curtis l. brown jr. field (eyf) - ncdot · 2020. 2. 20. · advisory circular 150/5380-7b,...

Curtis L. Brown Jr. Field 2019 APMS Update

1

RDM International, Inc.

Chantilly, Virginia

Provided by the NCDOT:

Inspection Report

For

Curtis L. Brown Jr. Field

(EYF)

Prepared By:

FINAL SUBMISSION

December 2019


i

Project Team Members

Prepared By:

RDM International, Inc.

14310 Sullyfield Circle, Suite 600

Chantilly, VA 20151

(207) 620-3280

www.rdmintlinc.com

In Association With:

Jacobs

111 Corning Road, Suite 200

Cary, NC 27518

(919) 859-5000

www.jacobs.com

Prepared For:

North Carolina Department of Transportation

Division of Aviation

1050 Meridian Drive

Morrisville, NC 27560

(919) 814-0550

www.ncdot.gov/divisions/aviation


ii

TABLE OF CONTENTS

INTRODUCTION .......................................................................................................................... 1

PAVEMENT INVENTORY .......................................................................................................... 2

Pavement Inventory Definition ................................................................................................... 2

Pavement Inventory by Branch Use ........................................................................................... 2

PAVEMENT CONDITION EVALUATION CRITERIA ............................................................. 4

Pavement Condition Survey ....................................................................................................... 4

Typical Pavement Life Cycle ..................................................................................................... 5

Prediction Models and Condition Forecasts ............................................................................... 5

PAVEMENT CONDITION RESULTS ......................................................................................... 7

Overall Current Condition .......................................................................................................... 7

Condition Forecast Results ......................................................................................................... 9

Branch Level Deterioration Curves by Branch Use ................................................................. 10

Summary of Condition Results ................................................................................................. 12

PAVEMENT PROJECT IDENTIFICATION CRITERIA .......................................................... 13

APPENDIX A - DETERIORATION CURVES......................................................................... A-1

APPENDIX B - INSPECTION PHOTOS .................................................................................. B-1

APPENDIX C - ASTM D5340-12 DISTRESS BOOKLET ...................................................... C-1

LIST OF FIGURES

Figure 1: Typical Pavement Life Cycle .......................................................................................... 5

Figure 2: Application of Pavement Condition Deterioration Model .............................................. 6

Figure 3: PCI Rating Distribution of all Airfield Pavements ......................................................... 7

Figure 4: PCI Rating Distribution for 2024 Projected Conditions ................................................. 9

Figure 5: Estimated Annual Condition Plot (Overall) .................................................................. 10

Figure 6: Estimated Annual Condition Plot (Runways) ............................................................... 11

Figure 7: Estimated Annual Condition Plot (Taxiways)............................................................... 11

Figure 8: Estimated Annual Condition Plot (Aprons) .................................................................. 12

LIST OF TABLES

Table 1: Pavement Inventory by Branch Use ................................................................................. 2

Table 2: PCI Rating Categories and Repair Types ......................................................................... 4

Table 3: PCI Rating Distribution of all Airfield Pavements ........................................................... 7

Table 4: Area-Weighted Conditions by Branch Use ...................................................................... 7

Table 5: PCI Rating Distribution for 2024 Projected Conditions ................................................... 9

Table 6: Projected 2024 Area-Weighted Conditions by Branch Use ........................................... 10

Table 7: Previous, Current and Projected PCI Values .................................................................. 12

Table 8: Critical PCI Values ......................................................................................................... 13


iii

Table 9: Recommended Action Category by Pavement Section .................................................. 13

LIST OF MAPS

Map 1: Network Identification Map ............................................................................................... 3

Map 2: 2019 Pavement Condition Index Map ................................................................................ 8


1

INTRODUCTION

RDM International, Inc. (RDM) and Jacobs, under contract with the North Carolina Department

of Transportation, Division of Aviation (NCDOA), performed an update to the Statewide Airport

Pavement Management System (APMS). An APMS is a systematic approach to provide

recommendations for actions required to maintain a pavement network at an acceptable level of

service while minimizing the cost of maintenance and repair. The APMS is used to evaluate the

present condition of pavement and predict future deterioration through the use of pavement

condition indicators. The NCDOA has conducted routine updates to the statewide APMS since

the 1990s to track pavement inventory and deterioration of all airfield pavements. The results of

the APMS assist the NCDOA and individual airport management agencies to identify system

needs and make programming decisions for funding.

As part of this project, RDM performed a pavement inspection at Curtis L. Brown Jr. Field

(EYF) in January 2019. This inspection was performed according to the Pavement Condition

Index (PCI) evaluation methodology set forth in the Federal Aviation Administration (FAA)

Advisory Circular 150/5380-7B, “Airport Pavement Management Program (PMP)” and ASTM

D5340-12, “Standard Airport Pavement Condition Index Surveys.”

During this evaluation, the following tasks were performed:

• Records Review: To organize, catalogue, and determine as-built pavement thickness,

composition data, and last construction date (LCD).

• Pavement Network Definition Update: Based on the findings of the records review, the

pavement network was updated.

• Pavement Condition Survey: RDM performed a pavement condition survey to

determine the current and future functional conditions.

o Quantify the types, severities and amount of distresses present in the pavement’s

surface.

o Capture photographs of typical pavement distresses and overall condition.

• Pavement Analysis: To evaluate the pavement condition and identify maintenance and

rehabilitation needs.

• Maintenance and Rehabilitation (M&R) Plan Development: To develop a prioritized

5-year comprehensive maintenance and rehabilitation program for maintaining and

improving the overall condition of the statewide airport pavement system.

This report presents the pavement evaluation results for Curtis L. Brown Jr. Field, which can be

used by the airport and NCDOA to assist in prioritizing and scheduling pavement maintenance

and rehabilitation actions at the airport.

The findings and recommendations within this report are for information and planning purposes

only. The airport sponsor shall be responsible for identifying and mitigating and/or remediating

any areas of pavement that may present an immediate safety hazard.


2

PAVEMENT INVENTORY

Pavement Inventory Definition

Airport pavements are one of the largest and most important assets at an airport. Therefore, it is

important to understand the extents and characteristics of the pavement infrastructure for each

airport. RDM performed extensive reviews of available maintenance and rehabilitation project

information and updated the existing pavement inventory. The airfield pavements are divided

into a four-level inventory in accordance with FAA Advisory Circular 150/5380-7B and ASTM

D5340:

• Network: The network is the highest level in the PCI hierarchy and is defined as all

airside pavements at a single airport.

• Branch: The branch represents a pavement facility serving a single function (i.e.

runways, taxiways, aprons, etc.)

• Section: The section is an area of a branch with consistent characteristics such as

pavement composition, age, condition, and traffic level.

• Sample Units: Sections are divided into sample units for the pavement inspection.

Airfield pavements have asphalt concrete (AC) sample units generally of 5,000 ft2 (±

2,000 ft2) and Portland cement concrete (PCC) sample units of 20 slabs (± 8 slabs).

Pavement Inventory by Branch Use

Curtis L. Brown Jr. Field pavement network consists of approximately 860,285 ft2 of airfield

pavement. Table 1 shows the pavement area and age for each type of pavement (i.e. runway,

taxiway, apron, etc.). Map 1 presents the pavement network divided into branches, sections and

sample units along with the nomenclature used by NCDOA to identify the different pavement

areas.

