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PASERConcrete Roads

Pavement Surface Evaluation and Rating

PASERManualConcrete Roads

RATING10

RATING4

RATING7

RATING1

This manual is intended to assist local officials in understanding andrating the surface condition of concrete pavements. It describes typesand causes of distress and provides a simple system to visually ratepavement condition. The rating procedure can be used as conditiondata for the Wisconsin DOT local road inventory and as part of acomputerized pavement management system like PASERWARE.

Produced by the T.I.C. with support from the Federal HighwayAdministration, the Wisconsin Department of Transportation, and theUniversity of Wisconsin-Extension. The T.I.C., part of the nationwideLocal Technical Assistance Program (LTAP), is a Center of the College ofEngineering, Department of Engineering Professional Development,University of Wisconsin-Madison.

Copyright © 1989, 2002Wisconsin Transportation Information Center

432 North Lake StreetMadison, WI 53706

phone 800/442-4615fax 608/263-3160e-mail [email protected] http://tic.engr.wisc.edu

Printed on recycled paper.

Contents

Introduction 2

Rigid pavement performance 2

Pavement conditions and defects 3

Evaluation 4

Surface defects 4

Joints 7

Pavement cracks 9

Pavement deformation 12

Rating pavement surface condition 15

Rating system 16

Rating 10 & 9 — Excellent 17

Rating 8 — Very Good 18

Rating 7 — Good 19


Rating 5 — Fair 21


Rating 3 — Poor 24

Rating 2— Very Poor 25

Rating 1 — Failed 26

Practical advice on rating roads 27

Pavement Surface Evaluation and Rating (PASER) Manuals

Asphalt PASER Manual, 2002, 28 pp.

Brick and Block PASER Manual, 2001, 8 pp.

Concrete PASER Manual, 2002, 28 pp.

Gravel PASER Manual, 2002, 20 pp.

Sealcoat PASER Manual, 2000, 16 pp.

Unimproved Roads PASER Manual, 2001, 12 pp.

Drainage ManualLocal Road Assessment and Improvement, 2000, 16 pp.

SAFER ManualSafety Evaluation for Roadways, 1996, 40 pp.

Flagger’s Handbook (pocket-sized guide), 1998, 22 pp.

Work Zone Safety, Guidelines for Construction, Maintenance, and Utility Operations, (pocket-sized guide), 2002, 58 pp.

Wisconsin Transportation Bulletins

#1 Understanding and Using Asphalt#2 How Vehicle Loads Affect Pavement Performance#3 LCC—Life Cycle Cost Analysis#4 Road Drainage#5 Gravel Roads#6 Using Salt and Sand for Winter Road Maintenance#7 Signing for Local Roads#8 Using Weight Limits to Protect Local Roads#9 Pavement Markings

#10 Seal Coating and Other Asphalt Surface Treatments#11 Compaction Improves Pavement Performance#12 Roadway Safety and Guardrail#13 Dust Control on Unpaved Roads#14 Mailbox Safety#15 Culverts-Proper Use and Installation#16 Geotextiles in Road Construction/Maintenance and Erosion Control#17 Managing Utility Cuts#18 Roadway Management and Tort Liability in Wisconsin#19 The Basics of a Good Road#20 Using Recovered Materials in Highway Construction#21 Setting Speed Limits on Local Roads



TransportationInformation

CenterPublications

Donald Walker, T.I.C. Director, author

Lynn Entine, Entine & Associates, editor

Susan Kummer, Artifax, designer

PASERManual


Concrete Roads

Many local agencies are responsible for maintaining roadways with concrete pave-ments. This manual offers useful information for planning maintenance and managingPortland Cement Concrete pavements. It discusses common problems and typicalrepairs and includes a visual system for evaluating and rating concrete pavements.

The Wisconsin Transportation Information Center has developed PASER manuals forother pavement types (see page 29). The rating systems are similar and compatible sothat local road agencies can work with a comprehensive condition rating method. Therating procedure can be used as condition data for the Wisconsin DOT local roadinventory (WISLR) and as part of a computerized pavement management system likePASERWARE.

Taking an organized approach to roadway management has many benefits. By docu-menting the actual conditions of roads you can set realistic budgets, make timelyrepairs, and set up cost effective maintenance procedures. Developing an overall planfor the roadway system lets local agencies develop budgets and plan for future needs.When detailed information is available, local officials can respond more effectively toquestions from the public. A planned approach is easier to explain and receives greaterpublic support.

Several key steps are necessary to develop a meaningful roadway management plan.First, you must inventory the existing condition. This is normally done by dividing theroadway into segments with similar conditions. During the inventory you collectinformation on construction history, roadway width, etc. Then you need some methodfor assessing the condition of the existing roadway. This Concrete PASER Manual usesa visual approach. Other information from material sampling, testing, and traffic countscan be useful when planning specific projects.

