PAVEMENT CONDITION SURVEY MANUAL 2008 - · PDF file2008 NCDOT Pavement Condition Survey 1...

NORTH CAROLINA DEPARTMENT OF TRANSPORTATION

PAVEMENT CONDITION SURVEY MANUAL

2008

2008 NCDOT Pavement Condition Survey

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2008 Pavement Condition Survey Training

I. Welcome and introductions 8:00 am

II. Review manual 8:15 am

A. Survey GoalsB. Survey FormsC. Conducting the SurveyD. Route Configurations

III. Break 8:45 am

E. Pavement DistressesF. Points to RememberG. Transmittal of Survey Sheets and

Progress ReportsH. Questions

IV. Break 9:30 am

V. Slide identification 9:45 am

VI. Rating exercises (classroom) 10:00 am

VII. Field rating 11:00 am

VIII. Lunch 12:00 Noon

IX. Field rating, cont’d 1:00 pm

X. Distribution of county printout books 4:30 pm


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TABLE OF CONTENTS

Introduction .................................................................................................................................................................1

A. Getting Started.......................................................................................................................................................1

B. The Form ................................................................................................................................................................2

C. Conducting the Survey – General Guidelines .....................................................................................................6

D. Updating Section Information..............................................................................................................................7

E. Pavement Section Adjustment ..............................................................................................................................7

F. Notes on Mileposting..............................................................................................................................................9

G. Points to Remember ............................................................................................................................................11

H. Instructions for Multi-Lane Sections.................................................................................................................12

I. Instructions for Urban Areas...............................................................................................................................15

J. Filling Out a New Pavement Condition Survey Form - (Green Sheet)............................................................15

L. Pavement Condition Survey Distress Definitions – Flexible Pavements.........................................................21

1. ALLIGATOR CRACKING ..................................................................................................................................22

Rating Transverse Cracking, Rutting and Raveling ................................................................................................29

2. TRANSVERSE CRACKING................................................................................................................................30

3. RUTTING ...........................................................................................................................................................34

4. RAVELING .........................................................................................................................................................37

5. OXIDATION (Weathering).................................................................................................................................41

6. BLEEDING.........................................................................................................................................................42

7. RIDE QUALITY..................................................................................................................................................44

8. PATCHING.........................................................................................................................................................49

M. City Number by Division....................................................................................................................................51

N. County List with SAP Number Codes ...............................................................................................................57

O. Summary of Pavement Distress Conditions for Pavement Condition Survey...............................................58

P. PCS Rating Examples..........................................................................................................................................60


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Introduction

This manual has been developed to assist North Carolina Division of Highways personnel inconducting a condition survey of the paved road network in North Carolina. All state-maintainedroads on the Primary, Secondary, and Urban Systems are included in the survey.

The goals of the condition survey are to assist in establishing a uniform level-of-service formaintenance across the state and to help maximize the benefit of all dollars spent on the roads inthe state. Other benefits of the condition survey include:

1. A ranking system to prioritize maintenance needs2. A summary of the overall condition of the pavements in any area of the state3. A uniform rating system for each Division4. A means to monitor the condition of any section of pavement (particular special

design, use of materials or construction projects)5. An historical record of pavement performance and maintenance practices.

The previous surveys established descriptive and rating information for all flexible pavementsections of the state-maintained systems. A milepost scheme was also used to further pinpointbegin and end points for each section rated. All of this information has been stored in computerfiles and will be used in the 2008 survey.

A. Getting Started

Each rater should thoroughly familiarize himself with the Pavement Condition SurveyManual. A copy of this manual will be available for each rater. This manual will form the basisfor this year's survey. Special attention should be placed on understanding how to code routes,how to milepost, and how to rate and mark the distress conditions.


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B. The Form

1. A blank printout form will be used for the 2008 pavement condition survey. Existingsections of road are set up with mileposts and descriptions from previous surveys.

2. A brief review of the form is needed to explain some of the abbreviations.

a. CO-CITY CODE: This denotes the County and City in which the section is located.There is no City Code for sections outside the city limits. City and County codes willbe provided. County numbers are based on the SAP/BSIP system.

b. ROUTE: The sections are listed with the US routes first, followed by NC routes andthen Secondary routes. They are listed numerically from lowest to highest. Theroutes are coded as explained on the next page.

The route is an eight-digit code broken down as follows:

8 Digit Route #: X X X XXXXX

For divided highways, each direction of travel shall be rated as a separate section andcoded with the letter, either (N) North, (S) South, (E) East, or (W) West. Please notethat on divided highways, the eight-digit code will contain a zero at the third positionin primary direction (usually, but not always North and East). The counter direction

Route Number

Directional Code0 = Primary3 = Northbound4 = Southbound5 = Eastbound6 = Westbound

Special Route Code1 = Alternate7 = Spur8 = Truck9 = Business

Type of Route1 = Interstate2 = US3 = NC4 = SR


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will have the numeric code indicated (usually, but not always South (4) and West(6)).

c. BEGIN MILEPOST: Indicates the milepost of the beginning point of the section

d. BEGIN DESCRPTION: Brief description of the beginning point of the section Limited to 10 characters in length

e. SECTN LENGTH: Length of the section. Recommend a maximum of 2 miles

f. END DESCRPTION: Brief description of the end point of the section Limited to 10 characters in length

g. PVMNT (Pavement)

T = Type, either P (Plant Mix), B (BST) or S (Slurry)WI = Width, excluding any paved shouldersL = Number of through lanes, including continuous center left turn lanes

h. SLDR (Shoulder)

T = Type, either P (Paved) or U (Unpaved)WI = Width (average for section); paved shoulder must be continuous on both sides

h. C & G (Curb and Gutter)

Y = Yes, must be continuous on both sides; N = No, including one side only0.50 mile or greater – Rural0.30 mile or greater – Urban

Obviously, if the entire section has curb and gutter on both sides but is shorter than eitherof the above distances, the rater will mark ‘Y’.

i. YEAR RESF - Indicate year of latest resurfacing

j. TH - Indicate thickness of latest resurfacing

k. S, R (S = subdivision road, R = rural road)

This information is important for performing analysis of the road network. It ismeant to distinguish roads that are classified as secondary roads (route number beginswith ‘4’) as either rural (typically through roads) or subdivision (generally built foraccess to, or movement within a housing development).

The rater should check this information and make corrections as needed. Changes should bemade by marking through incorrect data with a single line and writing the correct data above themarked out data.


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3. Distresses (see Section L for definitions and photos):

1) ALIGATOR CRK = Alligator Cracking with the percentage of the sectionexhibiting each of four severity levels:N = None, L = Light, M = Moderate, and S = SevereRate the percentages as 01 (10%), 02 (20%), … 10(100%)

2) TRV = Block/Transverse/Reflective Cracking, rated with one letter of eitherN = None, L = Light, M = Moderate, or S = Severe

3) RUT = Rutting, rated with one of the four letters, (N,L,M,S)

4) RAV = Raveling, rated with one of the four letters, (N,L,M,S)

5) OXD = Oxidation, rated with one of the two letters, (N,S)

6) BLE = Bleeding, rated with one of the four letters, (N,L,M,S)

7) RID = Ride Quality, rated with one of the three letters as follows:L = Light (Average), M = Moderate (Slightly Rough),S = Severe (Rough)

8) PAT = Patching, rated with one of the four letters, (N,L,M,S)

Pavement distresses should be evaluated independently of the 2006 distress information. It ispossible that the pavement condition in 2006 is significantly different from the condition seen in2008. Each rater will be given forms with sections shown from the 2006 survey, but all of thedistress information will be left blank.


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C. Conducting the Survey – General Guidelines

1. Write Neatly & LegiblyIt is important that the form be filled out with a pencil, preferably a red pencil, as itis easier to read. Make a special effort when writing M's and N’s, as they can oftenbe confusing to read.

2. Review the Printed PCS Survey Sheets Before SurveyingThe raters should thoroughly familiarize themselves with the computer printout fortheir areas. Some initial time should also be spent relating the computer listing ofroadway sections to the county maps.

3. Use the Most Current County Maps Available While Conducting the SurveyThis will result in less confusion with new roads, SR number changes, etc. The ratershould mark sections of the maps as they are rated. This will allow the rater to bettervisualize what has not been surveyed.