Table 1: Pavement Inventory by Branch Use

Branch Use Area (SF) % Area Sections %

Sections Area-Wt. Avg. Age

Runway 375,450 44 1 8 14

Taxiway 361,876 42 8 67 11

Apron 122,959 14 3 25 17

Overall 860,285 100 12 100 13

RWY:15-33 A

TWY:E

TWY:D

TWY:CTWY:FAPRON:A APRON:B

TWY:B

APRON:C

TWY:H

TWY:GTWY:A

312

502 505 507

106202

101 109 117 125 133 141 149

101

102

201 203206

301 303308311 403 407

605 611 615617

410A

206B

101A1101

101B 204A

205A602601

705704

408 503 504 506 508

103 104105

107 108

102 103 104 105 106 107 108 110 111 112 113 114 115 116 118 119 120 121 122 123 124 126 127 128 129 130 131 132 134 135 136 137 138 139 140 142 143 144 145 146 147 148 150

202

204

302 304310309402 404 405 406 509 510 511

601602

603

604

606

607

608 609 610

612613 614 616

501B401B

203B

201A 204B205B

307409B

205B

102B102A

501A401A

410B

205A206A

305409A

306203A

201B

603 604

702

703

701

North Carolina Department of TransportationDivision of AviationLegnedSECTION LIMITSNOT INCLUDEDSAMPLE LIMITS Network Identification Map

DRAWN BY: CSMENGINEER: MTD

SCALE: 1" = 600'MAP 1

DATE: OCT 2019

RWY:5-23 A

BRANCH IDSECTION ID

RDM International, Inc.14310 Sullyfield Circle, Ste. 600Chantilly, VA 20151(703) 709-2540www.rdmintlinc.com

Curtis L. Brown Jr. Field (EYF)

PAGE: 3

403 INSPECTED SAMPLE403 UNINSPECTED SAMPLE ³


4

PAVEMENT CONDITION EVALUATION CRITERIA

The objective of the condition survey is to quantify existing pavement distresses and compute the

Pavement Condition Index (PCI) for each pavement section.

The Pavement Condition Index (PCI) is an indicator to assist in developing and comparing

pavement conditions in a universal manner. The PCI is a numerical rating index between 0 and

100, with a PCI of 100 being a pavement in good condition (no distress) and a PCI of zero being

a pavement in failed condition. A color-coded scale is used to quickly identify the condition and

designate the level of maintenance and rehabilitation (M&R) required for each specific pavement

section. Table 2 gives a general description of each condition rating category.

Table 2: PCI Rating Categories and Repair Types

PCI Range

PCI Rating Definition General M&R Requirements

86-100 Good Pavement has minor or no distress and should require only routine maintenance. Preventative

Maintenance (crack sealing,

surface treatments)

71-85 Satisfactory Pavement has scattered low-severity distresses, which should require only routine maintenance.

56-70 Fair Pavement has a combination of generally low and medium severity distresses. Near-term maintenance and repair needs may range from routine to major in scope.

41-55 Poor

Pavement has low, medium, and high severity distresses, which probably cause some operational problems. Near-term maintenance and repair needs may range from routine in nature to a requirement for reconstruction.

Major Rehabilitation

(reconstruction, overlay, etc.)

26-40 Very Poor Pavement has predominantly medium and high severity distresses that cause considerable maintenance and operational problems. Near-term maintenance and repair needs will be intensive in nature.

11-25 Serious Pavement has mainly high severity distresses, which cause operational restrictions. Immediate repairs are needed.

0-10 Failed Pavement deterioration has progressed to the point that safe aircraft operations are no longer possible. Reconstruction is required.

The PCI is based on several pavement distress types (failures), quantities, and severities

commonly found in airport pavements. The pavement condition survey is the primary means of

obtaining and recording pavement distress data and computing the PCI. By following specific

standards, the PCI is determined in a non-subjective manner, allowing for all statewide airport

pavements to be compared and prioritized.

Pavement Condition Survey

RDM performed a network level inspection at each airport. Wherever possible, RDM inspected

the same sample units as the previous inspections and randomly selected extra sample units to be

inspected as necessary to ensure a high-level of confidence in the calculated PCI values. The

observed distresses in each sample unit were categorized, assigned a severity level, and

measured. The recorded distress information was used to calculate the PCI for each pavement

section.


5

It should be noted that the PCI is based on pavement failures present at the surface and is not an

indication of structural capacity. The types of distresses identified provide an indication of the

cause of the pavement deterioration. Understanding the causes of the observed distresses helps in

selecting a rehabilitation alternative that addresses the source of the distress.

Typical Pavement Life Cycle

A key element in developing an APMS is the recognition of the fact that pavement deterioration

is not necessarily a linear process. Beyond a certain point in a pavement’s life, the rate of

deterioration will increase, and the future repair costs increase dramatically. It is more beneficial

to provide funding for preventative maintenance in order to maintain pavements in good

condition to slow the deterioration rate. The APMS is used to determine what type of repair

should be applied and the optimal timing of the repair. Figure 1 demonstrates a pavement’s

typical life cycle and the importance of allocating funding to maintain pavements in good

condition.

Figure 1: Typical Pavement Life Cycle

Prediction Models and Condition Forecasts

Based on past inspections and construction history data, prediction models were developed to

estimate the future condition and deterioration of the pavements. Models were developed for all

pavement within the state, grouped by geographic region, airport classification, and pavement

use. These models were used to project the future pavement conditions at Curtis L. Brown Jr.

Field. Figure 2 shows how these prediction models are applied to predict future conditions.

When a section’s current PCI versus age point does not align with the developed prediction

curve, the software modifies the prediction curve to fit the current PCI versus age point and

maintains the same deterioration rate for predicting future conditions.


6

Figure 2: Application of Pavement Condition Deterioration Model

0

10

20

30

40

50

60

70

80

90

100

0 5 10 15 20 25 30

PA

VEM

ENT

CO

ND

ITIO

N I

ND

EX (

PC

I)

TIME IN YEARS

Pavement Family Prediction Model Curve

Present PCI vs. Age Point

Modified Prediction Curve


7

PAVEMENT CONDITION RESULTS

Overall Current Condition

RDM performed the PCI survey on approximately 860,285 ft2 of airfield pavement. The 2019

area-weighted average condition of Curtis L. Brown Jr. Field pavements is 79 (Satisfactory).

Table 3 and Figure 3 show the distribution of the airfield pavements by PCI rating category.

Table 4 shows the area-weighted condition by branch use. Map 2 provides a color-coded map of

the current condition for each pavement section.