Another necessary step is setting priorities for roadway improvements. You can useroadway condition and the local importance of these roads to assign priorities. Thenbudgets can be developed based on cost estimates for the projected improvements.Since not all improvements can be made in one year, you can set up a 3-5 year budgetand capital improvement plan. Normally this is updated annually.

Rigid pavement performance

Most concrete pavements on local roads are either plain (non-reinforced) or reinforcedconcrete. Reinforcement is usually provided by steel wire mesh placed approximately atmid slab depth. The reinforcement is intended to limit crack opening and movement inthe concrete slab.

Since concrete slabs need to move (expand and contract) while curing and astemperature changes, pavements are constructed with contraction joints to controlcracking. These are usually sawn into the pavement shortly after initial curing. This joint gives the slab a place to crack and makes a straight, well-formed groove to seal.

Expansion joints are occasionally provided. These are wider, full depth, and filled with a material to allow expansion. If used, they are placed adjacent to structures that cannot move with the pavement such as bridges, manholes, and other utilitystructures.


Concrete PASER Manual

3PASER Evaluation

So-called rigid pavements (concrete) carry traffic loadings differently than flexiblepavements (asphalt). Concrete pavements are designed to act like a beam and use thebending strength of the slabs to carry the load. Therefore load transfer across cracksand joints is important, especially on roads with heavy truck and bus traffic. Hairlineand narrow cracks still have interlocked concrete aggregate and can effectively transferloads. Because wide cracks and widely-spaced joints open up, they cannot transferloads and must take higher edge loads. These higher edge loads can cause furthercracking and deterioration along the joint or crack edges.

Some concrete pavements use joints that have load transfer dowels. These aresmooth steel bars placed across the joint. They transfer traffic loads between adjacentconcrete slabs while allowing opening and closing of the joint. These bars can rust andsometimes cause problems. The corrosion causes forces on the concrete which lead tospalling, cracking and general joint deterioration. Epoxy coated dowels are nowcommonly used.

Unsupported slab edges will deflect or bend under a load. If the supporting soil issaturated it can squirt up through joints or cracks when the slab bends. This is calledpumping. Eventually the loss of supporting soil through pumping creates an emptyspace or void under the slab. The slabs may then crack further under loads and jointsdeteriorate more.

Undoweled joints under heavy truck traffic may fault. This is when one slab edge islower than the next slab. The downstream traffic slab will be lower than the upstreamslab, creating a step. Faulting creates a poor ride.

You can often detect pumping by the soil stains around pavement joints or cracks.The resulting voids can be filled with grout. Slabs can be leveled by slab jacking or mudjacking. Obviously, sealing cracks and joints and improving drainage of the subsoils willhelp reduce pumping, faulting, and joint failures.

Pavement conditions and defects

It is helpful to separate various conditions common to concrete pavements. These aredescribed individually in some detail. We also include causes for deterioration andcommon strategies for repair. Some defects are localized while others indicate thatproblems may develop throughout the pavement. It is important to distinguishbetween local and widespread defects. Assessing the conditions of actual roadwaysalso involves looking for combinations of these individual defects.

Surface defectsWear and polishing, map cracking, pop-outs, scaling, shallow reinforcing, spalling.

JointsLongitudinal joint, transverse joints.

Pavement cracks Transverse slab cracks, D-cracking, corner cracks, meander cracks.

Pavement deformation Blow ups; faulting; pavement settlement or heave; utility repairs, patches andpotholes; manhole and inlet cracking; curb or shoulder deformation.

In reviewing the different defects it is important to consider both their severity andextent. Generally, conditions begin slowly and progressively become more serious.Slight defects may grow into moderate and then severe conditions. In addition, thedefects might initially be indicated only in a few isolated cases. Examples in the ratingsection will help you identify how bad a condition is and how extensive it is.

EVALUATION — Surface Defects4

SURFACE DEFECTS

Wear and polishingA worn or polished surface may appearfrom traffic wearing off the surfacemortar and skid resistant texture. Exten-sive wear may cause slight ruts wherewater can collect and cause hydro-planing. Sometimes traffic may polishaggregates smooth, causing the surfaceto be slippery. An asphalt overlay orgrinding of the concrete surface canrestore skid resistance and remove ruts.

Surface mortar wornaway exposing larger

aggregate. Accidents orfriction testing may

indicate a slipperysurface in need of improved texture.

Map crackingA pattern of fine cracks usually spacedwithin several inches is called mapcracking. It usually develops into squareor other geometrical patterns. Can becaused by improper cure or overworkingthe surface during finishing. If severe,cracks may spall or surface may scale.Repair is usually limited to very severeconditions. An asphalt overlay or partialdepth patching may then be necessary.

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Hairline surfacecracks, probablyshallow in depth.May not causeany long termperformanceproblems.

Close-up ofa polishedpavementsurface.

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Pop-outsIndividual pieces of large aggregate maypop out of the surface. This is oftencaused by chert or other absorbentaggregates that deteriorate underfreeze-thaw conditions. Surfacepatching can be done temporarily withasphalt. For severe areas, a morepermanent partial depth concrete patchmay be necessary.