4. Survey All Newly Constructed or Formerly Unpaved RoadsNew roads and newly paved (formerly unpaved) roads should be surveyed even ifthey are not on the map or printout.

5. Be Safety Conscious at All TimesUse car warning (hazard) lights and a yellow flashing light on your car roof. Alwaysbe aware of other traffic in relation to your slower speed.

6. Begin Survey at the Beginning or End of a RouteIMPORTANT: Do NOT survey any route by starting in the middle.

7. Measure Rutting on Foot at Least Once a DayRaters should get out of the car and measure rutting at least once a day using astraight edge and ruler. This will give the rater a better feel for the severity of rutting.

8. Travel at 15-20 mphGreater Speeds Will Reduce Survey Accuracy

9. Closer Inspection Will Sometimes Be RequiredIf unsure of a distress or severity or unable to determine a type of distress, pull offthe pavement to inspect the condition.

10. Ride Towards the Sun When SurveyingCracking and distresses are more visible due to shadowing.

11. Travel in the Direction of Mileposting Whenever PossibleThe printout is simpler to read when traveling a road in the same direction that it ismileposted. If it is necessary to travel a section in the opposite direction, care shouldbe taken that the distress information is filled in on the proper line.


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D. Updating Section Information

1. There may be instances where basic information on the survey form is incorrect or asection needs to be deleted. See page 19 for and example.

To Correct Descriptive Data (e.g. section length or pavement type)Simply mark through the incorrect data with a single line and write the correct datadirectly above.

To Delete A Section (e.g. extension of city limits with road becoming city responsibility)Mark completely through the existing section with a single line on the computerform, and write DELETE directly above it.

2. There may be instances where an existing section needs to be broken into two (or more)sections because of a pavement width or type change or a new or partial section needs tobe identified (see Section F below for common adjustment criteria). See page 19 forand example.

To Break A Section into Two or More SectionsThe original section should be edited on the printout to reflect the change.Remaining sections should be entered on a “green sheet” as new sections. Be surethe total of the lengths of all new sections is equal to the length of the original,unbroken section.

To Add A Newly Constructed Road or Section Not Previously SurveyedThe green "Pavement Condition Survey Form for Flexible Pavements" will need to befilled out and turned in with the existing survey forms. Instructions for filling out thisform are on pages 15-17.

E. Pavement Section Adjustment

Criteria for Pavement Section Adjustment: It is desirable to have pavement sections thathave the same general characteristics throughout. Significant criteria that, if changed,would require a new section include:

1) Number of lanes (where the width also changes)2) Section Length (excessively long or short)3) Paved shoulder4) Curb and gutter5) Recent resurfacing6) Pavement type7) Change in pavement conditions

1. Pavement Width, Number of Lanes: Generally speaking, it is necessary to create anew section if the number of lanes changes due to pavement widening. Note that shortturn lanes at intersections do not result in the creation of a new section.


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2. Section Lengths: In general, section lengths should not be greater than 2 miles forPrimary and Secondary roads in rural areas. In urban areas (which include all routes onthe state system within incorporated city limits) lengths may vary from 0.1 to 2.0 miles,depending on how often the rater must break the route because of changes incharacteristics.

3. Paved Shoulders: A pavement is considered to have a paved shoulder when the widthof the paved shoulder section is 2 feet or greater and the shoulder is paved on both sidesof roadway.

4. Curb and Gutter: If curb and gutter has been installed on a portion of a rating section,it is necessary to split the section according to the following criteria: Must be continuouson both sides with lengths of 0.50 mile or greater in rural or 0.30 mile or greater inurban areas.

5. Resurfacing: Where it is obvious that part of a route has received an in-kind new plantmix resurfacing, asphalt surface treatment, or slurry seal, a new section will be formedfor this new surface. However, the newly treated section must be at least 0.50 mileslong for a new section to be formed. If the newly treated section is longer than 2 miles,then the rater should break this into two or more shorter sections of less than 2 miles inlength. Even though the condition of the pavement will not show any change now, theremay be distress conditions in the future that can be better monitored with the shortersurvey sections. Patching versus Resurfacing: In many instances a plant mix road mayhave a short seal or a BST road may have a short plant mix overlay on a portion of theroad. If this unlike treatment situation is greater than 0.50 miles long, a new sectionshall be created. Unlike treatments less than 0.50 miles long shall be consideredpatching.

6. Surface Types: Sections with asphalt concrete surfaces or overlays over either PCC orexisting asphalt shall be considered as plant mix (P) sections. Bituminous SurfaceTreatment (B) sections shall include all the various seals (straight, split, and mat).Slurry (S) seals shall include slurry seal and micro-surface pavements.

7. Significant Pavement Condition Differences: If a section of road exhibits a large andclear-cut difference in pavement conditions, it is worthwhile to split the section, as thisallows for more accurate tracking of performance over time and better reflects the truecondition of the pavement. This should only occur with relatively long sections (forinstance, a 1.8-mile section might be convenient split into 1.0 mile and 0.8-milesections). If possible, split at an obvious physical location (intersection road, bridgeetc).


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F. Notes on Mileposting

A substantial change was made to mileposting for the 2006 Pavement Condition Survey. Tobetter match the mileposting system maintained by the NCDOT Geographic InformationSystems Unit (NCDOT GIS), the mileposting methodology for divided highways has changed.

Divided highway mileposting is now reversed in the non-primary direction. This effectivelymeans that westbound and southbound routes now count up from zero beginning at their entrypoint in the county or other starting point as opposed to having the same milepost value as thenorth and east bound lanes as in previous years.

An example would be US 64 in Wake County.

The eastbound (primary) direction has a milepost value of 0.0 at the Chatham County line.The westbound (secondary) direction has a milepost value of 0.0 at the Franklin County line.

Note that there may be small discrepancies in the total length of a route. In the case of US 64,the eastbound portion has a total length of 44.29 while the westbound has a length of 44.25.This is normal and is due to variation in roadway elevation and curvature.

Divided Highway Mileposting Example

Other mileposting notes:

1. Where county lines are used in either description, abbreviate county with CO. Thecounty used shall be the county that the route is coming from or going to, not thecounty that the section is located in.

2. When the beginning or ending point for a section is a city limit, the rater shallindicate this by the city name and whether or not it is at the eastern, western,

MP 44.29

MEDIAN

MP 44.25

MP 0.0

MP 0.0

Cha

tham

Co Franklin C

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Eastbound

Westbound


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northern, or southern city limit. For example, WCL ASHVL = Western City Limitof Asheville.

3. Make use of the Geometrics Report available at the Pavement Management Unitweb site: http://ncdot.org/doh/pmu

This report contains the most up-to-date information available to the GIS andPavement Management Units. When adding or splitting roads using green sheets, itis a good idea to verify mileposting and direction using this tool.

Note that the report generates 8-digit route numbers.

8 Digit Route #: X X X XXXXX

For divided primary highways, northbound or eastbound legs will have a value of 0 in thedirectional code slot (as they are the primary directions). The southbound and westbounddirections will be coded with values of 4 and 6, respectively.

Divided secondary roads will have a 0 in the directional code slot in one direction and a numericvalue of 3, 4, 5 or 6 (North, East, South, West) to indicate the opposing direction. This is due tosecondary roads not having a default primary direction.

Route Number

Directional Code0 = Primary3 = Northbound4 = Southbound5 = Eastbound6 = Westbound

Special Route Code1 = Alternate7 = Spur8 = Truck9 = Business

Type of Route1 = Interstate2 = US3 = NC4 = SR


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G. Points to Remember

1. City Limits: Watch for city limits as they are sometimes improperly marked or notsigned at all. The map mileage can be used in this situation if no other reference isavailable.

2. Severity Levels: When rating distresses, remember that N = None, L = Light, M =Moderate, and S = Severe. Take care that a written M does not look like an N or viceversa.

3. Multi-lane Rating: Each direction of travel is rated as a separate section of pavementfor all multi-lane highways. The rater should look at the most distressed lane (usuallythe outside lane) in each direction when rating distresses. For example, a section mayhave severe alligator cracking in the outer wheelpath of the outside lane for the totallength of the section. Even if the inside lane had no alligator cracking, it would be ratedas having 100% alligator cracking. Patching will also be rated based upon percentage ofthe outside lane.