Table 3: PCI Rating Distribution of all Airfield Pavements

PCI Range

Rating Sections Area (SF) % Area

86 - 100 Good 6 295,787 34.4

71 - 85 Satisfactory 3 487,709 56.7

56 - 70 Fair 2 71,082 8.3

41 - 55 Poor 0 0 0.0

26 - 40 Very Poor 0 0 0.0

11 - 25 Serious 1 5,707 0.7

0 - 10 Failed 0 0 0.0

Figure 3: PCI Rating Distribution of all Airfield Pavements

Table 4: Area-Weighted Conditions by Branch Use

Branch Use Area (SF) % Area Sections %


Area-Wt. Avg. PCI

PCI Rating

Runway 375,450 44 1 8 14 71 Satisfactory

Taxiway 361,876 42 8 67 11 89 Good

Apron 122,959 14 3 25 17 73 Satisfactory

Overall 860,285 100 12 100 13 79 Satisfactory

0

100,000

200,000

300,000

400,000

500,000

600,000

Good(86 - 100)

Satisfactory(71 - 85)

Fair(56 - 70)

Poor(41 - 55)

Very Poor(26 - 40)

Serious(11 - 25)

Failed(0 - 10)

Pav

em

en

t A

rea

(SF)

PCI Rating

RWY:15-33 A (71)

TWY:E (84)

TWY:D (92)

TWY:C (90)TWY:F (91)APRON:A (66) APRON:B (86)

TWY:H (100)

TWY:B (83)

TWY:G (100)TWY:A (66)

APRON:C (14)

North Carolina Department of TransportationDivision of AviationSection PCI86 - 100 Good71 - 85 Satisfactory56 - 70 Fair41 - 55 Poor26 - 40 Very Poor

11 - 25 Serious0 - 10 FailedNot InspectedClosed

2019 Pavement Condition Index MapDRAWN BY: CSMENGINEER: MTD

SCALE: 1" = 600'MAP 2

DATE: OCT 2019RWY:5-23 A (91)

BRANCH IDSECTION IDPCI VALUE RDM International, Inc.14310 Sullyfield Circle, Ste. 600Chantilly, VA 20151(703) 709-2540www.rdmintlinc.com

Curtis L. Brown Jr. Field (EYF)

PAGE: 8

³


9

Condition Forecast Results

A condition analysis was performed for a period of 5-years from the 2019 inspection. Predicted

PCIs should be used with care since all predictions are based on the accuracy of the construction

history data and past inspections. The predicted PCIs are based on the assumption that no

major rehabilitation will be performed and the maintenance policies and traffic at the

airport will remain constant.

The area-weighted average condition of the pavements at Curtis L. Brown Jr. Field is anticipated

to deteriorate from a current condition of 79 to 70 from the 2019 inspection to 2024. Table 5 and

Figure 4 provide the PCI rating distribution for the projected 2024 conditions. Table 6 provides

the projected 2024 area-weighted average conditions by branch use.

Table 5: PCI Rating Distribution for 2024 Projected Conditions

PCI Range

Rating 2024 Predicted PCI

Sections Area (SF) % Area

86 - 100 Good 2 50,810 5.9

71 - 85 Satisfactory 5 300,173 34.9

56 - 70 Fair 4 503,595 58.5

41 - 55 Poor 0 0 0.0

26 - 40 Very Poor 0 0 0.0

11 - 25 Serious 0 0 0.0

0 - 10 Failed 1 5,707 0.7

Figure 4: PCI Rating Distribution for 2024 Projected Conditions

0

100,000

200,000

300,000

400,000

500,000

600,000

Good(86 - 100)

Satisfactory(71 - 85)

Fair(56 - 70)

Poor(41 - 55)

Very Poor(26 - 40)

Serious(11 - 25)

Failed(0 - 10)

Pav

em

en

t A

rea

(SF)

PCI Rating


10

Table 6: Projected 2024 Area-Weighted Conditions by Branch Use

Branch Use

Area (SF) % Area Sections %


Area-Wt. Avg. PCI

PCI Rating

Runway 375,450 44 1 8 14 62 Fair

Taxiway 361,876 42 8 67 11 80 Satisfactory

Apron 122,959 14 3 25 17 63 Fair

Overall 860,285 100 12 100 13 70 Fair

Branch Level Deterioration Curves by Branch Use

Figure 5 through Figure 8 depict the area-weighted past performance and estimated deterioration

for each branch use at Curtis L. Brown Jr. Field. These curves present the past, current and

projected area-weighted PCI for each branch use. The Last Maintenance Work and Last Major

Rehabilitation indicators in the figures represent the last time any of the pavements within that

respective branch use received work. Detailed deterioration curves, extrapolated distresses, and

work history for each pavement section can be found in Appendix A.

Figure 5: Estimated Annual Condition Plot (Overall)

0

10

20

30

40

50

60

70

80

90

100

2010 2012 2014 2016 2018 2020 2022 2024 2026

Pav

em

en

t C

on

dit

ion

In

de

x (P

CI)

Year

Overall

Current Inspeciton

Projected Deterioraiton

Section PCI Deterioration


11

Figure 6: Estimated Annual Condition Plot (Runways)

Figure 7: Estimated Annual Condition Plot (Taxiways)

0

10

20

30

40

50

60

70

80

90

100

2010 2012 2014 2016 2018 2020 2022 2024 2026

Pav

em

en

t C

on

dit

ion

In

de

x (P

CI)

Year

Runways

Current Inspeciton

Last Maintenance Work

Last Major Rehabilitation

Critical PCI



0

10

20

30

40

50

60

70

80

90

100

2010 2012 2014 2016 2018 2020 2022 2024 2026

Pav

em

en

t C

on

dit

ion

In

de

x (P

CI)

Year

Taxiways

Current Inspeciton



Critical PCI




12

Figure 8: Estimated Annual Condition Plot (Aprons)

Summary of Condition Results

Table 7 provides the current and projected conditions for each pavement section at Curtis L.

Brown Jr. Field. Details of each pavement section including the previous, current and projected

conditions, extrapolated distresses, and deterioration graphs are included in Appendix A for each

pavement section. Representative inspection photographs for each pavement section are included

in Appendix B.

Table 7: Previous, Current and Projected PCI Values

Branch ID Section

ID Surface

Type Area (SF)

Current Predicted PCI

2019 2020 2021 2022 2023 2024

APRON A AAC 60,189 66 65 63 63 62 61

APRON B AC 57,063 86 82 79 75 72 70

APRON C PCC 5,707 14 13 12 11 9 8

RWY 15-33 A AAC 375,450 71 69 67 65 63 62

TWY A AAC 10,893 66 65 64 62 61 60

TWY B AAC 40,313 83 81 79 78 76 75

TWY C AAC 64,004 90 88 86 84 82 80

TWY D AAC 72,016 92 90 88 86 84 82

TWY E AAC 71,946 84 82 80 79 77 75

TWY F AC 51,894 91 89 87 85 83 81

TWY G AC 22,129 100 99 97 96 94 92

TWY H AC 28,681 100 99 97 96 94 92

0

10

20

30

40

50

60

70

80

90

100

2010 2012 2014 2016 2018 2020 2022 2024 2026

Pav

em

en

t C

on

dit

ion

In

de

x (P

CI)

Year

Aprons

Current Inspeciton



Critical PCI




13

PAVEMENT PROJECT IDENTIFICATION CRITERIA

The primary objective of the Statewide Airport Pavement Management System is to formulate a

logical, cost-effective plan for maintaining and repairing airfield pavement areas over time. In

order to utilize the calculated current and future PCIs for estimating and developing maintenance

and rehabilitation (M&R) plans the following parameters have been established. Each section of

airfield pavement has been assigned a critical PCI value presented in Table 8. These critical PCI

values are based on industry standards based on the aircraft and pavement use type.

Table 8: Critical PCI Values

DOA Airport Classification

Runway Taxiway Apron

& Others

Yellow Airport 70 60

55

Red Airport 65

55 Blue Airport

60 Green Airport

Black Airport

Pavements with a current PCI below the established critical PCI are considered for major repair

and rehabilitation type projects (i.e. reconstruction, overlay, etc.). Airports should discuss

rehabilitation options with their NCDOA Airport Project Manager.

