Figure D-29. Flexible Pavement Deduct Values. Distress 53. Rutting.

SHOVINGs AIRFIELDS ASPHALT 54

100

90

80
JH
70
UJ
3 60
\Mnil
in
5
K 50 Mt
11
S 40
o
^ ^1 11
1 -* x 1M
30
20 114In
Llk^
10
n
0.1 0.5 I 5 10 50 100
DISTRESS DENSITY, PERCENT

Figure D~30. Flexible Pavement Deduct Values, Distress 54, Shoving of Flexible Pavement by
PCC Slabs.
500 / Pavement Management for Airports, Roads, and Parking Lots

SLIPPAGE CRACKING, AIRFIELDS ASPHALT 55

IUU

90

60
LlnHtl
70
:T VALUE

S
S

z>
Jfl
1 M111
S 40
30
20

10

0.1 0.5 I 5 10 50 100

DISTRESS DENSITY, PERCENT

Figure D-3I. Flexible Pavement Deduct Values. Distress 55, Slippage Cracking.

SWELL, AIRFIELDS ASPHALT 56

1001 —i 111 VIM
1 1 1M
X I l 1 11
90 Wi1 t i l
1—t Kt

60 \AW11Mill
Mil
41 U
70 ^A 1 1 ufl
KIn 11
60 K
1 y] 1 HI]
M>K 1 | 1 1 1 ||
50
r \ 1 1 1 1 LH
40 1 Ufl
Uim
Mi
30
A
20

10

0.1 0.5 I 5 10 50 100

DISTRESS DENSITY, PERCENT

Figure D-32. Flexible Pavement Deduct Values, Distress 56, Swell.

 Asphalt Concrete Airfields: Distress Definitions and Deduct Value Curves / 501

AIRFIELDS: ASPHALT

m
m *t\ <*:

Ett
w& mm
M
mm&
*ot
m
mi w
mm q - Number of entries with deduct
values greater than 5 points.

m
m m
o0EB 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
TOTAL DEDUCT VALUE (TDV)

Figure D-33. Corrected Deduct Values for Asphalt or Tar-surfaced Pavements.