4. Alligator and Edge Cracking: There has been some confusion in the past regardingalligator and edge cracking where this type of structural cracking is near the edge of thepavement. To eliminate this problem, we have decided to label cracking near thepavement edge as alligator cracking. However, when rating this type of cracking nearthe edge as alligator cracking, care must still be taken not to "double up" on alligatorcracking in the same location.

5. Severe Ride Quality: Another problem that may occur is identifying Severe (Rough)Ride Quality. Remember that the key to a rough ride is that operating speed cannot bemaintained safely. Rough ride quality should be extremely rare across the state. Beforerating a road as rough, be sure that it complies with the definition.

6. Direction of Travel: Sunlight, time of day, and wetness of road affect the rater's abilityto see distress conditions. It is recommended that the rater travel in a direction thatmakes the distresses to be more apparent. It is possible that two passes will be requiredfor some sections.

7. Patch Evaluation: Existing BST or plant mix patches are not specifically evaluated ontheir quality. However, some patches may affect ride quality and should be evaluated inthis manner. Any cracking or rutting that is visible in a patch should be marked underthe appropriate distress.

8. Description Abbreviations:

CL = City Limits DE = Dead EndEOP = End of Pavement CDS = Cul-de-SacEOM = End of Maintenance


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H. Instructions for Multi-Lane Sections

1. For two-lane roads, the rater will evaluate both lanes. Each lane is 50% of the totalsection.

2 Lane Highway

Rate both lanes together as one section.

2. For multi-lane undivided highways (3 or more lanes), the rater shall evaluate the mostdistressed lane, generally the outside lane, in each direction. Each direction of travel(each lane) shall total 50 % of the section. You will not rate all lanes, as in pastsurveys.

3 Lanes with Middle Turn Lane

Rate through lanes together as one section. Do not rate turn lane.

4 Lane Undivided Highway

Rate both outside lanes in each direction together as one section.

50%1 Section

50%

50%

1 Section

50%

50%

1 Section

50%


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Multi-lane Undivided Highway with Turning Lane

Rate both outside lanes in each direction together as one section.

3. For divided highways, each direction of travel shall be rated as a separate section. Therater shall evaluate the most distressed lane, generally the outside lane, in each direction.Each direction of travel (each lane) shall total 100% of the section.

4 Lane Divided Highway

Rate outside lane in each direction as one section.

50%

1 Section

50%

1 Section100%

100%

1 Section

MEDIAN


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4. The rater will rate the outside lane or the most distressed lane in urban areas.

One-way Streets

Rate outside lane only as one section.

5. When conducting the Condition Survey on multilane highways, the condition of lanes inopposite directions of travel may not have the same rating. For example, there may betransverse cracking in one direction and no cracking at all in the other direction.

8. For multi-lane highways, the ADT for each direction shall be the total (two-way) ADTfor the highway.

7. Short Distance Interchange Widening: There are instances where a two-lane primaryroute will split and become a four-lane divided facility at an interchange. For thesecases, unless the divided section is at least 0.50 miles long, it shall be treated like a two-lane highway with only the outside lane in each direction being rated. For this case only,any paved shoulder would be ignored. If it is equal to or longer than 0.50 miles, then anew section shall be written up.

8. Interchange ramps are not to be rated.

9. If paved shoulders are on the outside lane, then record the paved shoulder width only.Do not include any width for the unpaved shoulder, even though it is present.

10. Mark the proper pavement width and number of lanes for each direction on a dividedfacility, not both.

1 Section

100%


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I. Instructions for Urban Areas

1. Curb and gutter must be present on both sides and present for at least 0.30 miles in orderto form a new section specifically to account for curb and gutter. Curb and gutter onone side only shall be marked N (No).

2. When rating urban one way streets, rate the most distressed lane. Generally this will bethe outside lane.

3. Special turning lanes or parking lanes of less than 0.30 miles (approx. 1500 feet) shouldbe ignored and not included in the overall pavement width.

4. Do not form a new section if the number of lanes changes but the pavement width staysthe same.

5. All routes shall be broken at city limits, however, the mileposting shall continuethrough urban areas.

J. Filling Out a New Pavement Condition Survey Form - (Green Sheet)

1. The Pavement Condition Survey Form has been specifically designed to determine theamount and severity of several distresses for flexible pavements, including bituminousoverlays over portland cement concrete. There is no need to use separate sheets for thePrimary, Secondary, and Urban Systems. The city codes as well as route numbers willtell the computer the type of system that each section represents.

2. Each rater should pay special attention to all instructions so that the condition surveyform can be correctly and completely filled out. Missing or improperly marked data willbe rejected by the computer and will require much time and effort in rechecking thatsection.

3. A completed sample is shown on page 18. Eighteen sections can be completed persheet.

4. Fill in the top of the sheet providing DIVISION, COUNTY, DATE(S) and OBSERVER(your name).

5. The two-digit county number (plus two-digit city number where appropriate) should befilled in under CO/CITY CODE. The two-digit county number shall go in the first twospaces for all survey sections. The next two spaces are only filled in for urban sectionsby using the appropriate city number found on page 51. City numbers are arranged inalphabetical order by division except for new cities added to the computer system. Forall sections outside of city limits, leave the second two spaces blank.


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6. The route being surveyed shall be identified by writing the proper five-digit route codein the space labeled ROUTE. Refer to pages 1 & 2, item 2b under Section B for anexplanation of the code.

7. DIVIDED DIRECTION is a letter code indicating the direction of travel for a dividedsection only. This code is necessary because each direction of travel for a dividedsection is rated separately. Put the letter, either (N) north, (S) south, (W) west and (E)east that represents the direction of travel for that lane. The opposite lane will naturallyhave the opposite direction of travel indicated. Leave this space blank for all undividedsections.

8. Under BEGIN MILE POST the beginning milepost shall be entered to the nearest 0.01mile.

9. BEGIN DESCRIPTION is a brief description of the beginning point for the section.This should be at the intersection of a state road, a county line, a city limit, or a citystreet (in urban areas) if at all possible. In some cases there may not be a landmark touse because of pavement type or width changes. In these cases, write new pavement(NEW PVMT), end pavement (END PVMT), etc.

10. Under LENGTH, the total section length should be entered to the nearest 0.01 mile. Thedistances shown on the county map (as checked by the odometer) should be used todetermine section lengths.

11. A brief description of the end point of the section should be written under ENDDESCRIPTION. This description will be in the same format as explained under item 9,BEGIN DESCRIPTION. Only 10 spaces are allowed for this description as well.

12. END MILEPOST is the sum of the length and the BEGIN MILEPOST. This value willbe very helpful during the actual survey when the rater has to turn off a route and comeback to this point again.

13. ADT is the latest estimate of the Average Daily Traffic for a particular survey section.This estimate can come from the computer printout, county ADT maps or specificknowledge about recent traffic counts on that section. If no ADT can be determined,leave these spaces blank.

14. PAVEMENT describes the travel way only, i.e. edgeline to edgeline.

TYPE indicates the type of pavement surface: P (Plant mix), B (Bituminous surfacetreatment), or S (Slurry).

WIDTH is the surface width to the nearest whole foot.

No. LANES is the number of through lanes (excluding parking) for that section.However, center lanes for left turns only on multilane undivided highways will count asone lane.


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15. For other miscellaneous data, the rater should indicate the year this section wasresurfaced last, the thickness of this resurfacing and also indicate if this section is in asubdivision (S) or if not, indicate (R) for rural.

16. Under SHOULDERS, the rater should indicate the Type of shoulder, P (Paved) or U(Unpaved), and the average Width to the nearest whole foot. A paved shoulder shall bedefined as continuous on both sides of the pavement and at least two feet wide."Shoulders" outside the edgeline that are less than two feet wide shall be considered aspart of the pavement width. Paved shoulders on a portion of the section shall not beconsidered as paved shoulders for the condition survey. Only the outside (right-hand)shoulder is to be described for divided sections. Continuous paved shoulders must be atleast 0.5 miles long to justify forming a new survey section.