Pavements with a current PCI above the critical PCI and below 86 are considered for

maintenance level activities (i.e. crack sealing, patching, surface treatments, etc.). Each airport is

encouraged to independently perform maintenance work on all pavements to extend the

pavement life and ensure a safe operating surface. These pavements are eligible for the Division

of Aviation’s Safety Preservation and Maintenance Program and the airport should request

maintenance through their NCDOA’s Airport Project Manager.

Based on the current PCI values determined from the inspection, Table 9 provides a summary of

the pavement sections recommended for maintenance and major repair. It should be noted that

not all pavements currently in the maintenance category will require work at this time. These

pavements should be monitored through future inspection cycles.

Table 9: Recommended Action Category by Pavement Section

Branch ID Section

ID Surface

Type Area (SF)

2019 PCI Critical

PCI

Recommended Action Category

(Maintenance/Major)

APRON A AAC 60,189 66 55 Maintenance

APRON B AC 57,063 86 55

APRON C PCC 5,707 14 55 Major

RWY 15-33 A AAC 375,450 71 60 Maintenance

TWY A AAC 10,893 66 55 Maintenance

TWY B AAC 40,313 83 55 Maintenance

TWY C AAC 64,004 90 55

TWY D AAC 72,016 92 55


14

Table 9: Recommended Action Category by Pavement Section continued

Branch ID Section

ID Surface

Type Area (SF)

2019 PCI Critical

PCI

Recommended Action Category

(Maintenance/Major)

TWY E AAC 71,946 84 55 Maintenance

TWY F AC 51,894 91 55

TWY G AC 22,129 100 55

TWY H AC 28,681 100 55

Each year the Division of Aviation produces a list of airports scheduled to receive a project

under these programs based on detailed analysis and programming to optimize funding to best

improve the overall statewide system condition and ensure safe operations at all airports. Actual

project funding and selection is based on several factors including available funds, project

priorities, the statewide system plan, and safety concerns. Coordinate closely with the Airport

Project Manager assigned to your airport. Please forward any comments concerning this report to

the Statewide Programs Manager at the North Carolina Department of Transportation Division of

Aviation.


A-1

APPENDIX A - DETERIORATION CURVES

This appendix presents historical and projected deterioration curves for each pavement section.

The curves include the previous, current and projected PCI data as well as the extrapolated

distress types, estimated quantities, and severities.

BRANCH NAME: Apron PREVIOUS PCI: 2015 74

BRANCH ID: APRON CURRENT PCI: 2019 66

SECTION ID: A PCI CHANGE/DET. RATE: -8 -2.13

RANK: P 5-YEAR PREDICTED PCI: 2024 61

SURFACE TYPE: AAC MAINTENANCE: 2004

AREA (SF): 60,189 MAJOR REHABILITATION: 2004

LOAD RELATED DISTRESS %

0

CURRENT ESTIMATED TOTAL DISTRESS QUANTITIES

Distress Code Description Severity Quantity Units Density (%) PCI Deduct Value

45 Depression Low 146 SqFt 0.2 1.1

48 L&T Cracking Low 238 Ft 0.4 3.9

48 L&T Cracking Medium 2,544 Ft 4.2 23.5

52 Raveling High 29 SqFt 0.0 6.0

54 Shoving Low 110 SqFt 0.2 2.7

57 Weathering Low 60,160 SqFt 100.0 6.0

CLIMATE RELATED DISTRESS % OTHER RELATED DISTRESSES (%)

91 9

SECTION HISTORICAL AND PROJECTED CONDITIONS

CURTIS L. BROWN JR. FIELD (EYF) SECTIONS

SECTION INFORMATION

From Previous Inspection

PERCENT OF DEDUCT VALUES BASED ON DISTRESS MECHANISM

NORTH CAROLINA STATEWIDE AIRPORT PAVEMENT MANAGEMENT SYSTEM

PAVER™ Analysis Section Level Output

SATISFACTORY

FAIR

FAIR

0

10

20

30

40

50

60

70

80

90

100

2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026

Pav

em

en

t C

on

dit

ion

Ind

ex

(PC

I)

Current Inspeciton

Maintenance Work


Critical PCI



A-2

BRANCH NAME: Apron PREVIOUS PCI: 2015 85


SECTION ID: B PCI CHANGE/DET. RATE: 1 0.27


SURFACE TYPE: AC MAINTENANCE: NA



0




48 L&T Cracking Medium 93 Ft 0.2 4.6



100 0



SECTION INFORMATION





SATISFACTORY

GOOD

FAIR

0

10

20

30

40

50

60

70

80

90

100

2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026

Pav

em

en

t C

on

dit

ion

Ind

ex

(PC

I)

Current Inspeciton

Maintenance Work


Critical PCI



A-3

BRANCH NAME: Apron PREVIOUS PCI: NA NA


SECTION ID: C PCI CHANGE/DET. RATE: -86 -1.13

RANK: T 5-YEAR PREDICTED PCI: 2024 8

SURFACE TYPE: PCC MAINTENANCE: NA



80



63 Linear Crack Low 4 Slabs 18.2 12.8

63 Linear Crack Medium 7 Slabs 27.3 33.2

63 Linear Crack High 2 Slabs 9.1 23.6

65 Joint Seal Damage High 24 Slabs 100.0 12.0

72 Shattered Slab Low 7 Slabs 27.3 30.9

72 Shattered Slab Medium 2 Slabs 9.1 25.6

74 Joint Spall Medium 2 Slabs 9.1 6.7

74 Joint Spall High 1 Slabs 4.5 11.8


8 12



SECTION INFORMATION

From Last Construction




NA

SERIOUS

FAILED

0

10

20

30

40

50

60

70

80

90

100

2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026

Pav

em

en

t C

on

dit

ion

Ind

ex

(PC

I)

Current Inspeciton

Maintenance Work


Critical PCI



A-4

BRANCH NAME: Runway PREVIOUS PCI: 2015 79

BRANCH ID: RWY CURRENT PCI: 2019 71

SECTION ID: 15-33 A PCI CHANGE/DET. RATE: -8 -2.13





0



48 L&T Cracking Low 5,742 Ft 1.5 6.2

48 L&T Cracking Medium 9,234 Ft 2.5 17.5

56 Swelling Low 9,440 SqFt 2.5 6.3



82 18



SECTION INFORMATION





SATISFACTORY

SATISFACTORY

FAIR

0

10

20

30

40

50

60

70

80

90

100

2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026

Pav

em

en

t C

on

dit

ion

Ind

ex

(PC

I)

Current Inspeciton

Maintenance Work


Critical PCI



A-5

BRANCH NAME: Taxiway PREVIOUS PCI: 2015 80

BRANCH ID: TWY CURRENT PCI: 2019 66

SECTION ID: A PCI CHANGE/DET. RATE: -14 -3.72





0





52 Raveling Low 240 SqFt 2.2 4.2



100 0



SECTION INFORMATION





SATISFACTORY

FAIR

FAIR

0

10

20

30

40

50

60

70

80

90

100

2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026

Pav

em

en

t C

on

dit

ion

Ind

ex

(PC

I)

Current Inspeciton

Maintenance Work


Critical PCI



A-6



SECTION ID: B PCI CHANGE/DET. RATE: -6 -1.60





0





52 Raveling Low 710 SqFt 1.8 3.7

56 Swelling Low 71 SqFt 0.2 1.4



95 5



SECTION INFORMATION





GOOD

SATISFACTORY

SATISFACTORY

0

10

20

30

40

50

60

70

80

90

100

2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026

Pav

em

en

t C

on

dit

ion

Ind

ex

(PC

I)

