DISTRESS 

IDENTIFICATION 

MANUAL

for the 

Long-Term Pavement 

Performance Program

PUBLICATION NO. FHWA-HRT-13-092 Revised May 2014
The Long-Term Pavement Performance (LTPP) program has provided a wide variety of 

benefits related to field data collection equipment and procedures. It is estimated that 

90 percent of State highway agencies use LTPP data collection equipment or test methods. 

Numerous LTPP data collection procedures have been adopted by the American Association 

of State Highway and Transportation Officials (AASHTO) and industry, with the most 

widely implemented being this Distress Identification Manual for the Long-Term Pavement 

Performance Program (DIM) with thousands of requests for copies of the DIM being fulfilled. 

First issued in 1987, the DIM was developed to provide a consistent, uniform basis for 

collecting pavement distress data for the LTPP program. It has now been updated to this 

5th edition. 

The DIM provides a common language for describing cracks, potholes, rutting, spalling, 

and other pavement distresses being monitored by the LTPP program. Highway agencies 

at all levels of government can and are using the DIM to standardize pavement condition 

data collection, produce consistent pavement condition ratings, and train their pavement 

managers in data collection procedures. Implementation of the DIM enables highway 

agencies to collect data on roads without spending valuable resources developing their 

own nomenclature, definitions, severity levels, and measurement methods. It also allows a 

common understanding among practitioners of the definition of pavement distress features. 

The manual is divided into three sections, each focusing on a particular type of pavement: 

(1) asphalt concrete-surfaced, (2) jointed portland cement concrete (PCC), and 

(3) continuously reinforced PCC. Each distress is clearly labeled, described, and illustrated.

 

Jorge E. Pagán-Ortiz

 Director, Office of Infrastructure 

 Research and Development 

Notice

This document is disseminated under the sponsorship of the U.S. Department of 

Transportation in the interest of information exchange. The U.S. Government assumes 

no liability for its contents or use thereof. This report does not constitute a standard, 

specification, or regulation.

The U.S. Government does not endorse products or manufacturers. Trade and 

manufacturers’ names appear in this report only because they are considered essential to 

the object of the document.

Quality Assurance Statement

The Federal Highway Administration (FHWA) provides high-quality information to serve 

Government, industry, and the public in a manner that promotes public understanding. 

Standards and policies are used to ensure and maximize the quality, objectivity, utility, 

and integrity of its information. FHWA periodically reviews quality issues and adjusts its 

programs and processes to ensure continuous quality improvement. 

Foreword
1. Report No.

FHWA-HRT-13-092

2. Government Accession No. 3. Recipient’s Catalog No.

4. Title and Subtitle

Distress Identification Manual for the Long-Term Pavement Performance Program 

(Fifth Revised Edition)

5. Report Date

May 2014

6. Performing Organization Code

7. Author(s)

John S. Miller and William Y. Bellinger

8. Performing Organization Report No.

9. Performing Organization Name and Address

Office of Infrastructure Research and Development

Federal Highway Administration

6300 Georgetown Pike

McLean, VA 22101-2296

10. Work Unit No. (TRAIS)

11. Contract or Grant No.

12. Sponsoring Agency Name and Address

Office of Infrastructure Research and Development

Federal Highway Administration

6300 Georgetown Pike

McLean, VA 22101-2296

13. Type of Report and Period Covered

Manual

14. Sponsoring Agency Code

15. Supplementary Notes

The Technical Consultant was Aramis López.

16. Abstract

Accurate, consistent, and repeatable distress evaluation surveys can be performed by using the Distress Identification Manual 

for the Long-Term Pavement Performance Program. Color photographs and drawings illustrate the distresses found in three basic 

pavement types: asphalt concrete-surfaced, jointed (plain and reinforced) portland cement concrete, and continuously reinforced 

concrete. Drawings of the distress types provide a reference to assess their severity. Methods for measuring the size of distresses 

and for assigning severity levels are given. The manual also describes how to conduct the distress survey and measure cracks in 

the pavement. Sample forms for recording and reporting the data are included. The manual also tells how to calibrate and operate 

fault measurement devices.