17. For CURB & GUTTER sections mark Y (yes) in the space provided. Mark N (no) ifthere is no curb and gutter or if there is curb and gutter on one side only. Curb andgutter sections must be continuous on both sides to be marked Yes and must be 0.5 mileslong to justify forming a new section.

18. Under PAVEMENT DISTRESS CONDITIONS, the various distresses are to be noted.

For Alligator Cracking, fill in the percentage of cracking under each appropriateheading. The percentage shall be filled in to the nearest 10 percent by using 01, 02, 03... 10 to indicate 10, 20, 30 ... 100 percent. Thus for any section the sum of the numbersmust equal 10.

For Transverse Cracking, Rutting, Raveling, Bleeding and Patching indicate none (N),light (L), moderate (M) or severe (S) distress. For Oxidation, indicate none (N) or yes(Y). For Ride Quality, indicate an average/light (L), slightly rough/moderate (M) orrough/severe (S) condition present.

Please print legibly as N and M are sometimes difficult to distinguish if they are notclearly written.


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K. Transmittal of Survey Sheets and Progress Reports

1. Each Friday, the Highway Maintenance Engineer should turn in all completed surveysheets to the District Office. This will allow data to be entered as the survey is beingconducted rather than all at once at the end. Field personnel will only enter distressinformation. Milepost and description changes, deletions, and additions will be handledby the Pavement Management Unit.

When a county is complete, the Highway Maintenance Engineer should turn in allremaining data sheets, including green forms, to the District Office. Once all data hasbeen entered for a county, the survey book should be reassembled and sent to theDivision Maintenance Engineer along with all green forms. The Division MaintenanceEngineer will be responsible for sending this to Jerry Blackwelder in the PavementManagement Unit in Raleigh. Remember to make a copy of all data before sending itin.

2. The Highway Maintenance Engineers should also turn in a weekly Progress Report(provided by Pavement Management Unit) to the Division Maintenance Engineer eachFriday. This report should show the number of rating hours and the number of milescompleted for that week. The Division Maintenance Engineer should review and thensend one compiled report to the Pavement Management Unit, including a division wideprogress total.

3. All surveys should be completed and data entered by March 1, 2008.

4. If there are any problems or questions, please call one of the trainers.

5. The trainers will make follow up visits while the survey is being conducted. This willassist the raters by clearing up questions and problems that may arise.

Jeff Chinlund - Divisions 1,2,3 and 4 - (252) 830-3490 (Greenville)Steve Hinnant - Divisions 5,6 and 8 - (919) 250-4094 (Raleigh)Ed Arrowood - Divisions 7,9 and 11 - (336) 703-6500 (Winston-Salem)Tom Thomas - Divisions 10,12,13 and 14 - (704) 876-4630 (Statesville)Jerry Blackwelder - Statewide - (919) 250-4094 (Raleigh)


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L. Pavement Condition Survey Distress Definitions – Flexible Pavements

Pavement distress conditions are defined on the following pages. Each written page discussesone of the distress conditions. Photographs of the different severity conditions follow eachdistress description to help clarify what the distress definitions mean.

The rater shall very thoroughly study each written distress description with accompanyingphotographs so that he/she completely understands all severity conditions under each distress.This is critical to the survey if a uniform survey is to be successfully performed across the state.

One or more photographs are shown for each of the severity conditions for each distress. Thesephotographs represent what might typically be seen in the field for a specific distress. Thephotographs do not show all conditions that might be found. They also are not meant to implythat a condition must look exactly like what is shown for it to be called light, moderate, orsevere. The pictures are simply illustrations of what the rater may see under the various severitylevels for each distress.

The definitions for each severity include one or more phrases that describe what the conditionmay look or feel like. Certainly not all of the specific phrases must exist for a condition to belabeled as such. It may be that only one out of the four phrases is visible on a section. However,this is sufficient for the rater to mark down the condition as light, moderate, or severe.


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1. ALLIGATOR CRACKING

Note: The entire lane in one direction of travel on a two-lane roadway represents 50% of thesection.

Light: Longitudinal disconnected hairline cracks about 1/8 inch wide running parallel toeach other; initially may be only a single crack in the wheel path or edge ofpavement but could also look like an alligator pattern.

Moderate: Longitudinal cracks in wheel path(s) or edge of pavement forming an alligatorpattern; cracks may be lightly spalled and are about 1/4 inch wide.

Severe: Cracking has progressed so that pieces appear loose with severely spalled edges;cracks are about 3/8 to 1/2 inch wide or greater; potholes may be present.

Description:

Alligator cracking is a load associated structural failure. The failure can be either in the surface,base or subbase. Permanent deformation (rutting) does not have to be present for there to bealligator cracking.

Cracking first begins in the wheel path, usually as longitudinal cracking. Further stress createsan alligator pattern. If the surface is very flexible the longitudinal crack will become wider andan alligator pattern may not develop until severe distress sets in. The proper solution for bothalligator and longitudinal cracking is the same since a structural failure is taking place in bothcases. Alligator cracking also includes cracking along the pavement edge.

Each lane of a two-lane facility is to be evaluated as representing 50% of the section. Forexample, if there is continuous moderate alligator cracking in either one or both wheel paths ofone lane only, or along the edge, the rater should mark 50% under moderate alligator cracking.If similar cracking had been present in the other lane, the rater would mark 100% undermoderate.

For multi-lane undivided facilities only the outside lane (or most distressed lane) in eachdirection shall be rated. These lanes will be rated together as one direction.

Construction joints are not rated unless the pavement in that area has begun to fail orshow distress.

For sections where the alligator, longitudinal or transverse cracking has been well-sealed, therater should rate the severity of the crack as moderate. This is necessary to pick up the factthat the section may have moderate or severe cracking and not be penalized for sealing thecracks.

Sections with scattered potholes are difficult to evaluate. Potholes represent spot locations ofsevere cracking. For sections that have about 5 to10 potholes per mile, the rater should mark10% (01) under moderate.


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* Important Note About Alligator Cracking *

Since 2002, the pavement condition survey has rated all edge cracking as alligator cracking.

Edge cracking is alligator cracking except it is usually located within 1 to 2 feet of the edge ofthe pavement. Edge cracking pinpoints an edge failure rather than a lane failure. The failurebegins at the edge of the pavement and progresses in towards the center of the lane.

It is important to note edge cracking as it is an indicator that the edge may need strengtheningeither by PM patching, full-depth patching, and/or widening. Certainly, pooling of water at thepavement edge can contribute to and worsen an existing edge failure. By saturating the base, thestrength at the edge is further reduced, which increases the rate of deterioration of the pavement.


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Light: Longitudinal disconnected hairline cracks about 1/8 inch wide runningparallel to each other; initially may be only a single crack in the wheelpathor edge of pavement but could also look like an alligator pattern.


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Moderate: Longitudinal cracks in wheelpath (s) or edge of pavement forming analligator pattern; cracks may be slightly spalled and are 1/4 inch wide.


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Severe: Cracking has progressed so that pieces appear loose with severely spallededges; cracks are about 3/8 to 1/2 inch wide or greater; potholes may bepresent.


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1. ALLIGATOR CRACKING (EDGE)

Light: Hairline cracks just beginning to show; cracks are random with no pattern;cracks are about 1/8 inch wide.

Moderate: Cracks more extensive and may be forming an alligator pattern; cracks areabout 1/4 inch wide and may be spalled.


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1. ALLIGATOR CRACKING (EDGE)

Severe: Cracks are alligatored and severely spalled; cracks usually 3/8 to 1/2 inchwide or greater; pieces may be loose and potholes may be present.


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Rating Transverse Cracking, Rutting and Raveling

Transverse Cracking, Rutting, and Raveling are rated differently from Alligator Cracking in thata single value is used to represent the condition of the section. The rater should recognize thatvarious amounts of Light, Moderate, and Severe distress may be present. Therefore, the ratershall use the following guidelines, along with the rating definitions, in rating the overallcondition of a section.

Light: 1/2 or more of the section shows Light distress,

OR

A combination of distress conditions is present on 1/3 or more of thesection with some Moderate distress.

Moderate: 1/2 or more of the section shows Moderate distress

OR

A combination of distress conditions is present on 1/3 or more of thesection with some Severe distress.

Severe: 1/3 or more of the section shows Severe distress.