Current Inspeciton

Maintenance Work


Critical PCI



A-7



SECTION ID: C PCI CHANGE/DET. RATE: -10 -2.66


SURFACE TYPE: AAC MAINTENANCE: NA



0





50 Patching Medium 44 SqFt 0.1 6.2


100 0



SECTION INFORMATION





GOOD

GOOD

SATISFACTORY

0

10

20

30

40

50

60

70

80

90

100

2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026

Pav

em

en

t C

on

dit

ion

Ind

ex

(PC

I)

Current Inspeciton

Maintenance Work


Critical PCI



A-8



SECTION ID: D PCI CHANGE/DET. RATE: -1 -0.27





0







100 0



SECTION INFORMATION





GOOD

GOOD

SATISFACTORY

0

10

20

30

40

50

60

70

80

90

100

2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026

Pav

em

en

t C

on

dit

ion

Ind

ex

(PC

I)

Current Inspeciton

Maintenance Work


Critical PCI



A-9



SECTION ID: E PCI CHANGE/DET. RATE: -14 -3.72





0







100 0



SECTION INFORMATION





GOOD

SATISFACTORY

SATISFACTORY

0

10

20

30

40

50

60

70

80

90

100

2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026

Pav

em

en

t C

on

dit

ion

Ind

ex

(PC

I)

Current Inspeciton

Maintenance Work


Critical PCI



A-10



SECTION ID: F PCI CHANGE/DET. RATE: 14 3.72





0






100 0



SECTION INFORMATION





SATISFACTORY

GOOD

SATISFACTORY

0

10

20

30

40

50

60

70

80

90

100

2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026

Pav

em

en

t C

on

dit

ion

Ind

ex

(PC

I)

Current Inspeciton

Maintenance Work


Critical PCI



A-11

BRANCH NAME: Taxiway PREVIOUS PCI: NA NA


SECTION ID: G PCI CHANGE/DET. RATE: 0 0.00





0



NA 0 0.0


100 0



SECTION INFORMATION





NA

GOOD

GOOD

0

10

20

30

40

50

60

70

80

90

100

2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026

Pav

em

en

t C

on

dit

ion

Ind

ex

(PC

I)

Current Inspeciton

Maintenance Work


Critical PCI



A-12

BRANCH NAME: Taxiway PREVIOUS PCI: NA NA


SECTION ID: H PCI CHANGE/DET. RATE: 0 0.00

RANK: T 5-YEAR PREDICTED PCI: 2024 92




0



NA 0 0.0


100 0



SECTION INFORMATION





NA

GOOD

GOOD

0

10

20

30

40

50

60

70

80

90

100

2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026

Pav

em

en

t C

on

dit

ion

Ind

ex

(PC

I)

Current Inspeciton

Maintenance Work


Critical PCI



A-13


B-1

APPENDIX B - INSPECTION PHOTOS

This appendix contains representative photos of the distresses found in each section. The photo

captions are established in the following formats:

BranchID:SectionID – Overview

BranchID:SectionID:SampleNumber – Distress Description

APRON:A - Overview

APRON:A:101A – Raveling


B-2

APRON:B – Overview

APRON:B:204A – L&T Cracking


B-3

APRON:C – Overview

APRON:C:1101 – Shattered Slab


B-4

RWY:15-33 A – Overview

RWY:15-33 A:141 - Swelling


B-5

TWY:A – Overview

TWY:A:102 – L&T Cracking


B-6

TWY:B – Overview

TWY:B:203 – Swelling


B-7

TWY:C – Overview

TWY:C:308 - Patching


B-8

TWY:D – Overview

TWY:D:403 – L&T Cracking


B-9

TWY:E – Overview

TWY:E:505 – L&T Cracking


B-10

TWY:F – Overview

TWY:F:611 – L&T Cracking


B-11

TWY:G – Overview

TWY:H – Overview


C-1

APPENDIX C - ASTM D5340-12 DISTRESS BOOKLET

REFERENCE MANUAL FOR CLASSIFYING AND

IDENTIFYING AIRFIELD PAVEMENT DISTRESSES IN

ACCORDANCE TO ASTM D5340-12

Prepared by:

RDM INTERNATIONAL, INC.

14310 SULLYFIELD CIRCLE, SUITE 600

CHANTILLY, VIRGINIA 20151

703-709-2540 FAX 703-709-2535

Table of Contents PCI ASPHALT CONCRETE SURFACED AIRFIELD ........................................................................... 1

ALLIGATOR OR FATIGUE CRACKING (41) ............................................................................... 2

BLEEDING (42) .................................................................................................................. 3

BLOCK CRACKING (43) ....................................................................................................... 4

CORRUGATION (44) ............................................................................................................ 5

DEPRESSION (45) .............................................................................................................. 6

JET BLAST EROSION (46) .................................................................................................... 7

JOINT- REFLECTION CRACKING FROM PCC (47) ...................................................................... 8

LONGITUDINAL AND TRANSVERSE CRACKING (48) (NON-PCC JOINT REFLECTIVE) ...................... 9

OIL SPILLAGE (49) ............................................................................................................ 10

PATCHING AND UTILITY CUT PATCH (50) .............................................................................. 11

POLISHED AGGREGATE (51) ............................................................................................... 12

RAVELING (52) ................................................................................................................. 13

RUTTING (53) ................................................................................................................... 15

SHOVING OF ASPHALT PAVEMENT BY PCC SLABS (54) ........................................................... 16

SLIPPAGE CRACKING (55) .................................................................................................. 17

SWELL (56) ...................................................................................................................... 18

WEATHERING (SURFACE WEAR) - DENSE MIX ASPHALT (57) ................................................... 19

PCI PORTLAND CEMENT CONCRETE-SURFACED AIRFIELDS ......................................................... 20

BLOWUP (61) .................................................................................................................... 22

CORNER BREAK (62) .......................................................................................................... 23

CRACKS (LONGITUDINAL, TRANSVERSE, AND DIAGONAL) (63) ............................................... 24

DURABILITY (“D”) CRACKING (64) ....................................................................................... 25

JOINT SEAL DAMAGE (65) .................................................................................................. 26

PATCHING, SMALL (LESS THAN 5 SQUARE FEET (0.5 SQUARE METERS)) (66) ............................ 27

PATCHING, LARGE (OVER 5 SQUARE FEET (0.5 SQUARE METERS)) AND UTILITY CUT (67) .......... 28

POPOUTS (68) .................................................................................................................. 29

PUMPING (69) ................................................................................................................... 30

SCALING (70) ................................................................................................................... 31

SETTLEMENT OR FAULTING (71) .......................................................................................... 32

SHATTERED SLAB/INTERSECTING CRACKS (72) .................................................................... 33

SHRINKAGE CRACKS (73) ................................................................................................... 34

SPALLING (TRANS. AND LONG. JOINTS) (74) ........................................................................ 35

SPALLING (CORNER) (75) ................................................................................................... 36

ALKALI SILICA REACTION (ASR) (76) ................................................................................... 37

1

PCI ASPHALT CONCRETE SURFACED AIRFIELD

Section Alligator Cracking X1.2

Bleeding X1.3

Block Cracking X1.4 Corrugation X1.5

Depression X1.6 Jet-Blast Erosion X1.7 Joint Reflection Cracking X1.8

Longitudinal and Transverse Cracking X1.9 Oil Spillage X1.10 Patching and Utility Cut Patching X1.11 Polished Aggregate X1.12

Raveling X1.13 Rutting X1.14 Shoving X1.15

Slippage Cracking X1.16 Swell X1.17 Weathering X1.18

X1.1 Distresses in Asphalt Pavement— Sixteen distress types for AC pavements are listed

alphabetically. During the field condition surveys and the validation of the PCI, several questions were often asked regarding the identification and measurement of some of

the distresses. The answers to most of these questions are included under the section “How to Measure” for each distress. For convenience, however, the items that are frequently referenced are listed as follows:

X1.1.1 Spalling as used in this test method is the further breaking of pavement or loss of

materials around cracks or joints.