17. Key Word

Distress, LTPP, Pavement, Cracking, Rutting, Faulting

18. Distribution Statement

Unlimited

19. Security Classif. (of this report)

Unclassified

20. Security Classif. (of this page)

Unclassified

21. No. of Pages

142

22. Price

Form DOT F 1700.7 (8-72) Reproduction of completed pages authorized

i
ii
Contents

iii

LIST OF FIGURES / v

LIST OF TABLES / ix

PREFACE / xi

A. Cracking / 3

1. Fatigue Cracking

2. Block Cracking

3. Edge Cracking

4. Longitudinal Cracking

4a. Wheel Path Longitudinal Cracking

4b. Non-Wheel Path Longitudinal 

Cracking

5. Reflection Cracking at Joints

6. Transverse Cracking

B. Patching and Potholes / 15

7. Patch/Patch Deterioration

8. Potholes

C. Surface Deformation / 21

9. Rutting

10. Shoving

D. Surface Defects / 25

11. Bleeding

12. Polished Aggregate

13. Raveling

E. Miscellaneous Distresses / 29

14. Lane-to-Shoulder Dropoff

15. Water Bleeding and Pumping

1

DISTRESSES FOR PAVEMENTS WITH ASPHALT CONCRETE 

SURFACES / 1

A. Cracking / 35

1. Corner Breaks

2. Durability Cracking (“D” Cracking)

3. Longitudinal Cracking

4. Transverse Cracking

B. Joint Deficiencies / 43

5. Joint Seal Damage

5a. Transverse Joint Seal Damage

5b. Longitudinal Joint Seal Damage

6. Spalling of Longitudinal Joints

7. Spalling of Transverse Joints

C. Surface Defects / 47

8. Map Cracking and Scaling

8a. Map Cracking

8b. Scaling

9. Polished Aggregate

10. Popouts

D. Miscellaneous Distresses / 51

11. Blowups

12. Faulting of Transverse Joints and 

Cracks

13. Lane-to-Shoulder Dropoff

14. Lane-to-Shoulder Separation

15. Patch/Patch Deterioration

16. Water Bleeding and Pumping

DISTRESSES FOR PAVEMENTS WITH JOINTED PORTLAND CEMENT 

CONCRETE SURFACES / 33

2
iv

A. Cracking / 61

1. Durability Cracking (“D” Cracking)

2. Longitudinal Cracking

3. Transverse Cracking

B. Surface Defects / 67

4. Map Cracking and Scaling

4a. Map Cracking

4b. Scaling

5. Polished Aggregate

6. Popouts

C. Miscellaneous Distresses / 71

7. Blowups

8. Transverse Construction Joint 

Deterioration

9. Lane-to-Shoulder Dropoff

10. Lane-to-Shoulder Separation

11. Patch/Patch Deterioration

12. Punchouts

13. Spalling of Longitudinal Joints

14. Water Bleeding and Pumping

15. Longitudinal Joint Seal Damage

DISTRESSES FOR PAVEMENTS WITH CONTINUOUSLY REINFORCED 

CONCRETE SURFACES / 59

GLOSSARY / 85

MANUAL FOR DISTRESS SURVEYS / 87

MANUAL FOR FAULTMETER MEASUREMENTS / 123

PROFILE MEASUREMENTS / 129

3

A

B

C
List of Figures

v

FIGURE 1

Measuring Crack Width in ACPs / 3

FIGURE 2

Effect on Severity Level of Block Cracking 

due to Associated Random Cracking / 3

FIGURE 3

Distress Type ACP 1—Fatigue Cracking / 4

FIGURE 4

Distress Type ACP 1—Chicken Wire/

Alligator Pattern Cracking Typical in Fatigue 

Cracking / 5

FIGURE 5

Distress Type ACP 1—Low Severity Fatigue 

Cracking / 5

FIGURE 6

Distress Type ACP 1—Moderate Severity 

Fatigue Cracking / 5

FIGURE 7

Distress Type ACP 1—High Severity Fatigue 

Cracking with Spalled Interconnected 

Cracks / 5

FIGURE 8

Distress Type ACP 2—Block Cracking / 6

FIGURE 9

Distress Type ACP 2—Block Cracking with 

Fatigue Cracking in the Wheel Paths / 6

FIGURE 10

Distress Type ACP 2—High Severity Block 

Cracking / 6

FIGURE 11

Distress Type ACP 3—Edge Cracking / 7

FIGURE 12

Distress Type ACP 3—Low Severity Edge 

Cracking / 7

FIGURE 13

Distress Type ACP 4—Longitudinal 

Cracking / 8

FIGURE 14

Distress Type ACP 4a—Moderate Severity 

Longitudinal Cracking in the Wheel Path / 9

FIGURE 15

Distress Type ACP 4b—High Severity Longitudinal Cracking not in the Wheel Path / 9

FIGURE 16

Distress Type ACP 5—Reflection Cracking 

at Joints / 10

FIGURE 17

Distress Type ACP 5—High Severity 

Reflection Cracking at Joints / 11

FIGURE 18

Distress Type ACP 6—Transverse Cracking 

ACPs / 12

FIGURE 19

Distress Type ACP 6—Low Severity

Transverse Cracking / 13

FIGURE 20

Distress Type ACP 6—Moderate Severity 

Transverse Cracking / 13

FIGURE 21

Distress Type ACP 6—High Severity 

Transverse Cracking / 13

FIGURE 22

Distress Type ACP 7—Patch/Patch 

Deterioration / 16

FIGURE 23

Distress Type ACP 7—Low Severity Patch / 17

FIGURE 24

Distress Type ACP 7—Low Severity Patch / 17

FIGURE 25

Distress Type ACP 7—High Severity Patch / 17

FIGURE 26

Distress Type ACP 8—Potholes / 18

FIGURE 27

Distress Type ACP 8—Low Severity Pothole / 19

FIGURE 28

Distress Type ACP 8—Moderate Severity 

Pothole / 19

FIGURE 29

Distress Type ACP 8—Moderate Severity 

Pothole, Close-up View / 19
vi

FIGURE 30

Distress Type ACP 8—High Severity 

Pothole, Close-up View / 19

FIGURE 31

Distress Type ACP 9—Rutting / 22

FIGURE 32

Distress Type ACP 9—Rutting / 22

FIGURE 33

Distress Type ACP 9—Standing Water in 

Ruts / 22

FIGURE 34

Distress Type ACP 10—Shoving / 23

FIGURE 35

Distress Type ACP 10—Shoving in 

Pavement Surface / 23

FIGURE 36

Distress Type ACP 11—Discoloration / 26

FIGURE 37

Distress Type ACP 11—Loss of Texture / 26

FIGURE 38

Distress Type ACP 11—Aggregate 

Obscured / 26

FIGURE 39

Distress Type ACP 12—Polished Aggregate / 27

FIGURE 40

Distress Type ACP 13—Loss of Fine 

Aggregate / 28

FIGURE 41

Distress Type ACP 13—Loss of Fine and 

Some Coarse Aggregate / 28

FIGURE 42

Distress Type ACP 13—Loss of Coarse 

Aggregate / 28

FIGURE 43

Distress Type ACP 14—Lane-to-Shoulder 

Dropoff / 30

FIGURE 44

Distress Type ACP 14—Lane-to-Shoulder 

Dropoff / 30

FIGURE 45

Distress Type ACP 15—Water Bleeding and 

Pumping / 31

FIGURE 46

Distress Type ACP 15—Fine Material Left on 

Surface by Water Bleeding and Pumping / 31

FIGURE 47

Measuring Widths of Spalls and Cracks in 

JCP / 35

FIGURE 48

Distress Type JCP 1—Corner Breaks/ 36

FIGURE 49

Distress Type JCP 1—Low Severity Corner 

Break / 36

FIGURE 50

Distress Type JCP 1—Moderate Severity 

Corner Break / 36

FIGURE 51

Distress Type JCP 2—“D” Cracking / 37

FIGURE 52

Distress Type JCP 2—Moderate Severity “D” 

Cracking with Well-Defined Pattern / 37

FIGURE 53

Distress Type JCP 2—High Severity “D” 