Rating Transverse Cracking, Rutting and Raveling

1. Determine distress – type and severity

2. Determine total % of the distress type in the ratingsection

3. Determine % of each severity (L, M, S) of thedistress type

4. Use the overall condition guidelines above


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2. TRANSVERSE CRACKING

Note: The entire pavement surface area represents 100% of the section.

Light: Cracks, usually only transverse, are less than 1/4 inch wide and are not spalled;block pattern may not be visible yet; transverse cracks usually 10 to 20 feet apart.Cracks have little or no spalling and joints are usually not bumped up.

Moderate: Block pattern may be visible with blocks 10 square feet or greater present; cracksare 1/4 inch to1/2 inch wide; cracks may or may not be spalled; transverse cracksusually 5 to 20 feet apart; joints may be bumped up 1/2 inch over concrete.

Severe: Cracks may be severely spalled with smaller blocks 2 to 10 square feet present;cracks usually greater than 1/2 inch wide; transverse cracks may be 1 to 2 feetapart throughout portions of the surface; cracks may be bumped up more than 1/2inch.

Description:

Block cracks divide the pavement up into roughly rectangular pieces. Block cracking is notload-associated. Cracks are generally caused by shrinkage of the asphalt concrete and dailytemperature cycling. Wheel path loads can increase the severity of block cracking if water isallowed to penetrate into the cracks. It is therefore very important to seal these cracks to preventwater penetration into the base materials.

Transverse cracking also includes reflective cracking of plant mix resurfacing over concrete.

The primary cause of reflective cracking is movement of the concrete slab beneath the PMresurfacing. This movement is due to thermal and moisture changes and faulting at the joints.Typically, the reflective joints are bulged above the riding surface such that the vehicle is ridingover small bumps.


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Light: Cracks usually only transverse, are less than 1/4 inch wide and are notspalled; block pattern may not be visible yet; transverse cracks usually 10to 20 feet apart. Cracks have little or no spalling and joints are usually notbumped up.


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Moderate: Block pattern may be visible with blocks 10 square feet or greater present;cracks are 1/4 inch to less than 1/2 inch wide; cracks may or may not bespalled; transverse cracks usually 5 to 20 feet apart. Joints may bebumped up 1/2 to 1 inch high.

Severe: Cracks may be severely spalled with smaller blocks 2 - 10 square feetpresent; cracks usually about 1/2 inch wide or greater; transverse cracksmay be 1 to 2 feet apart throughout portions of the surface. Joints may bebumped up greater than 1 inch high.


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2. TRANSVERSE CRACKING (Reflective)

Light: Cracks usually 1/8 to 1/4 inch wide; cracks have little or no spalling;joints usually not bumped up.

Moderate: Cracks are about 3/8 to 1/2 inch wide; cracks may be moderately spalled;joints may be bumped up 1/2 to 1 inch high.

Severe: Cracks usually greater than 1/2 inch wide; cracks are severely spalled;joints may be bumped up greater than 1 inch high.


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3. RUTTING

Light: Rutting 1/4 to less than 1/2 inch deep.

Moderate: Rutting 1/2 to less than 1 inch deep.

Severe: Rutting 1 inch deep or greater.

Description:

A rut is a surface depression in the wheel path(s) or at the edge of pavement. Rutting comesfrom a pavement deformation in any of the pavement layers or in the subgrade, usually causedby consolidation or lateral movement of the materials due to traffic loads. Movement in the mixin hot weather or inadequate compaction during construction is the main cause of rutting.


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3. RUTTING

Light: Rutting 1/4 inch to less than 1/2 inch deep.

Moderate: Rutting 1/2 inch to less than 1 inch deep.


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3. RUTTING

Severe: Rutting 1 inch or greater.


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4. RAVELING

Note: Only BST and slurry seals are rated for raveling.

Light: Aggregate loss is not great; small amounts of stripping may be detected;aggregate has started to wear away.

Moderate: Some stripping evident; random stripping with small areas (less than one squarefoot) or strips of aggregate broken away.

Severe: Stripping very evident; aggregate accumulations may be a problem; large sections(greater than one square foot) of stripping with aggregate layer broken away.

Description:

Raveling is the wearing away of the pavement surface caused by the dislodging of aggregateparticles or loss of asphalt binder. Raveling is more common on AST or slurry surfaces than onplant mix surfaces, therefore, indicate raveling only on BST or Slurry surfaces. Ravelingindicates either a hardening or poor application of asphalt binder.

Sand seals pose a unique problem as far as raveling is concerned. Sand seals can lookmoderately or severely raveled within 3 months of application. Yet the binder that was put downto seal the cracks is intact and will probably hold up for 2 to 3 years. Therefore, sand seals arenot to be considered when evaluating raveling.


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4. RAVELING

Light: Aggregate loss within the pavement lanes is not great; small amounts ofstripping may be detected; aggregate has started to wear away.


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4. RAVELING

Moderate: Some stripping evident; random stripping with small areas (less than onesquare foot) or strips of aggregate broken away.


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4. RAVELING

Severe: Stripping very evident; aggregate accumulation may be a problem;large sections (greater than one square foot) of stripping with aggregatelayer broken away.


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5. OXIDATION (Weathering)

Note: Only plant mix is rated for oxidation.

None: Oxidation is not present on the section.

Severe: Oxidation is present on the section.

Description:

Oxidation (weathering) is the hardening and aging of the asphalt binder. The surface binder hasworn away to expose coarse aggregate. This condition will normally be found on plant mixpavement, therefore, indicate oxidation on Plant Mix surfaces only. Weathering usually coversthe entire surface.

NO YES

YES YES


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6. BLEEDING

Note: Each wheelpath of a two-lane roadway represents 25% of the section.

Light: Condition is present on 10 to 25 percent of the section.

Moderate: Condition is present on 26 to 50 percent of the section.

Severe: Condition is present on greater than 50 percent of the section.

Description:

Bleeding is a film of bituminous material on the pavement surface that creates a shiny, reflectivesurface. Bleeding is caused by excess asphalt cement in the mix and/or low air void content.During hot weather the asphalt fills the voids of the mix and then expands out onto the surface ofthe pavement. The process is not reversible during cold weather, thus asphalt binder willaccumulate on the surface.

No attempt has been made to define various levels of severity. Bleeding should be recognizedwhen it is extensive enough to create a uniform coating in the wheel path(s). Each wheelpathrepresents 25% of the section on a two-lane facility.


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Note: Each wheelpath of a two-lane facility represents 25% of the section.

Light: Condition is present on Moderate: Condition is present on 10 - 25 percent of the section. 26 – 50 percent of the section.

Severe: Condition is present on more than 50% of the section.


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7. RIDE QUALITY

Note: Average operating speed is the speed at which most drivers would travel a section of roadwith the current alignment and normal weather conditions.

Light (Average): Pavement texture may cause minimum tire noise; isolated cases (up to 1/4of the section) of bumps and dips; operating speed can be maintainedsafely.

Moderate(Slightly Rough): 1/4 to 1/2 of the section is uneven and bumpy with dips, rises, and ruts;

pavement may be broken and cracked with a resulting increase in tirenoise; slight difficulty in maintaining operating speed over section.

Severe (Rough): Greater than 1/2 of section is uneven and bumpy; rider is frequentlyjostled; rather large and frequent pavement failures and rough texture maybe present causing a high increase in tire noise and jolts; operating speedcannot be maintained safely.

Description:

Ride quality is what the general public perceives as the indicator of how well a road is holdingup. Edge rutting, patching and localized dips significantly contribute to how the rater shouldlook at ride quality.

Ride quality is not to take into account rolling or mountainous terrain or curved alignment.These conditions would exist no matter if the pavement was smooth or rough.


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7. RIDE QUALITY

Light (Average): No unevenness or bumpiness; fine texture of pavement resulting ina minimum of tire noise; operating speed easily maintained.


46

7. RIDE QUALITY

Light (Average): Pavement texture may be slightly more coarse resulting in someincreased tire noise; isolated cases (up to 1/4 of the section) ofbumps and dips; operating speed can be maintained safely.


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7. RIDE QUALITY

Moderate: 1/4 to 1/2 of the section is uneven and bumpy with dips and ruts;(Slightly Rough) pavement may be broken and cracked with a resulting increase in

tire noise; slight difficulty in maintaining operating speed safelyover section.