X1.1.2 A crack filler is in satisfactory condition if it is intact. An intact filler prevents water and incompressibles from entering the crack.

X1.1.3 If a crack does not have the same severity level along its entire length, each portion of the crack having a different severity level should be recorded separately. If however, the different levels of severity in a portion of a crack cannot be easily divided, that

portion should be rated at the highest severity level present.

X1.1.4 If “alligator cracking” and “rutting” occur in the same area, each is recorded at its

respective severity level.

X1.1.5 If “bleeding” is counted, “polished aggregate” is not counted in the same area.

X1.1.6 “Block cracking” includes all of the “longitudinal and transverse cracking” within the area; however, “joint reflection cracking” is recorded separately.

X1.1.7 Any distress, including cracking, found in a patched area is not recorded; however, its effect on the patch is considered in determining the severity level of the patch.

X1.1.8 A significant amount of polished aggregate should be present before it is counted.

X1.1.9 Conducting a PCI survey immediately after the application of surface treatment is not

meaningful, because surface treatments mask existing distresses.

X1.1.10 A surface treatment that is coming off should be counted as “raveling.”

X1.1.11 A distress is said to have “foreign object damage” (FOD) potential when surficial material is in a broken or loose state, such that the possibility of ingestion of the

material into an engine is present, or the potential for freeing the material due to trafficking is present.

2

ALLIGATOR OR FATIGUE CRACKING (41)

Description

Alligator or fatigue cracking is a series of interconnecting cracks caused by fatigue failure of the

asphalt surface under repeated traffic loading. The cracking initiates at the bottom of the asphalt surface (or stabilized base) where tensile stress and strain is highest under a wheel load. The cracks propagate to the surface initially as a series of parallel cracks. After repeated traffic loading, the

cracks connect and form many- sided, sharp- angled pieces that develop a pattern resembling chicken wire or the skin of an alligator. The pieces are less than 2 feet (0.6 meters) on the longest side. Alligator cracking occurs only in areas that are subjected to repeated traffic loadings, such as wheel

paths. Therefore, it would not occur over an entire area unless the entire area was subjected to traffic loading. (Pattern-type cracking, which occurs over an entire area that is not subject to loading, is rated as block cracking, which is not a load- associated distress.) Alligator cracking is considered a major structural distress.

Severity Levels

L

Fine, longitudinal hairline cracks

running parallel to each other with no

or only a few interconnecting cracks.

The cracks are not spalled.

M

Further development of light alligator

cracking into a pattern or network of

cracks that may be lightly spalled.

H

Network or pattern cracking

progressed so that pieces are well-

defined and spalled at the edges;

some of the pieces rock under traffic.

How To Measure

Alligator cracking is measured in square feet (square meters) of surface area. The major difficulty in measuring this type of distress is

that many times two or three levels of severity exist within one distressed area. If these portions can be easily distinguished from each

other, they should be measured and recorded separately. However, if the different levels of severity cannot be easily divided, the entire area should be rated at the highest severity

level present. If alligator cracking and rutting occur in the same area, each is recorded separately at its respective severity level.

* Micro PAVER™ Distress Code

3

BLEEDING (42)

Description

Bleeding is a film of bituminous material on the pavement surface which creates a shiny, glass-like,

reflecting surface that usually becomes quite sticky. Bleeding is caused by excessive amounts of asphalt cement or tars in the mix and/ or low air-void content. It occurs when asphalt fills the voids of the mix during hot weather and then expands onto the surface of the pavement. Since the bleeding

process is not reversible during cold weather, asphalt or tar will accumulate on the surface.

Severity Levels

No degrees of severity are defined. Bleeding should be noted when it is extensive enough to cause a reduction in skid resistance.

How To Measure

Bleeding is measured in square feet (square meters) of surface area. If bleeding is counted, polished

aggregate is not counted in the same area.

4

BLOCK CRACKING (43)

Description

Block cracks are interconnected cracks that divide the pavement into approximately rectangular

pieces. The blocks may range in size from approximately 1 by 1 feet to 10 by 10 feet (0.3 by 0.3 meters to 3 by 3 meters). Block cracking is caused mainly by shrinkage of the asphalt concrete (AC) and daily temperature cycling (which results in daily stress/ strain cycling). It is not load-associated.

The occurrence of block cracking usually indicates that the asphalt has hardened significantly. Block cracking normally occurs over a large proportion of pavement area but sometimes will occur in non-traffic areas. This type of distress differs from alligator cracking in that alligator cracks form smaller,

many-sided pieces with sharp angles. Also, unlike block cracks, alligator cracks are caused by repeated traffic loadings and, therefore, are located only in traffic areas (i. e., wheel paths).

Severity Levels

L

Blocks are defined by cracks that are non-

spalled (sides of the crack are vertical) or

only lightly spalled, causing no FOD

potential. Non-filled cracks have 1/4 inch

(6 millimeters) or less mean width, and

filled cracks have filler in satisfactory

condition.

M

Blocks are defined by either: (1) filled or

non-filled cracks that are moderately

spalled (some FOD potential); (2) non-

filled cracks that are not spalled or have

only minor spalling (some FOD potential),

but have a mean width greater than

approximately 1/4 inch (6 millimeters); or

(3) filled cracks that are not spalled or

have only minor spalling (some FOD

potential), but have filler in unsatisfactory

condition.

H

Blocks are well-defined by cracks that are

severely spalled, causing a definite FOD

potential.

How To Measure

Block cracking is measured in square feet (square

meters) of surface area. It usually occurs at one

severity level in a given pavement section; however,

any areas of the pavement section having distinctly

different levels of severity should be measured and

recorded separately. For asphalt pavements, not

including AC over PCC, if block cracking is recorded,

no longitudinal and transverse cracking should be

recorded in the same area. For asphalt overlay over

concrete, block cracking, joint reflection cracking,

and longitudinal and transverse cracking reflected

from old concrete should all be recorded separately.

5

CORRUGATION (44)

Description

Corrugation is a series of closely spaced ridges and valleys (ripples) occurring at fairly regular

intervals, usually less than 5 feet (1.5 meters) along the pavement. The ridges are perpendicular to the traffic direction. Traffic action combined with an unstable pavement surface or base usually causes this type of distress.

Severity Levels

L

Corrugations are minor and do not

significantly affect ride quality (see

measurement criteria below).

M

Corrugations are noticeable and

significantly affect ride quality (see


H

Corrugations are easily noticed and

severely affect ride quality (see


How To Measure

Corrugation is measured in square feet (square meters) of surface area. The mean elevation

difference between the ridges and valleys of the corrugations indicates the level of severity. To determine the mean elevation difference, a

10 feet (3 meters) straightedge should be placed perpendicular to the corrugations so that the depth of the valleys can be measured

in millimeters (inches). The mean depth is calculated from five such measurements.