Cracking with Loose and Missing Material / 37

FIGURE 54

Distress Type JCP 3—Longitudinal Cracking / 38

FIGURE 55

Distress Type JCP 3—Low Severity 

Longitudinal Cracking / 39

FIGURE 56

Distress Type JCP 3—Moderate Severity 

Longitudinal Cracking / 39

FIGURE 57

Distress Type JCP 3—High Severity 

Longitudinal Cracking / 39

FIGURE 58

Distress Type JCP 4—Transverse Cracking / 40

FIGURE 59

Distress Type JCP 4—Moderate Severity 

Transverse Cracking / 41

FIGURE 60

Distress Type JCP 4—High Severity 

Transverse Cracking / 41
vii

FIGURE 61

Distress Type JCP 5—Low Severity Joint 

Seal Damage / 44

FIGURE 62

Distress Type JCP 5—Moderate Severity 

Joint Seal Damage / 44

FIGURE 63

Distress Type JCP 6—Spalling of 

Longitudinal Joints / 45

FIGURE 64

Distress Type JCP 6—Low Severity Spalling 

of Longitudinal Joint / 45

FIGURE 65

Distress Type JCP 6—High Severity Spalling 

of Longitudinal Joint / 45

FIGURE 66

Distress Type JCP 7—Spalling of Transverse 

Joints / 46

FIGURE 67

Distress Type JCP 7—Moderate Severity 

Spalling of Transverse Joint, Far View / 46

FIGURE 68

Distress Type JCP 7—Moderate Severity 

Spalling of Transverse Joint, Close-up 

View / 46

FIGURE 69

Distress Type JCP 8a—Map Cracking / 48

FIGURE 70

Distress Type JCP 8b—Scaling / 48

FIGURE 71

Distress Type JCP 8b—Scaling, Close-up 

View / 48

FIGURE 72

Distress Type JCP 9—Polished Aggregate 

/ 49

FIGURE 73

Distress Type JCP 10—Popouts / 50

FIGURE 74

Distress Type JCP 10—A Popout / 50

FIGURE 75

Distress Type JCP 11—Blowups / 52

FIGURE 76

Distress Type JCP 11—A Blowup / 52

FIGURE 77

Distress Type JCP 12—Faulting of 

Transverse Joints and Cracks / 53

FIGURE 78

Distress Type JCP 12—Faulting of 

Transverse Cracks / 53

FIGURE 79

Distress Type JCP 13—Lane-to-Shoulder 

Dropoff / 54

FIGURE 80

Distress Type JCP 13—Lane-to-Shoulder 

Dropoff / 54

FIGURE 81

Distress Type JCP 14—Lane-to-Shoulder 

Separation / 55

FIGURE 82

Distress Type JCP 14—Poorly Sealed Laneto-Shoulder Separation / 55

FIGURE 83

Distress Type JCP 14—Well-Sealed Lane-toShoulder Separation / 55

FIGURE 84

Distress Type JCP 15—Patch/Patch 

Deterioration / 56

FIGURE 85

Distress Type JCP 15—Small, Low Severity 

AC Patch / 56

FIGURE 86

Distress Type JCP 15—Large, Low Severity 

AC Patch / 57

FIGURE 87

Distress Type JCP 15—Large, High Severity 

AC Patch / 57

FIGURE 88

Distress Type JCP 15—Large, Low Severity 

PCC Patch / 57

FIGURE 89

Distress Type JCP 16—Water Bleeding and 

Pumping / 58

FIGURE 90

Distress Type CRCP 1—“D” Cracking / 62
viii

FIGURE 91

Distress Type CRCP 1—Moderate Severity 

“D” Cracking at Transverse Crack / 62

FIGURE 92

Distress Type CRCP 1—High Severity “D” 

Cracking at Longitudinal Joint / 62

FIGURE 93

Distress Type CRCP 2—Longitudinal 

Cracking / 63

FIGURE 94

Distress Type CRCP 2—Low Severity 

Longitudinal Cracking / 63

FIGURE 95

Distress Type CRCP 2—High Severity 

Longitudinal Cracking / 63

FIGURE 96

Distress Type CRCP 3—Transverse Cracking 

/ 64

FIGURE 97

Distress Type CRCP 3—Transverse Cracking 

Pattern / 64

FIGURE 98

Distress Type CRCP 3—Low Severity 

Transverse Cracking / 65

FIGURE 99

Distress Type CRCP 3—Moderate Severity 

Transverse Cracking / 65

FIGURE 100

Distress Type CRCP 3—High Severity 

Transverse Cracking / 65

FIGURE 101

Distress Type CRCP 4a—Map Cracking 

Attributable to Alkali-Silica Reactivity / 68

FIGURE 102

Distress Type CRCP 4b—Scaling / 68

FIGURE 103

Distress Type CRCP 5—Polished Aggregate 

/ 69

FIGURE 104

Distress Type CRCP 6—Popouts / 70

FIGURE 105

Distress Type CRCP 6—Popouts / 70

FIGURE 106

Distress Type CRCP 7—Blowups / 72

FIGURE 107

Distress Type CRCP 7—A Blowup / 72

FIGURE 108

Distress Type CRCP 7—Close-up View of a 

Blowup / 72

FIGURE 109

Distress Type CRCP 7—Exposed Steel in a 

Blowup / 72

FIGURE 110

Distress Type CRCP 8—Transverse 

Construction Joint Deterioration / 73

FIGURE 111

Distress Type CRCP 8—Low Severity 

Transverse Construction Joint Deterioration 

/ 73

FIGURE 112

Distress Type CRCP 8—Moderate Severity 

Transverse Construction Joint Deterioration 

/ 73

FIGURE 113

Distress Type CRCP 8—Low Severity 

Transverse Construction Joint Deterioration 

/ 73

FIGURE 114

Distress Type CRCP 9—Lane-to-Shoulder 

Dropoff / 74

FIGURE 115

Distress Type CRCP 9—Lane-to-Shoulder 

Dropoff / 74

FIGURE 116

Distress Type CRCP 10—Lane-to-Shoulder 

Separation / 75

FIGURE 117

Distress Type CRCP 10—Close-up View of 

a Lane-to-Shoulder Separation / 75

FIGURE 118

Distress Type CRCP 11—Patch/Patch 

Deterioration / 76

FIGURE 119

Distress Type CRCP 11—Small, Low 

Severity AC Patch / 76
ix

FIGURE 120

Distress Type CRCP 11—Low Severity AC 

Patch / 77

FIGURE 121

Distress Type CRCP 11—Moderate Severity 

AC Patch / 77

FIGURE 122

Distress Type CRCP 11—Low Severity PCC 

Patch / 77

FIGURE 123

Distress Type CRCP 12—Punchouts / 78

FIGURE 124

Distress Type CRCP 12—Low Severity 

Punchout / 78

FIGURE 125

Distress Type CRCP 12—Moderate Severity 

Punchouts / 79

FIGURE 126

Distress Type CRCP 12—High Severity 

Punchouts / 79

FIGURE 127

Distress Type CRCP 13—Spalling of 

Longitudinal Joints / 80

FIGURE 128

Distress Type CRCP 13—Close-up View 

of Low Severity Spalling of a Longitudinal 

Joint / 81

FIGURE 129

Distress Type CRCP 13—Low Severity 

Spalling of a Longitudinal Joint / 81

FIGURE 130

Distress Type CRCP 13—Moderate Severity 

Spalling of a Longitudinal Joint / 81

FIGURE 131

Distress Type CRCP 14—Water Bleeding 

and Pumping / 82

FIGURE 132

Distress Type CRCP 14—Close-up View of 

Water Bleeding and Pumping / 82

FIGURE 133

Distress Type CRCP 15—Longitudinal Joint 

Seal Damage / 83

APPENDIX A

FIGURE 134

Test Section Limits for Surveys—Asphalt 

Surface / 89

FIGURE 135

Test Section Limits for Surveys—Concrete 

Surface / 89

FIGURE 136

Locating Wheel Paths in ACP / 91

FIGURE 137

Distress Map Symbols for ACPs / 92

FIGURE 138

Example Map of First 30.5 m of ACP 

Section / 92

FIGURE 139

Distress Map Symbols for JCPs / 94

FIGURE 140

Example Map of First 30.5 m of a JCP 

Section / 95

FIGURE 141

Distress Map Symbols for CRCPs / 97

FIGURE 142

Example Map of First 30.5 m of a CRCP 

Section / 98

APPENDIX B

FIGURE 143

The Georgia Faultmeter in Use / 124

LIST OF TABLES

TABLE 1

ACP Distress Types / 1

TABLE 2

JCP Distress Types / 33

TABLE 3

CRCP Distress Types / 59

Preface

xi

The Strategic Highway Research Program (SHRP) was created as a 5-year program. The 

goals of SHRP’s Long-Term Pavement Performance (LTPP) Program, however, required 

additional years of research. To meet these goals, LTPP was transferred from SHRP to the 

Federal Highway Administration (FHWA) of the U.S. Department of Transportation on 

July 1, 1992, in accordance with the mandate of the Intermodal Surface Transportation 

Efficiency Act of 1991.

The first SHRP Distress Identification Manual for the Long-Term Pavement Performance Studies (DIM) 

(1987) was authored by Kurt D. Smith, Michael I. Darter, Kathleen T. Hall, and J. Brent 

Rauhut. Support for that work was provided by FHWA under Contract No. DTFH61-

85-C-0095 as part of a transition plan to support planned implementation of LTPP 

monitoring, pending SHRP funding authorization by Congress.