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7. RIDE QUALITY

Severe (Rough): Greater than 1/2 of the pavement is uneven and bumpy; rider isfrequently jostled; rather large and frequent pavement failures andrough texture may be present causing a high increase in tire noiseand jolts; operating speed cannot be maintained safely.


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8. PATCHING

Note: The entire pavement surface represents 100% of the section.



Severe: Condition is present on more than 30 percent of the section.

Description:

Patching is defined as any surface area of the existing pavement that indicates some type ofmaintenance repair has taken place. These patched areas may be Plant Mix or BST skinpatches, edges, overlays or full depth patches. They may be in spot locations, along one or bothedges, in the wheelpaths, across the entire surface for short distances, or a combination of any ofthese. In-kind treatments, such as PM edges on an existing PM surface, shall be considered aspatches. Bridge approach tie-ins, intersection tie-ins, realignments, new signals or sectionwidening and crack pouring shall not be considered as a type of patching to be measured.

The quality and condition of the patch is not to be considered in evaluating patching. It doesnot matter if all the patches are alligator cracked, rutted or potholed. These conditions aremeasured in the other distresses. Patching is an indication of the amount of surface area that hasreceived some type of maintenance repair that may or may not be holding up.

The amount of patching shall be measured as a percentage of the total surface area. Be awarethat a section must have at least 6 percent of the surface area to be marked as light. Do notassume that because there is some patching a light condition exists.

315 feet of full pavement width per mile equals 6% (Light Patching)

845 feet of full pavement width per mile equals 16% (Moderate Patching)

1585 feet of full pavement width per mile equals 30% (Severe Patching)


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8. PATCHING



Severe: Condition is present on more than 30 percent of the section.


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M. City Number by Division

DIVISION 1Ahoskie 0101 Hassell 0119 Roxobel 0137Aulander 0102 Hertford 0120 Seaboard 0138Bear Grass 0103 Jackson 0121 Severn 0139Colerain 0106 Jamesville 0122 Williamston 0140Columbia 0107 Kelford 0123 Windsor 0141Conway 0108 Lasker 0124 Winfall 0142Creswell 0109 Lewiston-Woodville 0156 Winton 0143Edenton 0110 Manteo 0126 Woodland 0144Elizabeth City 0111 Murfreesboro 0129 Askewville 0146Everetts 0112 Oak City 0130 Kill Devil Hills 0148Garysburg 0113 Parmele 0131 Nags Head 0151Gaston 0114 Plymouth 0132 Como 0152Gatesville 0115 Powellsville 0133 Cofield 0153

Rich Square 0134 Southern 0154Hamilton 0117 Robersonville 0135 Kitty Hawk 0155Harrelsville 0118 Roper 0136 Woodville-Lewiston 0156

Duck 0157

DIVISION 2Arapahoe 0201 Grimesland 0222 Walstonburg 0247Atlantic 0203 Hookerton 0223 Washington 0248Atlantic Beach 0204 Kinston 0224 Washington Park 0249Aurora 0205 LaGrange 0225 Winterville 0250Ayden 0206 Maury 0226 Hollyville 0251Bath 0207 Maysville 0227 Emerald Isle 0252Bayboro 0208 Morehead City 0228 Cape Carteret 0254Beaufort 0209 New Bern 0229 Chocowinity 0255Belhaven 0210 Newport 0230 Trent Woods 0256Bethel 0211 Oriental 0232 Havelock 0257Bridgeton 0212 Pantego 0234 Mesic 0258Cove City 0213 Pink Hill 0236 Minnesott Beach 0259Dover 0214 Pollocksville 0237 River Bend 0260Edward 0215 Simpson 0239 Cedar Point 0261Falkland 0216 Snow Hill 0240 Bogue 0262Farmville 0217 Stokes 0242 Peletier 0263Fountain 0218 Stonewall 0243 Grantsboro 0264Graingers 0219 Trenton 0244 Alliance 0297Greenville 0220 Vanceboro 0245 Indian Beach 0298Grifton 0221 Vandemere 0246 Pine Knoll Shores 0299


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DIVISION 3Atkinson 0301 Roseboro 0321 Holden Beach 0342Autreyville 0302 Rose Hill 0322 Green Evers 0343Beaulaville 0303 Salemburg 0323 Caswell Beach 0344Bolivia 0304 Shallotte 0324 Sandy Creek 0345Burgaw 0306 Southport 0325 Varnamtown 0346Calypso 0307 Swansboro 0326 St. Helena 0347Carolina Beach 0308 Teachey 0327 Leland 0348Clinton 0309 Turkey 0328 North Topsail Beach 0349Faison 0310 Wallace 0329 Northwest 0350Garland 0311 Warsaw 0330 Bald Head Island 0351Harrells 0312 Watha 0331 Sloop Point 0352Holly Ridge 0313 Wilmington 0332 Carolina Shores 0353Jacksonville 0314 Wrightsville Beach 0333 Oak Island 0354Kenansville 0315 Surf City 0334 Falcon 0355KureBeach 0316 Ocean Isle Beach 0337 Mt. Olive 0395Magnolia 0317 Boiling Spring

Lakes0338 Navassa 0396

Newton Grove 0318 Chadwick Acres 0339 Belville 0397Parkersburg 0319 Topsail Beach 0340 Shady Forest 0398Richlands 0320 Sunset Beach 0341 Calabash 0399

DIVISION 4Bailey 0401 Lucama 0418 Sharpsburg 0435Battleboro 0402 Macclesfield 0419 Sims 0436Benson 0403 Micro 0420 Smithfield 0437BlackCreek 0404 Middlesex 0421 Speed 0438Castalia 0405 Mount Olive 0422 Spring Hope 0439Clayton 0406 Nashville 0423 Stantonsburg 0440Conetoe 0407 Palmyra 0424 Tarboro 0441Dudley 0408 Pikeville 0425 Weldon 0442Elm City 0409 Pine Level 0426 Whitakers 0443Enfield 0410 Pinetops 0427 Seven Springs 0444Eureka 0411 Princeton 0428 Wilson 0445Four Oaks 0412 Princeville 0429 Littleton 0447Fremont 0413 Roanoke Rapids 0430 Red Oak 0448Goldsboro 0414 Rocky Mount 0431 Leggett 0449Halifax 0415 Saratoga 0432 Walnut Creek 0450Hobgood 0416 Scotland Neck 0433 Momeyer 0451Kenly 0417 Selma 0434 Wilson’s Mills 0452

Dortches 0499


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DIVISION 5Apex 0501 Knightdale 0512 Stem 0523Bunn 0502 Stovall 0524Cary 0503 Louisburg 0514 Wake Forest 0527Creedmoor 0504 Macon 0515 Warrenton 0528Durham 0505 Middleburg 0516 Wendell 0529Franklinton 0506 Morrisville 0517 Youngsville 0531Fuquay-Varina 0507 Norlina 0518 Zebulon 0532Garner 0508 Oxford 0519 Littleton 0533Henderson 0509 Raleigh 0520 Centerville 0534Holly Springs 0510 Rolesville 0521 Virgilina 0535Kittrell 0511 Roxboro 0522 Butner 0536

DIVISION 6Acme 0601 Fayetteville 0620 Rowland 0638Angier 0602 Godwin 0621 St.Pauls 0639Bladenboro 0603 Hope Mills 0622 Stedman 0640Bolton 0604 Lake Waccamaw 0623 Tabor City 0641Brunswick 0605 Lillington 0624 Whiteville 0642Cerro Gordo 0607 Linden 0625 Spring Lake 0643Chadbourn 0608 Lumber Bridge 0626 Wade 0644Clarkton 0609 Lumberton 0627 Buies Creek 0645Coats 0610 McDonalds 0628 White Lake 0647Dublin 0612 Marietta 0629 Tar Heel 0648Dunn 0613 Maxton 0630 Erwin 0649Elizabethtown 0615 Orrum 0633 Raynham 0650Evergreen 0616 Parkton 0634 Sandyfield 0651FairBluff 0617 Pembroke 0635 Boardman 0652Fairmont 0618 Proctorville 0636 Rennert 0698Falcon 0619 RedSprings 0637 EastArcadia 0699