Extensive pop-outs of largeaggregate fromsurface. Pop-outs alone havenot affectedpavementserviceability.

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EVALUATION — Surface Defects 5

ScalingScaling is surface deterioration thatcauses loss of fine aggregate andmortar. More extensive scaling canresult in loss of large aggregate. Oftencaused by using concrete which has notbeen air-entrained, the surface becomessusceptible to freeze-thaw damage.Scaling is also aggravated by the use ofdeicing chemicals.

Scaling can occur as a general condi-tion over a large area or be isolated tolocations where poor quality concrete orimproper finishing techniques causedloss of air entrainment. In severe cases,deterioration can extend deep into theconcrete. Traffic action may acceleratescaling in the wheel paths.

Grinding may remove poor qualitysurface concrete. Asphalt overlays or abonded concrete resurfacing canprolong the life of the pavement. Partialdepth patching of isolated areas mayalso be used.

Shallow reinforcingIf the steel reinforcing bar or mesh isplaced too close to the concrete surfaceit will lead to concrete spalling. Corro-sion of the steel creates forces that

break and dislodge theconcrete. Often you cansee rust stains in thesurface cracks beforespalling occurs. Can betemporarily patched withasphalt. Permanentrepairs are difficult andusually involve replacingthe steel and making a partial depth or fulldepth concrete repair.

Moderatesurface scaling.Loss of mortarand fines from

the surfacebeginning to

expose largeraggregate.

Severe scaling.Some largeraggregate is

loose.

Reinforcing bar exposed.

Shallow concrete cover

caused large spall to develop

around it.

Surface stainparallel tojoint. Indicatesreinforcingsteel too closeto surface.

Wire reinforcing mesh placedclose to surface. Corrosion ofthe reinforcing steel causes thesurface mortar to spall. Verydifficult to patch and repair.

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EVALUATION — Surface Defects6

SpallingSpalling is the loss of a piece of theconcrete pavement from the surface oralong the edges of cracks and joints.Cracking or freeze-thaw action may breakthe concrete loose, or spalling may becaused by poor quality materials. Spallingmay be limited to small pieces in isolatedareas or be quite deep and extensive.

Repair will depend on the cause. Smallspalled areas are often patched. Spallingat joints may require full depth joint repair.

Small surfacespalls thathave been

patched.

Spalling alonglongitudinal

joints.

A severelyspalled crack.

Spalling overshallow reinforcing.

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EVALUATION — Joints 7

JOINTS

Longitudinal jointsLongitudinal paving joints areconstructed to be narrow in width and usually well sealed. As pavementsage and materials deteriorate, joints may open and further deteriorate.Cracks parallel to the initial joint maydevelop and accelerate into spalling or raveling of the longitudinal joint.Settlement, instability, or pumping ofthe subgrade soil can cause longitudinaljoints to fault. One common cause ofcracks parallel to the longitudinal jointsis waiting too long after the pour to saw the joint. Then, during initial curethe slab will crack roughly parallel (butnot exactly) to the sawn joint.

Maintaining a tight joint seal canprevent intrusion of water and reducefreeze-thaw damage and pumping.Severe joint deterioration may requirefull depth patching and replacement of the joint.New, well-

sealed longi-tudinal joint.

Additional joint cracking,spalling, and brokenpavement. Full depthrepair is needed.

Joint open about 1⁄2”.

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Faulted longitudinal joint (over 1⁄2”)with slight edge spalling.

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EVALUATION — Joints8

Transverse joints

Transverse joints are constructed inconcrete pavements to permit move-ment of the concrete slabs. Somejoints are constructed with loadtransfer dowels. If the pavement haspoor subsurface drainage, traffic mayeventually create voids under thejoints due to pumping and cause theslabs to settle or fault. Freeze-thawdeterioration at the joint can causespalling and create additional cracksparallel to the joint. Load transfer barsmay corrode, creating expansiveforces that further deteriorate theconcrete at the joint.

Occasionally, severe joint deterio-ration may develop from poor qualityaggregate and so-called D-cracking.Joint sealing will help, but completereplacement is usually necessary.

Overall, lack of joint maintenanceand rehabilitation is a commonproblem. Maintaining a tight, wellsealed joint can reduce water intru-sion and thereby reduce freeze-thawdamage, pumping, blow-ups, D-cracking, and spalling. Early repair ofminor defects can often reduce theneed for complete joint repair orreplacement.

Severe spalling has required temporary

patching. Complete jointreplacement is necessary.

Severe spalling of a

transversejoint.

Cracks parallel to joint. Darkcolor next to

transverse jointlikely indicatesD-cracking and

additionaldeterioration.

Full depth repair required.

New, well-sealedtransverse joint.

Transverse joint has slightfaulting and spalling.