A second DIM version (1990) was developed by Karen Benson, Humberto Castedo, and 

Dimitrios G. Goulias, with guidance and support from W. R. Hudson. Support for the 

revision work was provided by SHRP as a part of Contract No. SHRP-87-P001.

Third and fourth versions were developed by John S. Miller, Richard Ben Rogers, 

and Gonzalo R. Rada, with guidance and support from William Yeadon Bellinger of 

FHWA. Guidance was also provided by the SHRP Distress Identification Manual Expert 

Task Group.

Valuable information, materials, and technical support were provided by the National 

Association of Australian State Road Authorities; Ontario Ministry of Transportation and 

Communications; American Public Works Association; the Asphalt Institute; the Kentucky 

Transportation Cabinet; the Michigan Department of Transportation; the Mississippi State 

Highway Department; the Missouri Highway and Transportation Department; the North 

Carolina Department of Transportation; the Pennsylvania Department of Transportation; 

the Texas Department of Transportation; and the Washington State Department 

of Transportation.

This fifth version is the result of many years of practical experience using the previous 

versions. It incorporates refinements, changes, and LTPP directives that have occurred 

over time.

GUIDANCE TO LTPP USERS

Please follow the guidelines in appendix A (“Manual for Distress Surveys”) to ensure the 

data collected will be comparable to other LTPP data. Sample data collection sheets are 

included in the appendix. As you evaluate a section of roadway, keep the manual handy to 

determine the type and severity of distress, and find the definition and illustration that best 

matches the pavement section being surveyed.

Appendix B describes how to use the Georgia digital faultmeter. 

For more assistance in the identification of pavement distress, contact FHWA’s 

LTPP program.
xii

GUIDANCE TO OTHER USERS

As a pavement distress dictionary, this manual will improve communications within the 

pavement community by fostering more uniform and consistent definitions of pavement 

distress. Highway agencies, airports, parking facilities, and others with significant investment 

in pavements will benefit from adopting a standard distress language.

Colleges and universities will use this manual in highway engineering courses. It also serves 

as a valuable training tool for highway agencies. Now when a distress is labeled “high severity 

fatigue cracking,” for example, it is clear exactly what is meant. Repairs can be planned and 

executed more efficiently, saving the highway agency crew time and money.

Although not specifically designed as a pavement management tool, the Distress Identification 

Manual can play an important role in a State’s pavement management program by ridding 

reports of inconsistencies and variations caused by a lack of standardized terminology. 

Most pavement management programs do not need to collect data at the level of detail and 

precision required for the LTPP program, nor are the severity levels used in the manual 

necessarily appropriate for all pavement management situations. Thus, you may choose to 

modify the procedures (but not the definitions) contained in the manual to meet your specific 

needs, taking into account the desired level of detail, accuracy and timeliness of information, 

available resources, and predominant types of distress within the study area.
1

DISTRESSES 

FOR 

PAVEMENTS 

WITH 

ASPHALT 

CONCRETE 

SURFACES

1

This section covers asphalt concrete-surfaced pavements (ACP), including ACP overlays on 

either asphalt concrete (AC) or portland cement concrete (PCC) pavements. Each of the 

distresses has been grouped into one of the following categories:

A. Cracking.

B. Patching and potholes. 

C. Surface deformation. 

D. Surface defects.

E. Miscellaneous distresses.

Table 1 summarizes the various types of distress and unit of measurement. Some distresses 

also have defined severity levels.

TABLE 1. ACP Distress Types.

DISTRESS TYPE UNIT OF MEASURE

DEFINED 

SEVERITY 

LEVELS?

A. Cracking / 3

1. Fatigue cracking Square meters Yes

2. Block cracking Square meters Yes

3. Edge cracking Meters Yes

4. Longitudinal cracking

4a. Wheel path longitudinal cracking Meters Yes

4b. Non-wheel path longitudinal cracking Meters Yes

5. Reflection cracking at joints Not measured N/A

6. Transverse cracking Number, meters Yes

B. Patching and Potholes / 15

7. Patch/patch deterioration Number, square meters Yes

8. Potholes Number, square meters Yes

C. Surface Deformation / 21

9. Rutting Millimeters No

10. Shoving Number, square meters No

D. Surface Defects / 25

11. Bleeding Square meters No

12. Polished aggregate Square meters No

13. Raveling Square meters No

E. Miscellaneous Distresses / 29

14. Lane-to-shoulder dropoff Not measured N/A

15. Water bleeding and pumping Number, meters No

A

Cracking

3

This section includes the following distresses:

1. Fatigue cracking.

2. Block cracking.

3. Edge cracking.

4. Longitudinal cracking.

4a. Wheel path longitudinal cracking.

4b. Non-wheel path longitudinal cracking.

5. Reflection cracking at joints.

6. Transverse cracking.

Measurement of crack width is illustrated in figure 1. Figure 2 depicts the effect on severity 

level of a crack, in this case block cracking, due to associated random cracking.

Figure 1

Measuring Crack Width in ACPs.

Figure 2

Effect on Severity Level of Block Cracking due to Associated Random Cracking.
4

ASPHALT 

CONCRETE 

SURFACES

1 FATIGUE CRACKING

Description

Occurs in areas subjected to repeated traffic loadings (wheel paths). Can be a series of 

interconnected cracks in early stages of development. Develops into many-sided, sharpangled pieces, usually less than 0.3 m on the longest side, characteristically with a chicken 

wire/alligator pattern in later stages.

Must have a quantifiable area.

Severity Levels

LOW

An area of cracks with no or only a few connecting cracks; cracks are not spalled or 

sealed; and pumping is not evident.

MODERATE

An area of interconnected cracks forming a complete pattern; cracks may be slightly 

spalled; cracks may be sealed; and pumping is not evident.

HIGH

An area of moderately or severely spalled interconnected cracks forming a complete 

pattern; pieces may move when subjected to traffic; cracks may be sealed; and pumping 

may be evident.

How to Measure

Record affected area at each severity level in square meters. If different severity levels 

existing within an area cannot be distinguished, rate the entire area at the highest severity 

present. Where fatigue and edge cracking exist and overlap in the same area, both should 

be rated.

Note: An area of short closely spaced (< 0.3 m) transverse cracks in the wheel path should be 

recorded as fatigue cracking.

Figure 3

Distress Type ACP 1—Fatigue Cracking. 
5

Cracking

Figure 4

Distress Type ACP 1—Chicken Wire/

Alligator Pattern Cracking Typical in 

Fatigue Cracking.

Figure 5

Distress Type ACP 1—Low Severity 

Fatigue Cracking.

Figure 6

Distress Type ACP 1—Moderate Severity 

Fatigue Cracking.

Figure 7

Distress Type ACP 1—High Severity 

Fatigue Cracking with Spalled 

Interconnected Cracks.
BLOCK CRACKING

Description

A pattern of cracks that divides the pavement into approximately rectangular pieces. 

Rectangular blocks range in size from approximately 0.1 to 10 m2.