DIVISION 7Burlington 0701 Mayodan 0715 Whitsett 0728Carrboro 0702 Mebane 0716 Summerfield 0729Chapel Hill 0703 Milton 0717 Sedalia 0730Elon College 0705 Reidsville 0718 Pleasant Garden 0731Gibsonville 0706 Stoneville 0720 Swepsonville 0732Graham 0707 Eden 0722 Wentworth 0733Greensboro 0708 HawRiver 0723 Oak Ridge 0734High Point 0710 Alamance 0724 Ossipee 0735Hillsborough 0711 Yanceyville 0725 Archdale 0799Jamestown 0712 Stokesdale 0726 Kernersville 0797Madison 0714 Greenlevel 0727 Archdale 0799


54

DIVISION 8Aberdeen 0801 Hoffman 0818 Siler City 0839Archdale 0802 Jackson Springs 0819 Southern Pines 0840Asheboro 0803 Laurinburg 0821 Staley 0841Biscoe 0805 Liberty 0823 Star 0842Broadway 0806 Mount Gilead 0826 Troy 0844Cameron 0807 Norman 0827 Vass 0845Candor 0808 Pinebluff 0828 Wagram 0846Carthage 0809 Pinehurst 0829 Whispering Pines 0848Dundarrach 0810 Pittsboro 0830 Dobbins Heights 0849East Laurinburg 0811 Raeford 0831 Trinity 0850Ellerbe 0812 Ramseur 0832 Cary 0851Franklinville 0813 Randleman 0833 High Point 0852Gibson 0814 Robbins 0834 Thomasville 0853Goldston 0815 Rockingham 0836 Red Springs 0854Hamlet 0816 Sanford 0837 Taylortown 0896Haywood 0817 Seagrove 0838 Maxton 0897

Foxfire Village 0898

DIVISION 9China Grove 0902 Mocksville 0912 Walkertown 0923Cleveland 0903 Rockwell 0913 Kannapolis 0924Denton 0904 Salisbury 0914 Cooleemee 0925East Spencer 0905 Spencer 0915 Clemmons 0926Faith 0906 Thomasville 0916 Lewisville 0927Germanton 0907 Walnut Cove 0917 Tobaccoville 0928Granite Quarry 0908 Winston-Salem 0918 Bethania 0929Kernersville 0909 Gold Hill 0920 Bermuda Run 0930Landis 0910 Danbury 0921 High Point 0998Lexington 0911 King 0922 RuralHall 0999


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DIVISION 10Albemarle 1001 Morven 1016 Mint Hill 1031Ansonville 1002 Mount Pleasant 1017 Stallings 1032Charlotte 1003 New London 1018 Weddington 1033Concord 1004 Norwood 1019 Kannapolis 1034Cornelius 1005 Oakboro 1020 Badin 1035Davidson 1006 Peachland 1021 Lake Park 1036Hunterville 1007 Pineville 1022 Wesley Chapel 1037Indian Trail 1008 Polkton 1023 Hemby Bridge 1038Lilesville 1009 Richfield 1024 Mineral Springs 1039Locust 1010 South Wadesboro 1025 Midland 1040McFarlan 1011 Unionville 1026 Marvin 1041Marshville 1012 Wadesboro 1027 Fairview 1042Matthew 1013 Waxhaw 1028 Red Cross 1043Monroe 1015 Wingate 1029 Misenheimer 1044

Stanfield 1030 Harrisburg 1099

DIVISION 11Arlington 1101 Jefferson 1113 Yadkinville 1130BannerElk 1102 Jonesville 1114 Lansing 1131Blowing Rock 1103 Lenoir 1115 Linville 1132Boone 1104 Mount Airy 1117 Seven Devils 1134Boonville 1105 Newland 1118 Beech Mountain 1135Crossnore 1106 North Wilkesboro 1119 Gamewell 1136Dobson 1107 Pilot Mountain 1121 Cajah Mountain 1137East Bend 1108 Rhodhiss 1122 Sugar Mountain 1138Elkin 1109 Ronda 1123 Grandfather Village 1139Elk Park 1110 Sparta 1125 Sawmills 1140Granite Falls 1111 West Jefferson 1128 Foscoe 1141Hudson 1112 Wilkesboro 1129 Cedar Fork 1142

Hickory 1143


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DIVISION 12Belmont 1201 Kings Mountain 1218 Troutman 1233Bessemer City 1202 Lattimore 1219 Waco 1234Boiling Springs 1203 Lawndale 1220 Spencer Mountain 1235Brookford 1204 Lincolnton 1221 Love Valley 1236Catawba 1205 Longview 1222 Ranlo 1237Cherryville 1206 Lowell 1223 Cramerton 1238Claremont 1207 McAdenville 1224 Polkville 1239Conover 1208 Maiden 1225 Bellwood 1240Crouse 1209 Mooresville 1226 Mooresboro 1241Dallas 1210 Mount Holly 1227 Kingstown 1242Dellview 1211 Newton 1228 High Shoals 1295Gastonia 1213 Shelby 1229 Patterson Springs 1296Grover 1214 Stanley 1230 Casar 1297Harmony 1215 Statesville 1231 Earl 1298Hickory 1216 Taylorsville 1232 Fallston 1299

DIVISION 13Alexander Mills 1301 Hot Springs 1313 Spruce Pine 1324Asheville 1302 Jupiter 1314 Valdese 1325Bakersville 1303 Lake Lure 1315 Weaverville 1326Biltmore Forest 1304 Marion 1316 Rhodhiss 1328Black Mountain 1305 Marshall 1317 Montreat 1329Bostic 1306 Mars Hill 1318 Woodfin 1330Burnsville 1307 Morganton 1319 Connely Springs 1331Drexel 1308 Old Fort 1320 Chimney RockEllenboro 1309 Ruth 1321 Village 1332Forest City 1310 Rutherfordton 1322 Rutherford College 1397Glen Alpine 1311 Spindale 1323 Hickory 1398Hildebran 1312 Longview 1399

DIVISION 14Andrews 1401 Hazelwood 1412 Waynesville 1422Brevard 1402 Hendersonville 1413 Webster 1423Bryson City 1403 Highlands 1414 Indian Hills 1426Canton 1404 Laurel Park 1415 Cherokee 1427Cashiers 1405 Murphy 1416 Santeetlah 1428Clyde 1406 Robbinsville 1417 Fletcher 1429Columbus 1407 Rosman 1418 Flat Rock 1430Dillsboro 1409 Saluda 1419 Forest Hills 1431Franklin 1410 Sylva 1420 Mills River 1432Hayesville 1411 Tryon 1421 Maggie Valley 1499


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N. County List with SAP Number Codes

County SAP CountyNumber



Alamance 1 Franklin 35 Orange 68Alexander 2 Gaston 36 Pamlico 69Alleghany 3 Gates 37 Pasquotank 70Anson 4 Graham 38 Pender 71Ashe 5 Granville 39 Perquimans 72Avery 6 Greene 40 Person 73Beaufort 7 Guilford 41 Pitt 74Bertie 8 Halifax 42 Polk 75Bladen 9 Harnett 43 Randolph 76Brunswick 10 Haywood 44 Richmond 77Buncombe 11 Henderson 45 Robeson 78Burke 12 Hertford 46 Rockingham 79Cabarrus 13 Hoke 47 Rowan 80Caldwell 14 Hyde 48 Rutherford 81Camden 15 Iredell 49 Sampson 82Carteret 16 Jackson 50 Scotland 83Caswell 17 Johnston 51 Stanly 84Catawba 18 Jones 52 Stokes 85Chatham 19 Lee 53 Surry 86Cherokee 20 Lenoir 54 Swain 87Chowan 21 Lincoln 55 Transylvania 88Clay 22 Macon 56 Tyrrell 89Cleveland 23 Madison 57 Union 90Columbus 24 Martin 58 Vance 91Craven 25 Mcdowell 59 Wake 92Cumberland 26 Mecklenburg 60 Warren 93Currituck 27 Mitchell 61 Washington 94Dare 28 Montgomery 62 Watauga 95Davidson 29 Moore 63 Wayne 96Davie 30 Nash 64 Wilkes 97Duplin 31 New Hanover 65 Wilson 98Durham 32 Northampton 66 Yadkin 99Edgecombe 33 Onslow 67 Yancey 100Forsyth 34