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EVALUATION — Pavement Cracks 9

PAVEMENT CRACKS

Transverse slab cracksTransverse cracks may appear parallel to joints and can be caused by thermalstresses, poor subgrade support, orheavy loadings. They are sometimesrelated to slabs having joints spaced too widely. Joints spaced more than 15’ apart commonly develop mid-slabtransverse cracks.

Faulted transversecrack with slightedge spalling.

Closely spaced,hairline trans-verse cracks.Indicates slab is broken and in need ofreplacement.

Transverse, open crack.

As with joints, these cracks may deterio-rate further if not sealed well. Slabs canfault at cracks which can spall anddevelop additional parallel cracking.Severe deterioration may require patch-ing individual cracks. Multiple transversecracks in individual slabs indicate furtherdeterioration. Extensive transversecracking indicates pavement failure andthe need for complete replacement.

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EVALUATION — Pavement Cracks10

D-cracksOccasionally, severe deterioration maydevelop from poor quality aggregate. So called D-cracking develops when theaggregate is able to absorb moisture.This causes the aggregate to break apartunder freeze-thaw action which leads todeterioration. Usually, it starts at thebottom of the slab and moves upward.

Fine cracking and a dark discolorationadjacent to the joint often indicate a D-cracking problem. Once this is visibleon the surface the pavement material is usually severely deteriorated andcomplete replacement is required.

Joint or crack sealing helps slow D-cracking deterioration. This is aserious defect because it may indicate a material quality problem throughoutthe pavement.

Surface discoloration nearjoints and cracks indicates

D-cracking and severe slab deterioration.

Multiple crackpatterns adjacent

to joints. Common D-cracking pattern.

Corner cracksDiagonal cracks near the corner of aconcrete slab may develop, forming atriangle with a longitudinal and trans-verse joint. Usually these cracks arewithin one foot of the corner of theslab. They are caused by insufficientsoil support or concentrated stress dueto temperature related slab movement.The corner breaks under traffic loading.They may begin as hairline cracks.

Some corner cracks extend the fulldepth of the slab while others start atthe surface and angle down towardthe joint. With further deterioration,more cracking develops; eventually theentire broken area may come loose.This may be a localized failure or maypoint to widespread maintenanceproblems.

Partial or full depth concrete patch-ing or full depth joint replacement may be necessary when cornercracking is extensive.

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Severelyspalled corner

crack withmissing piecesand patching.

First signsof cornercracking.

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Corner cracking withbroken concrete pieces.

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EVALUATION — Pavement Cracks 11

Meander cracksSome pavement cracks appear towander randomly. They may cross a slab diagonally or meander like a ser-pent. Meander cracks may be caused by settlement due to unstable subsoil or drainage problems, or by utilitytrench settlement. Frost heave andspring thaw can also cause them. Theyare often local in nature and may notindicate general pavement problems.

Minor cracks may benefit from seal-ing to minimize water intrusion. Exten-sive or severe meander cracking mayrequire replacing the slab, stabilizing the subsurface, or improving drainage.

Meander crackroughly parallel tolongitudinal joint.

Meander crack caused by settlement. Lack ofmaintenance allowswater to intrude anddebris to collect in crack.

Faulting andspalling of ameander crack.

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EVALUATION — Pavement Deformation12

PAVEMENT DEFORMATION

BlowupsConcrete slabs may push up or becrushed at a transverse joint. This iscaused by expansion of the concretewhere incompressible materials (sand,etc.) have infiltrated into poorly sealedjoints. As a result, there is no space toaccommodate expansion. It is morecommon in older pavements with longjoint spacing. Pressure relief joints can be installed and blowup areas must bepatched or reconstructed.

FaultingJoints and cracks may fault or develop astep between adjacent slabs. Faulting iscaused by pumping of subgrade soilsand creation of voids. Heavy truck or bus traffic can rapidly accelerate faulting.Longitudinal joints may fault due tosettlement of an adjacent slab.

Faulting creates a poor ride and maycause slab deterioration. Minor faultingcan be corrected by surface grinding.Voids can be subsealed, or slabs mudjacked back to level position. Severecases may need joint replacement.

Minor faulting of transversejoints. Aggravated by heavytraffic. Surface grinding willimprove ride.

Faultedlongitudinal

joint.

Severely faulted joint.

Slab jacking isnecessary.

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▼Internal pressurehas partiallyraised slab at thejoint. Completereplacement isrequired.

A pavementblowup inprogress.Concrete iscrushed and slabs buckled.

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EVALUATION — Pavement Deformation 13

Pavement settling or heaveUnstable or poorly drained subgradesoils may cause pavements to settle afterconstruction. Poorly compacted utilitytrenches may also settle. This may be agentle swale or a fairly severe dip.

Frost-susceptible soils and high watertables can cause pavements to heaveduring the winter months. Extensivepavement cracking and loss of strengthduring the spring can result in severedeterioration. Improved drainage andstabilization of subgrade soils are usuallynecessary, along with pavementreconstruction.