Severity Levels

LOW

Cracks with a mean width ≤ 6 mm or sealed cracks with sealant material in good 

condition and with a width that cannot be determined.

MODERATE

Cracks with a mean width > 6 mm and ≤ 19 mm or any crack with a mean width 

≤ 19 mm and adjacent low severity random cracking. Random cracking should be 

considered adjacent when it is within 0.3 m of the primary distress.

HIGH

Cracks with a mean width > 19 mm or any crack with a mean width ≤ 19 mm and 

adjacent moderate to high severity random cracking. Random cracking should be 

considered adjacent when it is within 0.3 m of the primary distress.

How to Measure

Record the affected area at each severity level in square meters. If fatigue cracking exists 

within the block cracking area, the area of block cracking is reduced by the area of fatigue 

cracking. Longitudinal boundary cracks in a block cracking area are not rated separately. 

An occurrence should be at least 15 m long before rating as block cracking. Where block 

and edge cracking exist and overlap, both should be rated.

6

ASPHALT 

CONCRETE 

SURFACES

2

Figure 8

Distress Type ACP 2—Block Cracking. 

Figure 9

Distress Type ACP 2—Block Cracking 

with Fatigue Cracking in the Wheel Paths.

Figure 10

Distress Type ACP 2—High Severity 

Block Cracking. 
7

3

Cracking

EDGE CRACKING

Description

Applies only to pavements with unpaved shoulders. Crescent-shaped cracks or fairly 

continuous cracks which intersect the pavement edge and are located within 0.6 m of 

the pavement edge adjacent to the shoulder. Includes longitudinal cracks outside of the 

wheel path and within 0.6 m of the pavement edge.

Severity Levels

LOW

Cracks with no breakup or loss of material.

MODERATE

Cracks with some breakup and loss of material for up to 10 percent of the length of the 

affected portion of the pavement.

HIGH

Cracks with considerable breakup and loss of material for more than 10 percent of the 

length of the affected portion of the pavement.

How to Measure

Record length in meters of pavement edge affected at each severity level. The combined 

quantity of edge cracking cannot exceed the length of the section. Where edge cracking 

and fatigue or block cracking exist and overlap in the same area, both should be rated.

Figure 11

Distress Type ACP 3—Edge Cracking.

Figure 12

Distress Type ACP 3—Low Severity Edge Cracking.
8

ASPHALT 

CONCRETE 

SURFACES

4 LONGITUDINAL CRACKING

Description

Cracks predominantly parallel to pavement centerline. Location within the lane (wheel 

path versus non-wheel path) is significant.

Severity levels

LOW

A crack with a mean width ≤ 6 mm or a sealed crack with sealant material in good 

condition and with a width that cannot be determined.

MODERATE

Any crack with a mean width > 6 mm and ≤ 19 mm or any crack with a mean width 

≤ 19 mm and adjacent low severity random cracking. Random cracking should be 

considered adjacent when it is within 0.3 m of the primary distress.

HIGH

Any crack with a mean width > 19 mm or any crack with a mean width ≤ 19 mm 

and adjacent moderate to high severity random cracking. Random cracking should be 

considered adjacent when it is within 0.3 m of the primary distress.

Figure 13

Distress Type ACP 4—Longitudinal Cracking.
9

Cracking

How to Measure

Record separately.

4A. WHEEL PATH LONGITUDINAL CRACKING

Record the length in meters of longitudinal cracking within the defined wheel paths at 

each severity level.

Record the length in meters of longitudinal cracking with sealant in good condition at 

each severity level. Sealant is not considered to be in good condition unless at least 1 m 

of continuous sealant in good condition is present. In cases where a crack is less than 

1 m in length, the sealant must be present and in good condition over the entire length 

of the crack. Any wheel path longitudinal crack that has associated random cracking or 

meanders and has a quantifiable area is rated as fatigue cracking. 

4B. NON-WHEEL PATH LONGITUDINAL CRACKING

Record the length in meters of longitudinal cracking not located in the defined wheel 

paths at each severity level.

Record the length in meters of longitudinal cracking with sealant in good condition at 

each severity level. Sealant is not considered to be in good condition unless at least 1 m 

of continuous sealant in good condition is present.

Figure 14

Distress Type ACP 4a—Moderate Severity Longitudinal Cracking in the Wheel Path.

Figure 15

Distress Type ACP 4b—High Severity Longitudinal Cracking not in the Wheel Path.
10

ASPHALT 

CONCRETE 

SURFACES

5 REFLECTION CRACKING AT JOINTS

Description

Cracks in AC overlay surfaces that occur over joints in concrete pavements.

Note: The slab dimensions beneath the AC surface must be known to identify reflection 

cracks at joints.

Severity Levels

LOW

An unsealed crack with a mean width ≤ 6 mm or a sealed crack with sealant material in 

good condition and with a width that cannot be determined.

MODERATE

Any crack with a mean width > 6 mm and ≤ 19 mm or any crack with a mean width 

≤19 mm and adjacent low severity random cracking.

HIGH

Any crack with a mean width > 19 mm or any crack with a mean width ≤ 19 mm and 

adjacent moderate to high severity random cracking. 

Figure 16

Distress Type ACP 5—Reflection Cracking at Joints. 
11

Cracking

How to Measure

Recorded as longitudinal cracking (ACP 4) or transverse cracking (ACP 6) on 

LTPP surveys.

Figure 17

Distress Type ACP 5—High Severity Reflection Cracking at Joints.
12

ASPHALT 

CONCRETE 

SURFACES

6 TRANSVERSE CRACKING

Description

Cracks that are predominantly perpendicular to pavement centerline.

Severity Levels

LOW

An unsealed crack with a mean width ≤ 6 mm or a sealed crack with sealant material in 

good condition and with a width that cannot be determined.

MODERATE

Any crack with a mean width > 6 mm and ≤ 19 mm or any crack with a mean width 

≤ 19 mm and adjacent low severity random cracking. Random cracking should be 

considered adjacent when it is within 0.3 m of the primary distress.

HIGH

Any crack with a mean width > 19 mm or any crack with a mean width ≤ 19 mm 

and adjacent moderate to high severity random cracking. Random cracking should be 

considered adjacent when it is within 0.3 m of the primary distress.

Figure 18

Distress Type ACP 6—Transverse Cracking ACPs.
13

Cracking

How to Measure

Record the number and length (in meters) of transverse cracks at each severity level. Rate 

the entire transverse crack at the highest severity level present for at least 10 percent of 

the total length of the crack.

Also record length (in meters) of transverse cracks with sealant in good condition at each 

severity level.

Note: The length recorded is the total length of the well-sealed crack and is assigned to 

the severity level of the crack. Record only when the sealant is in good condition for at 

least 90 percent of the length of the crack.

If the transverse crack extends through an area of fatigue cracking, the length of the 

crack within the fatigue area is not counted. The crack is treated as a single transverse 

crack but at a reduced length. Transverse saw cuts on a “saw and seal” treated AC test 

section are rated as transverse cracks.

Cracks less than 0.3 m in length are not recorded.

Figure 19

Distress Type ACP 6—Low Severity

Transverse Cracking.

Figure 20

Distress Type ACP 6—Moderate Severity Transverse 

Cracking.