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O. Summary of Pavement Distress Conditions for Pavement Condition Survey

1. ALLIGATOR CRACKINGNOTE: The entire lane in one direction of travel on a two-lane facility represents 50% of the section. Cracking may be only in onewheelpath and counts the same whether it is in both wheelpaths or on the edge. Recorded in percent of each severity.Light (L)Pages 22, 24, 27

Longitudinal disconnected hairline cracks about 1/8" wide running parallel to each other; initially may only be asingle crack but could also look like an alligator pattern

Moderate (M)Pages 22, 25, 27 Longitudinal cracks forming an alligator pattern; cracks may be lightly spalled and are about 1/4" wide

Severe (S)Pages 22, 26, 28 Cracking has progressed so that pieces appear loose with severely spalled potholes may be present

RATING TRANSVERSE CRACKING, RUTTING, AND RAVELINGNOTE: For these types of distress, the rater should recognize that various amounts of LIGHT, MODERATE, and SEVERE distress mightbe present. Therefore, the rater shall use the following guidelines, along with the distress definitions in rating the condition of the section.Light (L)Page 29

1/2 or more of the section shows Light distressOR a combination of distress conditions is present on 1/3 or more of the section with some Moderate distress.

Moderate (M)Page 29

1/2 or more of the section shows Moderate distressOR a combination of distress conditions is present on 1/3 or more of the section with some Severe distress

Severe (S)Page 29 1/3 or more of the section shows Severe distress

2. TRANSVERSE CRACKING (Includes Block and Reflective)NOTE: The entire pavement surface represents 100% of the sectionLight (L)Pages 30, 31, 33

Cracks, usually only transverse, are about 1/4 inch wide; block pattern may not be visible yet; transverse cracksusually 10 to 20 feet apart; little or no spalling; not bumped up

Moderate (M)Pages 30, 32, 33

Block pattern may be visible with blocks 10 square feet or greater; cracks are 1/4 to 1/2 inch wide; cracks may bespalled; transverse cracks usually 5 to 20 feet apart; joints may be bumped up 1/4 to 1/2 inch

Severe (S)Pages 30, 32, 33

Cracks may be severely spalled with smaller blocks 2 to 10 square feet; cracks usually greater than 1/2 inch wide;transverse cracks may be 1 to 2 feet apart; cracks bumped up more than 1/2 inch

3. RUTTINGLight (L)Pages 34 & 35 Rutting 1/4 inch to less than 1/2 inch in wheelpaths

Moderate (M)Pages 34 & 35 Rutting 1/2 inch to less than one inch in wheelpaths

Severe (S)Pages 34 & 36 Rutting more than 1 inch in wheelpaths


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O. Summary of Pavement Distress Conditions for Pavement Condition Survey-Continued

4. RAVELING (Indicated only on BST surfaces)Light (L)Pages 37 & 38 Aggregate loss is not great; small amounts of stripping; aggregate starting to wear away

Moderate (M)Pages 37 & 39 Stripping evident with small areas (less than one square foot) or strips of aggregate broken away

Severe (S)Pages 37 & 40

Stripping very evident; aggregate accumulation may be a problem; large sections (greater than 1 square foot) ofaggregate broken away

5. OXIDATION (Indicated only on Plant Mix Surfaces)None (N)Page 41 Oxidation is not present on the section

Severe (S)Pages 41 Oxidation is present on the section

6. BLEEDING (Each wheelpath represents 25% of two lane section)Light (L)Pages 42 & 43 Condition is present on 10 to 25 percent of the section

Moderate (M)Pages 42 & 43 Condition is present on 26 to 50 percent of the section

Severe (S)Pages 42 & 43 Condition is present on greater than 50 percent of the section

7. RIDE QUALITYLight (L) - AveragePages 44, 45, 46

Pavement texture may cause minimum tire noise; isolated cases (up to 1/4 of the section) of bumps and dips;operating speed can be maintained safely -

Moderate (M) -Slightly RoughPages 44 & 47

1/4 to 1/2 of pavement uneven and bumpy; pavement may be broken; slightly difficult to maintain safe operatingspeed over the section

Severe (S) – RoughPages 44 & 48

More than 1/2 of pavement uneven and bumpy; large pavement failures; rough texture; operating speed cannot bemaintained safely

8. PATCHINGLight (L)Pages 49 & 50 Surface has 6 to 15 percent patching - PAGES 47 & 48 315 feet of full width pavement per mile = 6%

Moderate (M)Pages 49 & 50 Surface has 16 to 30 percent patching 845 feet of full width pavement per mile = 16%

Severe (S)Pages 49 & 50 Surface has more than 30 percent patching 1545 feet of full width pavement per mile = 30%


60

P. PCS Rating Exercise

RUTTING ALLIGATOR CRACKING

Rutting 1/4 to less than 1/2 inch deep Longitudinal disconnected hairline cracks about 1/8 inch wide runningin the wheel path parallel to each other, may only be a single crack initially

Rutting 1/2 to less than one inch deep Longitudinal cracks forming an alligator pattern; cracks may be slightlyin the wheel path spalled and are about 1/4 inch wide

Rutting one inch deep or greater in Longitudinal cracks progressed so that pieces appear loose with severelythe wheel path spalled edges; cracks about 3/8 to 1/2 inch wide or more

SR SR

1 15 50 00 2

SR 1501

T R R O B R PBEGIN END PVMT SLDR C ALLIGATOR R U A X L I A

CO ROUTE MPOST DESCRP LNGTH DESCRP T WI L T WI G N L M S V T V D E D T

30 41501 0.00 SR 1500 1.00 SR 1502 P 20 2 U 4 N ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____

TEST ROAD NO. 1


61

TRANSVERSE CRACKING ALLIGATOR CRACKING

Transverse cracks less than 1/4 inch wide, Hairline cracks just beginning to show; cracks are random with no10 to 20 feet apart, joints not bumped up pattern; cracks are about 1/8 inch wide

Transverse cracks 1/4 to 1/2 inch wide, 5 to Longitudinal cracks forming an alligator pattern; cracks may be slightly20 feet apart, joints may be bumped up to 1/2 spalled and are about 1/4 inch wideinch, block pattern may be visible

Longitudinal cracks progressed so that pieces appear loose with severelyspalled edges; cracks about 3/8 to 1/2 inch wide or more

SR SR

1 11 10 01 3

SR 1102



30 41102 0.00 SR 1101 1.00 SR 1103 P 20 2 U 4 N ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____

TEST ROAD NO. 2


62

TRANSVERSE CRACKING ALLIGATOR CRACKING

Transverse cracks less than 1/4 inch wide, Longitudinal disconnected hairline cracks about 1/8 inch wide10 to 20 feet apart, joints not bumped up running parallel to each other, may only be a single crack initially

Longitudinal cracks forming an alligator pattern; cracks may bePATCHING slightly spalled and are about 1/4 inch wide

Longitudinal cracks progressed so that pieces appear loose withseverely spalled edges; cracks about 3/8 to 1/2 inch wide or more

SR SR

1 11 10 01 3

SR 1102



30 41102 0.00 SR 1101 1.00 SR 1103 P 20 2 U 4 N ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____

TEST ROAD NO. 3


63

BLEEDING - Each wheelpath represents 25% of the section on a two-lane facility.

RAVELING ALLIGATOR CRACKING

Aggregate loss within pvt. lanes is not great; small Longitudinal disconnected hairline cracks about 1/8 inch wide runningamounts of stripping may be detected; aggregate has parallel to each other, may only be a single crack initiallystarted to wear away

Longitudinal cracks forming an alligator pattern; cracks may be slightlySome stripping evident; random stripping with small Spalled and are about 1/4 inch wideareas or strips of aggregate broken away

Longitudinal cracks progressed so that pieces appear loose with severelyStripping very evident; aggregate accumulation may be a Spalled edges; cracks about 3/8 to 1/2 inch wide or moreproblem; large sections of stripping with aggregatelayer broken away

SR SR

1 13 30 05 7

SR 1306



30 41306 0.00 SR 1305 1.00 SR 1307 B 20 2 U 4 N ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____

TEST ROAD NO. 4

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