Utility repairs, patchesand potholesReplacement or repair of utilities willrequire cuts or utility openings. Whenrepaired these pavement patches mayshow settlement, joint deterioration, ordistress under continued traffic loading.Patches from previous repairs may per-form like original pavement or experi-ence joint deterioration or settlement.

Localized failures of materials or sub-grade soil can cause individual potholes.Surface spalling or other material defectsmay develop into localized potholes. Fulldepth patching is usually required.

Utility repair or full depthjoint repair. Very goodcondition.

Asphalt patches. Poor (top)and fair (bottom) condition.

Potholes caused by severe joint deterioration. Need repair.

Settlementcaused

meander crackwith faulting.

Extensivecracking and

patchingcaused by

settlement.Pavement

was built onunstable sub-

grade soils.

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EVALUATION — Pavement Deformation14

Manhole and inlet cracksNormal pavement movement due tofrost heaving and movements due tochanges in temperature often cannot be accommodated in the pavementadjacent to a manhole or a storm sewerinlet. Cracks and faulting may developand the concrete slab may deterioratefurther. These are often localized defectsthat may not indicate a generalpavement problem. Sealing and patchingmay slow the deterioration. Eventuallyfull depth repairs may be required.

Curb or shoulder deformationConcrete curb and gutter, or pavedconcrete shoulders, may separate fromor settle along the main pavement. Thelongitudinal joints between the pave-ment and curb or shoulder may open,fault, or deteriorate like other longitudi-nal joints. When severe enough to dis-rupt drainage, the curb and gutter needto be replaced. Shoulder deteriorationmay require patching or replacement.

Extensive curb deterioration.Freeze-thaw damage to curbadjacent to inlet, and gutter

is displaced. New curb andgutter are needed.

Settled gutter and joint filled withdebris. Joint maintenance is needed.

Two spalls atmanhole in a newpavement. Partialdepth patchingwould bebeneficial.

Extensive crackingand spalling atmanhole requiringfull depth repairs.

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15

Rating pavement surface condition

With an understanding of roadwayconditions and distress, you can evalu-ate and rate concrete pavements. Therating scale ranges from 10–excellentcondition to 1–failed. In general, mostpavements will deteriorate through thephases listed in the rating scale.However, it is common for pavementsto skip several levels when majordefects appear or when the pavement isrepaired. The time it takes to go froman excellent (10) to a very poorcondition (1) depends largely on thequality of the original construction andthe amount of heavy traffic loading.

Once significant deterioration beginsit is common to see pavements deterio-rate rapidly. This is usually due to thecombined effects of loading and addi-tional moisture. As a pavement agesand additional cracking develops, moremoisture can enter the pavement andaccelerate the rate of deterioration.

Look at the photographs whichfollow and become familiar with thedescriptions of the individual ratingcategories. To evaluate an individualpavement segment, first determine itsgeneral condition. Is it relatively new,toward the top end of the scale? In verypoor condition and at the bottom of the scale? Or somewhere in between?

Next, think generally about theappropriate maintenance method.

Finally, review the individualpavement condition and distress andselect the appropriate pavement rating.Remember that individual pavementswill not have all of the types of distresslisted for any particular rating. They mayhave only one or two types. Use thecategories in the table below and onpage 16.

We have found that relating a normalmaintenance or rehabilitation procedureto the surface rating scheme helps you

use the rating system. However,choosing an individual surface ratingshould not automatically dictate thefinal maintenance or rehabilitationtechnique.

You should consider safety, futuretraffic projections, original construction, and pavement strength since these may dictate a more comprehensiverehabilitation. On the other hand, itmay be appropriate under specialconditions to do nothing and let thepavement fully deteriorate and thenrebuild when funds are available.

RATINGS ARE RELATED TO NEEDED MAINTENANCE OR REPAIR

Rating 9 & 10 New pavement or recent concrete rehabilitation. No maintenance required.

Rating 7 & 8 First signs of wear, scaling, or cracking. Needs routinemaintenance.

Rating 5 & 6 First signs of corner cracks, faulting, and joint or crack spalling.Requires surface repairs, sealing or partial depth patching.

Rating 3 & 4 Moderate to severe faulting, multiple slab cracking, and jointfailure. Requires extensive slab or joint rehabilitation.

Rating 1 & 2 Pavement failure requiring complete reconstruction.

Rating pavement surface condition16

Rating system

Surface rating Visible distress* General condition/treatment measures

None. New pavement. No maintenancerequired.10

Excellent

Traffic wear in wheelpath. Slight map cracking or pop-outs.

Recent concrete overlay or jointrehabilitation. Like new condi-tion. No maintenance required.

9Excellent

Pop-outs, map cracking, or minor surface defects. Slight surfacescaling. Partial loss of joint sealant. Isolated meander cracks, tight orwell sealed. Isolated cracks at manholes, tight or well sealed.

More surface wear or slightdefects. Little or no maintenancerequired.

8Very Good

More extensive surface scaling. Some open joints. Isolated transverseor longitudinal cracks, tight or well sealed. Some manholedisplacement and cracking. First utility patch, in good condition. First noticeable settlement or heave area.