Figure 21

Distress Type ACP 6—High Severity Transverse

Cracking.

B

Patching and 

Potholes

15

This section includes the following distresses:

7. Patch/patch deterioration.

8. Potholes.
16

ASPHALT 

CONCRETE 

SURFACES

7 PATCH/PATCH DETERIORATION

Description

Portion of pavement surface greater than or equal to 0.1 m2 that has been removed and 

replaced or additional material applied to the pavement after original construction.

Severity Levels

LOW

Patch has, at most, low severity distress of any type including rutting < 6 mm. Pumping 

is not evident, and there is no loss of patching material.

MODERATE

Patch has moderate severity distress of any type or rutting from 6 to 12 mm; pumping is 

not evident.

HIGH

Patch has high severity distress of any type including rutting > 12 mm, or the patch has 

additional different patch material within it. Pumping may be evident.

How to Measure

Record the number of patches and square meters of affected surface area at each severity 

level. Surface patches are limited to those with patching material that contain aggregate. 

If a surface patch has worn away, revealing an underlying distress, or if the underlying 

distress has reflected through the surface patch and the distress’ existence can be verified 

on prior surveys, then also rate the distress. Any new distress in the original pavement 

layer in the patched area should also be rated. Distresses in the patched area affect the 

severity level of the patch. Patches with no distress are rated low severity. Applications 

of sealant without aggregate are not to be recorded as patches. These should be drawn 

on the map sheets and recorded on the distress survey sheets as distress type 16 Other 

provided that they exceed 0.1 m2.

Note: Any distress in the boundary of the patch is included in rating the patch. Rutting 

(settlement) may be at the perimeter or interior of the patch.

Figure 22

Distress Type ACP 7—Patch/Patch Deterioration.
17

Patching and 

Potholes

Figure 23

Distress Type ACP 7—Low Severity Patch.

Figure 24

Distress Type ACP 7—Low Severity Patch.

Figure 25

Distress Type ACP 7—High Severity Patch.
18

ASPHALT 

CONCRETE 

SURFACES

8 POTHOLES

Description

Bowl-shaped holes of various sizes in the pavement surface. Minimum plan dimension 

is 150 mm. Circular potholes should have a minimum diameter of 150 mm. A 150-mmdiameter circle should fit inside irregular-shaped potholes.

Severity Levels

LOW

< 25 mm deep.

MODERATE

25 to 50 mm deep.

HIGH

> 50 mm deep.

How to Measure

Record the number of potholes and square meters of affected area at each severity level. 

Pothole depth is the maximum depth below pavement surface. If a pothole occurs within 

an area of fatigue cracking, the area of fatigue cracking is reduced by the area of the 

pothole. The minimum area for a pothole is about 0.02 m2. The actual plan dimensions 

and the actual area of the pothole shall be recorded on the distress map sheets. Potholes 

not meeting minimum plan dimension are to be drawn on the distress map sheets and 

commented on but not included in the measurement summaries.

Figure 26

Distress Type ACP 8—Potholes.
19

Patching and 

Potholes

Figure 27

Distress Type ACP 8—Low Severity Pothole.

Figure 28

Distress Type ACP 8—Moderate 

Severity Pothole.

Figure 29

Distress Type ACP 8—Moderate Severity Pothole, Close-up View.

Figure 30

Distress Type ACP 8—High Severity Pothole, Close-up View.

C

Surface 

Deformation

21

This section includes the following types of surface deformations:

9. Rutting.

10. Shoving.
22

ASPHALT 

CONCRETE 

SURFACES

9 RUTTING

Description

A longitudinal surface depression in the wheel path. It may have associated 

transverse displacement.

Severity Levels

Not applicable. Severity levels could be defined by categorizing the measurements taken. 

A record of the measurements taken is much more desirable because it is more accurate 

and repeatable than are severity levels.

How to Measure

Specific Pavement Studies (SPS)-3 only. Record the maximum rut depth to the 

nearest millimeter at 15.25-m intervals for each wheel path, as measured with a 1.2-m 

straight edge.

All other LTPP sections: Transverse profile is measured with a Dipstick® profiler at 

15.25-m intervals. 

Figure 31

Distress Type ACP 9—Rutting.

Figure 32

Distress Type ACP 9—Rutting.

Figure 33

Distress Type ACP 9—Standing Water in Ruts.
23

10

Surface 

Deformation

SHOVING

Description

A longitudinal displacement of a localized area of the pavement surface. It is generally 

caused by braking or accelerating vehicles and is usually located on hills or curves or at 

intersections. It may have associated vertical displacement.

Severity Levels

Not applicable. However, severity levels can be defined by the relative effect of shoving 

on ride quality.

How to Measure

Record the number of occurrences and square meters of affected surface area.

Figure 34

Distress Type ACP 10—Shoving.

Figure 35

Distress Type ACP 10—Shoving in Pavement Surface.

D

Surface Defects

25

This section includes the following types of surface defects:

11. Bleeding.

12. Polished aggregate.

13. Raveling.

 Note: Surface defects can coexist with cracking distresses.
BLEEDING

Description

Excess bituminous binder occurring on the pavement surface, usually found in the wheel 

paths. May range from a surface discolored relative to the remainder of the pavement, to 

a surface that is losing surface texture because of excess asphalt, to a condition where the 

aggregate may be obscured by excess asphalt possibly with a shiny, glass-like, reflective 

surface that may be tacky to the touch.

Severity Levels

Not applicable. The presence of bleeding indicates potential mixture-related performance 

problems. Extent is sufficient to monitor any progression.

How to Measure

Record square meters of surface area that are affected.

Note: Preventative maintenance treatments (i.e., slurry seals, chip seals, fog seals, etc.) 

exhibit bleeding characteristics at times. These occurrences should be noted but not rated 

as bleeding.

26

ASPHALT 

CONCRETE 

SURFACES

11

Figure 36

Distress Type ACP 11—Discoloration.

Figure 37

Distress Type ACP 11—Loss of Texture.

Figure 38

Distress Type ACP 11— Aggregate 

Obscured.
27

12

Surface Defects

POLISHED AGGREGATE 

Description

Surface binder worn away to expose coarse aggregate.

Severity Levels

Not applicable. However, the degree of polishing may be reflected in a reduction of 

surface friction.

How to Measure

Record square meters of the affected surface area. Polished aggregate should not be 

rated on test sections that have received a preventive maintenance treatment that has 

covered the original pavement surface. 

Figure 39

Distress Type ACP 12—Polished Aggregate.
28

ASPHALT 

CONCRETE 

SURFACES

13 RAVELING

Description

Wearing away of the pavement surface caused by the dislodging of aggregate 

particles and loss of asphalt binder. Raveling ranges from loss of fines to loss of 

some coarse aggregate and ultimately to a very rough and pitted surface with obvious 

loss of aggregate.

Severity Levels

Not applicable. The presence of raveling indicates potential mixture-related performance 

problems. Extent is sufficient to monitor any progression.

How to Measure

Record square meters of the affected surface. Raveling should not be rated on chip seals.

Figure 40

Distress Type ACP 13—Loss of Fine Aggregate.

Figure 41

Distress Type ACP 13—Loss of Fine and Some 

Coarse Aggregate.