Measurement Criteria

Severity Runaways and High-Speed

Taxiways

Taxiways and

Aprons

L < ¼ inch ( 12.7

millimeters)

> 1 inch (> 12.54

millimeters)

6

DEPRESSION (45)

Description

Depressions are localized pavement surface areas having elevations slightly lower than those of the surrounding

pavement. In many instances, light depressions are not noticeable until after a rain, when ponding water creates

“birdbath” areas; but the depressions can also be located without rain because of stains created by ponding water.

Depressions can be caused by settlement of the foundation soil or can be “built up” during construction.

Depressions cause roughness and, when filled with water of sufficient depth, can cause hydroplaning of aircraft.

Severity Levels

L

Depression can be observed or located by

stained areas, only slightly affects

pavement riding quality, and may cause

hydroplaning potential on runways (see


M

The depression can be observed,

moderately affects pavement riding

quality, and causes hydroplaning potential

on runways (see measurement criteria

below).

H

The depression can be readily observed,

severely affects pavement riding quality,

and causes definite hydroplaning potential

(see measurement criteria below).

How To Measure

Depressions are measured in square feet (square

meters) of surface area. The maximum depth of the

depression determines the level of severity. This

depth can be measured by placing a 10-foot 3-meter

straightedge across the depressed area and

measuring the maximum depth in millimeters

(inches). Depressions larger than 10 feet (3 meters)

across must be measured by either visual estimation

or direct measurement when filled with water.

Maximum Depth of Depression

Severity Runaways and High-Speed

Taxiways

Taxiways and

Aprons

L

1/2 to 1 inch (

M 1/2 to 1 inch (12.7

to 25.4

millimeters)

1 to 2 inches (25.4

to 50.8 millimeters)

H >1 inch (> 25.4

millimeters) > 2 inches (> 50.8

millimeters)

7

JET BLAST EROSION (46)

Description

Jet blast erosion causes darkened areas on the pavement surface when bituminous binder has been

burned or carbonized; localized burned areas may vary in depth up to approximately 1/2 inch (13 millimeters).

Severity Levels

No degrees of severity are defined. It is sufficient to indicate that jet blast erosion exists.

How To Measure

Jet blast erosion is measured in square feet (square meters) of surface area.

8

JOINT- REFLECTION CRACKING FROM PCC (47)

Description

This distress occurs only on pavements having an asphalt or tar surface over a PCC slab. This category

does not include reflection cracking from any other type of base (i. e., cement stabilized, lime stabilized); such cracks are listed as longitudinal and transverse cracks. Joint-reflection cracking is caused mainly by movement of the PCC slab beneath the AC surface because of thermal and moisture

changes; it is not load related. However, traffic loading may cause a breakdown of the AC near the crack, resulting in spalling and FOD potential. If the pavement is fragmented along a crack, the crack is said to be spalled. A knowledge of slab dimensions beneath the AC surface will help to identify these

cracks.

Severity Levels

L

Cracks have only light spalling (little or no

FOD potential) or no spalling and can be

filled or non-filled. If non-filled, the cracks

have a mean width of 1/4 inch (6

millimeters) or less. Filled cracks are of

any width, but their filler material is in

satisfactory condition.

M

One of the following conditions exists: (1)

cracks are moderately spalled (some FOD

potential) and can be either filled or non-

filled of any width; (2) filled cracks are not

spalled or are only lightly spalled, but the

filler is in unsatisfactory condition; (3)

non-filled cracks are not spalled or are only

lightly spalled, but the mean crack width

is greater than 1/4 inch (6 millimeters); or

(4) light random cracking exists near the

crack or at the corner of intersecting

cracks.

H

Cracks are severely spalled (definite FOD


filled of any width.

How To Measure

Joint-reflection cracking is measured in linear feet

(linear meters). The length and severity level of each

crack should be identified and recorded. If the crack

does not have the same severity level along its

entire length, each portion should be recorded

separately. For example, a crack that is 50 feet (5

meters) long may have 10 feet (3 meters) of high

severity, 20 feet (6 meters) of medium severity, and

20 feet (6 meters) of light severity; these would all

be recorded separately.

9

LONGITUDINAL AND TRANSVERSE CRACKING (48) (NON-PCC JOINT

REFLECTIVE)

Description

Longitudinal cracks are parallel to the pavement’s centerline or laydown direction. They may be caused by (1) a poorly constructed paving lane joint, (2) shrinkage of the AC surface due to low temperatures or hardening of the asphalt, or (3) a reflective crack caused by cracks beneath the

surface course, including cracks in PCC slabs (but not at PCC joints). Transverse cracks extend across the pavement at approximately right angles to the pavement centerline or direction of laydown. They may be caused by items 2 or 3 above. These types of cracks are not usually load-associated. If the

pavement is fragmented along a crack, the crack is said to be spalled.

Severity Levels

L

Cracks have either minor spalling (little or

no FOD potential) or no spalling. The

cracks can be filled or non-filled. Non-filled

cracks have a mean width of 1/4 inch (6

millimeters) or less; filled cracks are of any

width, but their filler material is in

satisfactory condition.

M

One of the following conditions exists: (1)

cracks are moderately spalled (some FOD


filled of any width; (2) filled cracks are not

spalled or are only lightly spalled, but the

filler is in unsatisfactory condition; (3)

non-filled cracks are not spalled or are only

lightly spalled, but mean crack width is

greater than 1/4 inch (6 millimeters); or

(4) lightly random cracking exists near the

crack or at the corners of intersecting

cracks.

H

Cracks are severely spalled, causing

definite FOD potential. They can be either

filled or non-filled of any width.

How To Measure

Longitudinal and transverse cracks are measured in

linear feet (linear meters). The length and severity of

each crack should be identified and recorded. If the

crack does not have the same severity level along its

entire length, each portion of the crack having a

different severity level should be recorded

separately. For an example, see Joint-Reflection

Cracking.

10

OIL SPILLAGE (49)

Description

Oil spillage is the deterioration or softening of the pavement surface caused by the spilling of oil, fuel,

or other solvents.

Severity Levels

No degrees of severity are defined. It is sufficient to indicate that oil spillage exists.

How To Measure

Oil spillage is measured in square feet (square meters) of surface area.

11

PATCHING AND UTILITY CUT PATCH (50)

Description

A patch is considered a defect, regardless of how well it is performing.

Severity Levels

L

Patch is in good condition and is

performing satisfactorily. Little or no

FOD potential.

M

Patch is somewhat deteriorated and

affects riding quality to some extent.

Some FOD potential.

H

Patch is badly deteriorated and affects

riding quality significantly or has high

FOD potential. Patch needs

replacement.

Porous Friction Courses

The use of dense-graded AC patches in PCC surfaces causes a water damming effect at the patch that contributes to differential skid

resistance of the surface. Low-severity, dense-graded patches should be rated as medium severity because of the differential friction problem. Medium- and high-severity patches

are rated the same as above.

How To Measure

Patching is measured in square feet (square meters) of surface area. However, if a single

patch has areas of differing severity levels, these areas should be measured and recorded separately. For example, a 25 square feet (2.5 square meters) patch may have 10 square feet

(1 square meter) of medium severity and 15 square feet (1.5 square meters) of light severity. These areas would be recorded

separately. Any distress found in a patched area will not be recorded; however, its effects on the patch will be considered when

determining the patch’s severity level.