First sign of transverse cracks (alltight); first utility patch. Moreextensive surface scaling. Sealopen joints and other routinemaintenance.

7Good

Moderate scaling in several locations. A few isolated surface spalls.Shallow reinforcement causing cracks. Several corner cracks, tight orwell sealed. Open (1⁄4” wide) longitudinal or transverse joints andmore frequent transverse cracks (some open 1⁄4”).

Moderate to severe polishing or scaling over 25% of the surface. High reinforcing steel causing surface spalling. Some joints and crackshave begun spalling. First signs of joint or crack faulting (1⁄4”).Multiple corner cracks with broken pieces. Moderate settlement orfrost heave areas. Patching showing distress.

Severe polishing, scaling, map cracking, or spalling over 50% of thearea. Joints and cracks show moderate to severe spalling. Pumpingand faulting of joints (1⁄2”) with fair ride. Several slabs have multipletransverse or meander cracks with moderate spalling. Spalled areabroken into several pieces. Corner cracks with missing pieces orpatches. Pavement blowups.

Most joints and cracks are open, with multiple parallel cracks, severe spalling, or faulting. D-cracking is evident. Severe faulting (1”)giving poor ride. Extensive patching in fair to poor condition. Many transverse and meander cracks, open and severely spalled.

Extensive slab cracking, severely spalled and patched. Joints failed. Patching in very poor condition. Severe and extensive settlements or frost heaves.

Restricted speed. Extensive potholes. Almost total loss of pavement integrity.

First signs of shallow reinforce-ment or corner cracking. Needsgeneral joint and crack sealing.Scaled areas could be overlaid.

First signs of joint or crackspalling or faulting. Grind torepair surface defects. Somepartial depth patching or jointrepairs needed.

Needs some full depth repairs,grinding, and/or asphalt overlayto correct surface defects.

Needs extensive full depthpatching plus some full slabreplacement.

Recycle and/or rebuild pavement.

Total reconstruction.

6Good

5Fair

4Fair

3Poor

2Very Poor

1Failed

* Individual pavements will not have all of the types of distress listed for any particular rating. They may have only one or two types.


RATING 10 & 9

EXCELLENT — No maintenance required

Rating 10 is for new pavement.Rating 9 is used for recentconcrete rehabilitation or like-new condition. Some trafficwear. Slight map cracking orpop-outs. No maintenancerequired.

RATING 10New pavementwith integralcurb.

RATING 9Like newcondition.

RATING 9Recent jointrehabilitation.Like newcondition.

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RATING 8

VERY GOOD — Little or no maintenance required

More surface wear, or slight defectsshowing in lanes. Pop-outs, slightsurface scaling, partial loss of jointsealant, or isolated meander crack.Isolated manhole distress. Little or no maintenance required.

Slightscaling.

Isolatedspall at

manhole.

Partialloss ofjointsealant.

Isolatedmeander

crack, tightand well

sealed.

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RATING 7

GOOD — May require some routinesealing or maintenance

First signs of transverse cracking, patch-ing or repair; more extensive pop-outs orscaling; some manhole displacement,isolated heave or settlement. May needsome sealing or routine maintenance.

Recent full depthpavement repair.In very goodcondition.

Well sealedtransverse crack.Joint repairs ingood condition.

Transverse crack.Tight, soundpavement.

Extensive pop-outs. Pavementis unsightly but still providesgood level of service.

Residential street pavementin good condition after many years of service. Mayonly need periodic jointsealing maintenance.

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RATING 6

GOOD — Joint and crack sealing needed

First signs of corner cracking or shallowreinforcement. More frequent transversecracks. Open (1⁄4”) joints and cracks.Moderate scaling. Needs joint and cracksealing.

Severaltransverse

cracks. Tight orwell sealed.

Moderatescaling.Surface rust stain.

Indicates shallowreinforcing.

First signs ofcorner cracks.

Isolated, tight meander crack. Severalpop-outs. Remaining joints and cracks all tight and sound.

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RATING 5

FAIR — Partial depth patching andjoint repairs may be needed

First signs of joint or crack spalling, orfaulting. Multiple cracking at cornerswith broken pieces. Patching in faircondition. Surface texturing repairs maybe necessary. Some partial depth patch-ing and joint repairs may be needed.

First signs oftransverse jointfaulting. Grindingwill improve ride.

Faulting atlongitudinal jointand spalling alongjoint edge.

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Open cracks with edgespalling. Corner crack andbroken corner piece.

Isolated manhole problems andjoint spalling. Full depth repairrequired adjacent to manhole.

Patching in fair condition.


RATING 5

FAIR — (continued)Partial depth patching and joint repairs may be needed

Broken cornerpieces. Some

joint spalling.

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Severe scaling over extensive areas.Patching or overlay needed.

Spalling caused by shallow reinforcing steel.Temporary patching needs to be followed by extensive partial depth repairs.