Figure 42

Distress Type ACP 13—Loss of Coarse Aggregate. 
E

Miscellaneous 

Distresses

29

This section includes the following distresses:

14. Lane-to-shoulder dropoff.

15. Water bleeding and pumping.
30

ASPHALT 

CONCRETE 

SURFACES

14 LANE-TO-SHOULDER DROPOFF

Description

Difference in elevation between the traveled surface and the outside shoulder. 

Typically occurs when the outside shoulder settles as a result of pavement layer 

material differences.

Severity Level

Not applicable. Severity levels could be defined by categorizing the measurements taken. 

A record of the measurements taken is much more desirable, however, because it is more 

accurate and repeatable than severity levels.

How to Measure

Not recorded in LTPP surveys, but should be noted. 

Figure 43

Distress Type ACP 14—Lane-to-Shoulder Dropoff. 

Figure 44

Distress Type ACP 14—Lane-to-Shoulder Dropoff.
31

Miscellaneous 

Distresses

15 WATER BLEEDING AND PUMPING

Description

Seeping or ejection of water from beneath the pavement through cracks. In some cases, 

it is detectable by deposits of fine material left on the pavement surface, which were 

eroded (pumped) from the support layers and have stained the surface.

Severity Levels

Not applicable. Severity levels are not used because the amount and degree of water 

bleeding and pumping changes with varying moisture conditions.

How to Measure

Record the number of occurrences of water bleeding and pumping and the length of 

affected pavement, with a minimum length of 1 m.

Note: Water bleeding and pumping is measured longitudinally along the length of the 

test section. The combined length of water bleeding and pumping cannot exceed the 

length of the test section.

Figure 45

Distress Type ACP 15—Water Bleeding and Pumping.

Figure 46

Distress Type ACP 15—Fine Material Left on Surface by Water Bleeding and Pumping.

2

33

DISTRESSES 

FOR 

PAVEMENTS 

WITH 

JOINTED 

PORTLAND 

CEMENT 

CONCRETE 

SURFACES

This section covers jointed (plain and reinforced) portland cement concrete-surfaced 

pavements (JCP), including jointed concrete overlays on PCC pavements. Each of the 

distresses has been grouped into one of the following categories:

A. Cracking.

B. Joint deficiencies.

C. Surface defects.

D. Miscellaneous distresses.

Table 2 summarizes the various types of distress and unit of measurement. Some distresses 

also have defined severity levels. 

TABLE 2. JCP Distress Types.

DISTRESS TYPE UNIT OF MEASURE

DEFINED 

SEVERITY 

LEVELS?

A. Cracking / 35

1. Corner breaks Number Yes

2. Durability cracking (“D” cracking) Number of slabs, square meters Yes

3. Longitudinal cracking Meters Yes

4. Transverse cracking Number, meters Yes

B. Joint Deficiencies / 43

5. Joint seal damage

5a. Transverse joint seal damage Number Yes

5b. Longitudinal joint seal damage Number, meters No

6. Spalling of longitudinal joints Meters Yes

7. Spalling of transverse joints Number, meters Yes

C. Surface Defects / 47

8. Map cracking and scaling

8a. Map cracking Number, square meters No

8b. Scaling Number, square meters No

9. Polished aggregate Square meters No

10. Popouts Not measured N/A

D. Miscellaneous Distress / 51

11. Blowups Number No

12. Faulting of transverse joints and cracks Millimeters No

13. Lane-to-shoulder dropoff Millimeters No

14. Lane-to-shoulder separation Millimeters No

15. Patch/patch deterioration Number, square meters Yes

16. Water bleeding and pumping Number, meters No

A

Cracking

35

This section includes the following types of distresses:

1. Corner breaks.

2. Durability cracking (“D” cracking).

3. Longitudinal cracking.

4. Transverse cracking.

Figure 47 illustrates the proper measurement of crack width and width of spalling for cracks 

and joints.

Figure 47

Measuring Widths of Spalls and Cracks in JCP.
36

JOINTED 

PORTLAND 

CEMENT 

CONCRETE 

SURFACES

1 CORNER BREAKS

Description

A portion of the slab is separated by a crack, which intersects the adjacent transverse 

and longitudinal joints, describing approximately a 45-degree angle with the direction of 

traffic. The length of the sides is from 0.3 m to half the width of the slab on each side of 

the corner.

Severity Levels

LOW

The crack is not spalled for more than 10 percent of the length of the crack. There is no 

measurable faulting, and the corner piece is not broken into two or more pieces and has 

no loss of material and no patching.

MODERATE

The crack is spalled at low severity for more than 10 percent of its total length or 

faulting of the crack or joint is < 13 mm and the corner piece is not broken into 

two or more pieces.

HIGH

The crack is spalled at moderate to high severity for more than 10 percent of its total 

length or faulting of the crack or joint is ≥ 13 mm, or the corner piece is broken into 

two or more pieces or contains patch material.

How to Measure

Record the number of corner breaks at each severity level. Corner breaks that have been 

repaired by completely removing all broken pieces and replacing them with patching 

material (rigid or flexible) should be rated as a patch. If the boundaries of the corner 

break are visible, then also rate it as a high severity corner break. Note: This does not 

affect the way patches are rated. All patches meeting the size criteria are rated. 

Figure 48

Distress Type JCP 1—Corner Breaks.

Figure 49

Distress Type JCP 1—Low Severity

Corner Break.

Figure 50

Distress Type JCP 1—Moderate Severity

Corner Break. 
37

Cracking

2 DURABILITY CRACKING (“D” CRACKING)

Description

Closely spaced crescent-shaped hairline cracking pattern.

Occurs adjacent to joints, cracks, or free edges and initiates in slab corners. Dark coloring 

of the cracking pattern and surrounding area.

How to Measure

Record the number of slabs with “D” cracking and square meters of area affected at 

each severity level. The slab and affected area severity rating is based on the highest 

severity level present for at least 10 percent of the area affected.

Severity Levels

LOW

“D” cracks are tight, with no loose or missing pieces, and no patching is in the 

affected area.

MODERATE

“D” cracks are well-defined, and some small pieces are loose or have been displaced.

HIGH

“D” cracking has a well-developed pattern, with a significant amount of loose or missing 

material. Displaced pieces up to 0.1 m2 may have been patched.

Figure 51

Distress Type JCP 2— “D” Cracking.

Figure 52

Distress Type JCP 2—Moderate Severity 

“D” Cracking with Well-Defined Pattern.

Figure 53

Distress Type JCP 2—

High Severity “D” 

Cracking with Loose 

and Missing Material.
38

JOINTED 

PORTLAND 

CEMENT 

CONCRETE 

SURFACES

LONGITUDINAL CRACKING

Description

Cracks that are predominantly parallel to the pavement centerline.

Severity Levels

LOW

Crack widths < 3 mm with no spalling and no measurable faulting or well-sealed cracks 

with a width that cannot be determined.

MODERATE

Crack widths ≥ 3 mm and < 13 mm; or with spalling < 75 mm; or faulting up to 13 mm.

HIGH

Crack widths ≥ 13 mm; or with spalling ≥ 75 mm; or faulting ≥ 13 mm. 