12

POLISHED AGGREGATE (51)

Description

Aggregate polishing is caused by repeated traffic applications. Polished aggregate is present when

close examination of a pavement reveals that the portion of aggregate extending above the asphalt is either very small or there are no rough or angular aggregate particles to provide good skid resistance. Existence of this type of distress is also indicated when the number on a skid resistance rating test is

low or has dropped significantly from previous ratings.

Severity Levels

No degrees of severity are defined. However, the degree of polishing should be significant before it is included in the condition survey and rated as a defect.

How To Measure

Polished aggregate is measured in square feet (square meters) of surface area. If bleeding is counted,

polished aggregate is not counted in the same area.

13

RAVELING (52)

Description

Raveling is the dislodging of coarse aggregate particles from the pavement surface.

Dense Mix Severity Levels.

As used herein, coarse aggregate refers to

predominant coarse aggregate sizes of the asphalt

mix. Aggregate clusters refer to when more than one

adjoining coarse aggregate piece is missing. If in

doubt about a severity level, three representative

areas of 1 square yard (1 square meter) each should

be examined and the number of missing coarse

aggregate particles counted.

Severity Levels

L

Low severity occurs if any one of these

conditions exist: (1) In a square yard

(square meter) representative area, the

number of coarse aggregate particles

missing is between 5 and 20. (2) Missing

aggregate clusters is less than 2 percent of

the examined square yard (square meter)

area. In low severity raveling, there is little

or no FOD potential.

M

Medium severity occurs if any one of these




missing is between 21 and 40. (2) Missing

aggregate clusters is between 2 and 10

percent of the examined square yard

(square meter) area. In medium severity

raveling, there is some FOD potential.

H

High severity occurs if any one of these




missing is over 40. (2) Missing aggregate

clusters is more than 10 percent of the

examined square yard (square meter)

area. In high severity raveling, there is

significant FOD potential.

How To Measure

Raveling is measured in square feet (square meters)

of surface area. Mechanical damage caused by hook

drags, tire rims, or snowplows is counted as areas of

high severity raveling.

14

RAVELING (52) (cont.)

Slurry Seal/ Coal Tar Over Dense Mix Severity

Levels

L

(1) The scaled area is less than 1 percent.

(2) In the case of coal tar where pattern

cracking has developed, the surface cracks

are less than 1/4 inch (6 mm) wide.

M

(1) The scaled area is between 1 and 10

percent. (2) In the case of coal tar where

pattern cracking has developed, the cracks

are 1/4 inch (6 mm) wide or greater.

H

(1) The scaled area is over 10 percent. (2)

In the case of coal tar the surface is

peeling off.

How to Measure





Porous Friction Course Severity Levels

L

In a 1 square foot (1/10 square meter)

representative sample, the number of

aggregate pieces missing is between 5 and

20 and/ or the number of missing

aggregate clusters does not exceed 1.

M



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 area.

H



aggregate pieces missing is over 40 and/

or the number of missing aggregate

clusters is greater than 25 percent of the

area.

How to Measure





15

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

L 1/4 to 1/2 inch (6 to 13 millimeters)

M 1/2 to 1 inch (13 to 25 millimeters)

H > 1 inch > (25 millimeters)

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.

16

SHOVING OF ASPHALT PAVEMENT BY PCC SLABS (54)

Description

PCC pavements occasionally increase in length at ends where they adjoin flexible pavements

(commonly referred to as “pavement growth”). This “growth” shoves the asphalt- 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

L

A slight amount of shoving has

occurred, with little effect on ride

quality and no break-up of the asphalt

pavement.

M

A significant amount of shoving has

occurred, causing moderate

roughness or break-up of the asphalt

pavement.

H

A large amount of shoving has

occurred, causing severe roughness or

break-up 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.

17

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

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.

18

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 blowup in the PCC

slab.

Severity Levels

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 confirmed 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 following guidance is provided for runways:

Swell Criteria

Severity Height Differential

L < 3/4 inches (< 19 millimeters)

M 3/4 to 1-1/2 inches (19 to 40 millimeters)

H > 1-1/2 inch (> 40 millimeters)

19

WEATHERING (SURFACE WEAR) - DENSE MIX ASPHALT (57)

Description

The wearing away of the asphalt binder and fine aggregate matrix from the pavement surface.

Severity Levels

L

Asphalt surface beginning to show

signs of aging which may be

accelerated by climatic

conditions. Loss is the fine aggregate

matrix is noticeable and may be

accompanied by fading of the asphalt

color. Edges of the coarse aggregates

are beginning to be exposed (less

than 0.05 inches or 1

mm). Pavement may be relatively

new (as new as 6 months old).

M

Loss of fine aggregate matrix is

noticeable and edges of coarse

aggregate have been exposed up to

1/4 width (of the longest side) of the

coarse aggregate due to the loss of

fine aggregate matrix.

H

Edges of coarse aggregate have been

exposed greater than 1/4 width (of

the longest side) of the coarse

aggregate. There is considerable loss

of fine aggregate matrix leading to

potential or some loss of coarse

aggregate.

How To Measure

Surface wear is measured in square feet (square meters). Surface wear is not recorded if medium or high severity raveling is recorded.

20

PCI PORTLAND CEMENT CONCRETE-SURFACED AIRFIELDS

Section

Distresses in Jointed Concrete Pavement X2.1 Blowup X2.2

Corner Break X2.3

Cracks; Longitudinal, Transverse, and Diagonal X2.4 Durability (“D”) Cracking X2.5 Joint Seal Damage X2.6

Patching, Small X2.7 Patching, Large and Utility Cuts X2.8 Popouts X2.9 Pumping X2.10

Scaling X2.11 Settlement or Faulting X2.12 Shattered Slab/Intersecting Cracks X2.13

Shrinkage Cracking X2.14 Spalling (Longitudinal and Transverse Joint) X2.15 Spalling (Corner) X2.16

Alkali Silica Reaction (ASR) X2.17

X2.1 Distresses in Jointed Concrete Pavement:

X2.1.1 Fifteen distress types for jointed concrete pavements are listed alphabetically. The distress definitions apply to both plain and reinforced jointed concrete pavements, with the exception of linear cracking distress, that is defined separately for plain and

reinforced jointed concrete pavements.

X2.1.2 During field condition surveys and validation of the PCI, several questions were often

asked regarding the identification and counting method of some of the distresses. The answers to most of these questions are included under the section “How to Count” for each distress. For convenience, however, the items that are frequently referenced are

listed as follows:

X2.1.2.1 Spalling as used in this test method is the further breaking of the pavement or loss of materials around cracks and joints.

X2.1.2.2 The cracks in reinforced concrete slabs that are less than 1⁄8 in. (3 mm) wide are counted as “shrinkage cracks.” The “shrinkage cracks” should not be counted in

determining whether or not the slab is broken into four or more pieces (or “shattered”).

X2.1.2.3 Crack widths should be measured between the vertical walls, not from the edge of spalls. Spalling and associated FOD potential are considered in determining the severity level of cracks, but they should not influence the crack width measurements.

X2.1.2.4 A crack filler is in satisfactory condition if it prevents water and incompressibles from entering the crack or joint.

X2.1.2.5 “ Joint

curtis l. brown jr. field (eyf) - ncdot · 2020. 2. 20. · advisory circular 150/5380-7b,...

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