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RATING 4

FAIR — Some full depth joint or crack repair required

Severe surface distress requires asphaltoverlay or extensive surface texturing.Multiple transverse cracks withspalling and broken pieces. Cornercracking with potholes or patches.Blowups. Some full depth joint orcrack repair required.

Wide open meander crack(1”) with edge spalling.Corner crack with spalling.

All joints show somedeterioration and spalling.

Multiple opentransverse cracks.Failed corner crack.Patches in faircondition.

Corner crackingdeveloped

into small hole;moderate

spalling oftransverse

crack.

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Moderatespalling attransverse joint.

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Moderate to severelongitudinal joint faulting.Transverse jointalso has spalling.

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RATING 3

POOR — Extensive full depthpatching plus some full slabreplacement required

Most joints and cracks are open (1”),spalled, or patched. D-cracking isevident. Severe (1”) faulting. Extensivefull depth patching required plus somefull slab replacement.

Joints and cracks badlyspalled. Patching is

failing. Full depthrepairs required.

D-cracking(discoloration) at

transverse joint andcorner cracking. Needs

full-depth repair.

Multiple transversecracks. Poor longitudinaljoint with spalling.

Failed joint needsreplacement.

Discoloration atjoints indicates

D-cracking. Slabreplacement needed.

Badly spalled joint and open crack.

Slab or jointreplacement needed.

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RATING 2

VERY POOR — Pavement recyclingand reconstruction necessary

Failed patches.Replace entireportion of lane.

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Closely spacedtransverse cracks andpoor longitudinaljoint. Replace slab.

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Severedeterioration.Requiresextensivereconstruction.

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Remove and replacepavement aroundmanhole and inlet.

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Extensive jointfailure. Majorrehabilitation orcomplete replace-ment needed.

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RATING 1

FAILED — Complete reconstruction necessary


Slab andpatch

failure.

Broken slabsrequire

completerebuilding.

Totalfailure.

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27

Inventory and field inspection

Most agencies routinely observeroadway conditions as a part of theirnormal work and travel. However, anactual inspection means looking at theentire roadway system as a whole andpreparing a written summary of condi-tions. This inspection has many benefitsover casual observations. It can behelpful to compare segments, andratings decisions are likely to be moreconsistent because the roadway systemis considered as a whole within arelatively short time.

An inspection also encourages areview of specific conditions importantin roadway maintenance, such as drain-age, adequate strength, and safety.

A simple written inventory is usefulin making decisions where other peopleare involved. You do not have to trustyour memory, and you can usuallyanswer questions in more detail.Having a written record also improvesyour credibility with the public.

Finally, a written inventory is veryuseful in documenting changing road-way conditions. Without records overseveral years, it is impossible to know ifyour overall road conditions are improv-ing, holding their own, or declining.

Annual budgets and long rangeplanning are best done when based onactual needs as documented with awritten inventory.

The Wisconsin DOT local roadinventory (WISLR) is a valuable resourcefor managing your local roads. AddingPASER surface condition ratings is animportant improvement.

Averaging and comparing sections

For evaluation, divide the local roadsystem into individual segments whichare similar in construction and condi-tion. Rural segments may vary from 1⁄2 mile to a mile long, while sections in urban areas will likely be 1-4 blocks

long or more. If you are starting withthe WISLR Inventory, the segmentshave already been established. You maywant to review them for consistentroad conditions. Obviously no roadwaysegment is entirely consistent. Also,individual pavements will not have allof the types of distress listed for anyparticular rating. They may have onlyone or two types. Therefore, some“averaging” is necessary.

The objective is to rate the conditionthat represents the majority of theroadway. Small or isolated conditionsshould not influence the rating. It isuseful to note special conditions on theinventory form so this information canbe used in project design. For example, some spot repairs may be required.

Occasionally pavement conditions will vary signifi-cantly. For example, shortsections of good condi-tion may be followed bysections of poor pave-ment conditions. In thiscase, it is best to rate thepavement according tothe worst conditions andnote the variation on theform.

The overall purpose ofcondition rating is to beable to compare eachsegment relative to all theother segments in yourroadway system. On com-pletion you should be ableto look at any two pave-ment segments and findthat the better surface hasa higher rating.

Within a given rating,say 6, not all pavementswill be exactly the same.However, they should allbe considered to be inbetter condition than thosewith lower ratings, say 5.

Sometimes it is helpful in rating adifficult segment to compare it to otherpreviously rated segments. For example,if it is better than one you rated 5, andworse than a typical 7, then a rating of6 is appropriate. Having all pavementsegments rated in the proper relativeorder is important and useful.

Assessing drainage conditions

Moisture and poor pavement drainageare significant factors in pavement dete-rioration. Some assessment of drainageconditions during pavement rating ishighly recommended. While you shouldreview drainage in detail at the projectlevel, at this stage simply include an

Practical advice on rating roads

Urban drainage. RATING: Excellent

Adequate rural ditch and gooderosion control. RATING: Good

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▼

Reshape terrace behindcurb to restore drainageand prevent damage tocurb and street.

RATING: Fair

Practical advice on rating roads28

shoulders should have a greater slope toimprove surface drainage.

Good drainage improves a pave-ment’s ability to resist pumping, faultingand joint damage. Some new concretepavements are being constructed with aspecial drainage layer and drain systemto reduce water-related deterioration.

These systems requireinspection and periodicmaintenance.

You should also checkcurb and gutter, culverts,and storm drain systems.Storm drainage systemsthat are silted in, have alarge accumulation ofdebris, or are in poorstructural condition willalso degrade pavementperformance.

The T.I.C. publication,Drainage Manual: LocalRoad Assessment andImprovement, describesthe elements of drainagesystems, depicts them indetailed photographs,

Flooding. Curband gutter need

reconstruction.

RATING: Poor

overview drainage evaluation at thesame time as you evaluate surfacecondition.

Look at the roadway crown andcheck for low surface areas that permitponding. Paved surfaces should haveapproximately a 2% cross slope orcrown across the roadway. Rural

and explains how to rate their condi-tion. Copies are available from the T.I.C.

Planning annual maintenance and repair budgets

We have found that relating a normalmaintenance or rehabilitation procedureto the surface rating scheme helps localofficials use the rating system. However,an individual surface rating should notautomatically dictate the final mainte-nance or rehabilitation technique.

You should consider safety, futuretraffic projections, original construction,and pavement strength since these maydictate a more comprehensive rehabilita-tion than the rating suggests. On theother hand, it may be appropriate underspecial conditions to do nothing and letthe pavement fully deteriorate, thenrebuild when funds are available.

Summary

Using local road funds most efficientlyrequires good planning and accurateidentification of appropriate rehabilita-tion projects. Assessing roadwayconditions is an essential first step in this process. This concrete pavementsurface condition rating procedure hasproved effective in improving decisionmaking and using roadway funds moreefficiently. It can be used directly bylocal officials and staff. It may becombined with additional testing anddata collection in a more comprehensivepavement management system.

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This manual is intended to assist local officials in understanding andrating the surface condition of concrete pavements. It describes typesand causes of distress and provides a simple system to visually ratepavement condition. The rating procedure can be used as conditiondata for the Wisconsin DOT local road inventory and as part of acomputerized pavement management system like PASERWARE.

Produced by the T.I.C. with support from the Federal HighwayAdministration, the Wisconsin Department of Transportation, and theUniversity of Wisconsin-Extension. The T.I.C., part of the nationwideLocal Technical Assistance Program (LTAP), is a Center of the College ofEngineering, Department of Engineering Professional Development,University of Wisconsin-Madison.

Copyright © 1989, 2002Wisconsin Transportation Information Center



Printed on recycled paper.

Contents

Introduction 2

Rigid pavement performance 2

Pavement conditions and defects 3

Evaluation 4

Surface defects 4

Joints 7

Pavement cracks 9

Pavement deformation 12


Rating system 16

Rating 10 & 9 — Excellent 17

Rating 8 — Very Good 18





Rating 3 — Poor 24

Rating 2— Very Poor 25

Rating 1 — Failed 26

Practical advice on rating roads 27

Pavement Surface Evaluation and Rating (PASER) Manuals

Asphalt PASER Manual, 2002, 28 pp.

Brick and Block PASER Manual, 2001, 8 pp.

Concrete PASER Manual, 2002, 28 pp.

Gravel PASER Manual, 2002, 20 pp.

Sealcoat PASER Manual, 2000, 16 pp.

Unimproved Roads PASER Manual, 2001, 12 pp.

Drainage ManualLocal Road Assessment and Improvement, 2000, 16 pp.

SAFER ManualSafety Evaluation for Roadways, 1996, 40 pp.

Flagger’s Handbook (pocket-sized guide), 1998, 22 pp.

Work Zone Safety, Guidelines for Construction, Maintenance, and Utility Operations, (pocket-sized guide), 2002, 58 pp.

Wisconsin Transportation Bulletins

#1 Understanding and Using Asphalt#2 How Vehicle Loads Affect Pavement Performance#3 LCC—Life Cycle Cost Analysis#4 Road Drainage#5 Gravel Roads#6 Using Salt and Sand for Winter Road Maintenance#7 Signing for Local Roads#8 Using Weight Limits to Protect Local Roads#9 Pavement Markings

#10 Seal Coating and Other Asphalt Surface Treatments#11 Compaction Improves Pavement Performance#12 Roadway Safety and Guardrail#13 Dust Control on Unpaved Roads#14 Mailbox Safety#15 Culverts-Proper Use and Installation#16 Geotextiles in Road Construction/Maintenance and Erosion Control#17 Managing Utility Cuts#18 Roadway Management and Tort Liability in Wisconsin#19 The Basics of a Good Road#20 Using Recovered Materials in Highway Construction#21 Setting Speed Limits on Local Roads



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