3

Figure 54

Distress Type JCP 3—Longitudinal Cracking.
39

Cracking

How to Measure

Record the length in meters of longitudinal cracking at each severity level. Also record 

the length in meters of longitudinal cracking with sealant in good condition at each 

severity level. Sealant is not considered to be in good condition unless at least 1 m of 

continuous sealant in good condition is present. In cases where a crack is less than 1 m 

long, the sealant must be present and in good condition over the entire length of the 

crack. When a crack is within 0.3 m of a joint for only a portion of its length, it should 

be recorded as a spall only for that portion so long as that portion is at least 0.3 m long. 

The portion of the crack that is greater than 0.3 m from the joint should be recorded as 

a longitudinal crack.

Figure 55

Distress Type JCP 3—Low Severity Longitudinal Cracking.

Figure 56

Distress Type JCP 3—Moderate Severity Longitudinal Cracking.

Figure 57

Distress Type JCP 3—High Severity Longitudinal Cracking.
40

JOINTED 

PORTLAND 

CEMENT 

CONCRETE 

SURFACES

4 TRANSVERSE CRACKING

Description

Cracks that are predominantly perpendicular to the pavement centerline.

Severity Levels

LOW

Crack widths < 3 mm with no spalling and no measurable faulting or cracks that are 

well-sealed with an undetermined width.

MODERATE

Crack widths ≥ 3 mm and < 6 mm; or with spalling < 75 mm; or faulting up to 6 mm.

HIGH

Crack widths ≥ 6 mm; or with spalling ≥ 75 mm; or faulting ≥ 6 mm. 

Figure 58

Distress Type JCP 4—Transverse Cracking.
41

Cracking

How to Measure

Record the number and length of transverse cracks at each severity level. Rate the total 

length of the transverse crack at the highest severity level present for at least 10 percent 

of the length of the crack.

Also record the length of the transverse cracking at each severity level with sealant in 

good condition. The total length of the well-sealed crack is assigned to the severity level 

of the crack. Record only when the sealant is in good condition for at least 90 percent 

of the length of the crack. When a crack is within 0.3 m of a joint for only a portion of 

its length, it should be recorded as a spall only for that portion so long as that portion 

is at least 0.3 m long. The portion of the crack that is greater than 0.3 m from the joint 

should be recorded as a transverse crack.

Figure 59

Distress Type JCP 4—Moderate Severity Transverse Cracking.

Figure 60

Distress Type JCP 4—High Severity Transverse Cracking.

B

Joint Deficiencies

43

This section includes the following types of distresses:

5. Joint seal damage.

5a. Transverse joint seal damage.

5b. Longitudinal joint seal damage.

6. Spalling of longitudinal joints.

7. Spalling of transverse joints. 
44

JOINTED 

PORTLAND 

CEMENT 

CONCRETE 

SURFACES

5 JOINT SEAL DAMAGE

Description

Joint seal damage is any condition that enables incompressible materials or a significant 

amount of water to infiltrate the joint from the surface. Typical types of joint seal damage 

include extrusion, hardening, adhesive failure (bonding), cohesive failure (splitting), complete 

loss of sealant, intrusion of foreign material into the joint or grass or weed growth in 

the joint.

5A. TRANSVERSE JOINT SEAL DAMAGE

Severity Levels

LOW

Joint seal damage exists in less than 10 percent of 

the joint.

MODERATE

Joint seal damage exists in 10 to 50 percent of 

the joint.

HIGH

Joint seal damage exists over more than 50 percent 

of the joint.

How to Measure

Indicate whether the transverse joints have been sealed (yes or no). If yes, record the 

number of sealed transverse joints at each severity level. Any joint seal with no apparent 

damage is considered to be low severity.

Note: That portion of a joint with spot patching in good condition (i.e., no defects) is 

considered well sealed. Patches are rated separately.

5B. LONGITUDINAL JOINT SEAL DAMAGE

Severity Levels

None.

How to Measure

Record the number of longitudinal joints that are 

sealed (0, 1, 2). Record the total length of sealed 

longitudinal joints with joint seal damage. Individual 

occurrences are recorded only when at least 1 m long. 

Note: That portion of a joint with spot patching in 

good condition (i.e., no defects) is considered well 

sealed. Patches are rated separately.

Figure 61

Distress Type JCP 5—Low Severity

Joint Seal Damage.

Figure 62

Distress Type JCP 5—Moderate 

Severity Joint Seal Damage.
45

Joint Deficiencies

6 SPALLING OF LONGITUDINAL JOINTS

Description

Cracking, breaking, chipping, or fraying of slab edge within 0.3 m from the face of the 

longitudinal joint.

Severity Levels

LOW

Spalls < 75 mm wide measured to the face of the joint with loss of material and no 

patching or spalls with no loss of material and no patching.

MODERATE

Spalls 75 to 150 mm wide measured to the face of the joint with loss of material.

HIGH

Spalls > 150 mm wide measured to the face of the joint with loss of material or spalls 

broken into two or more pieces or spalls containing patch material.

How to Measure

Record the length of longitudinal joint affected at each severity level. Only record 

spalls that have a length of 0.1 m or more. Spalls that have been repaired by completely 

removing all broken pieces and replacing them with patching material (rigid or flexible) 

should be rated as a patch. If the boundaries of the spall are visible, then also rate as 

a high severity spall. When a crack is within 0.3 m of a joint for only a portion of its 

length, it should be recorded as a spall only for that portion so long as that portion is 

at least 0.3 m long. The portion of the crack that is greater than 0.3 m from the joint 

should be recorded as a longitudinal or transverse crack as appropriate.

Figure 63

Distress Type JCP 6—Spalling of Longitudinal Joints.

Figure 64

Distress Type JCP 6—Low Severity

Spalling of Longitudinal Joint.

Figure 65

Distress Type JCP 6—High Severity

Spalling of Longitudinal Joint.
46

JOINTED 

PORTLAND 

CEMENT 

CONCRETE 

SURFACES

7 SPALLING OF TRANSVERSE JOINTS

Description

Cracking, breaking, chipping, or fraying of slab edges within 0.3 m from the face of the 

transverse joint.

Severity Levels

LOW

Spalls < 75 mm wide 

measured to the face 

of the joint with loss 

of material and no 

patching or spalls with 

no loss of material and 

no patching.

MODERATE

Spalls 75 to 150 mm 

wide measured to the 

face of the joint with 

loss of material.

HIGH

Spalls > 150 mm wide measured to the face of the joint with loss of material, or spalls 

broken into two or more pieces, or spalls containing patch material.

How to Measure

Record the number of affected transverse joints at each severity level. A joint is affected 

only if the total length of spalling is 10 percent or more of the length of the joint. Rate 

the entire transverse joint at the highest severity level present for at least 10 percent 

of the total length of the spalling. Record length in meters of the spalled portion of 

the joint at the assigned severity level for the joint. Spalls that have been repaired by 

completely removing all broken pieces and replacing them with patching material (ridgid 

or flexible) should be rated as a patch. If the boundaries of the spall are visible, then also 

rate as a high severity spall. When a crack is within 0.3 m of a joint for only a portion of 

its length, it should be recorded as a spall only for that portion, so long as that portion 

is at least 0.3 m long. The portion of the crack that is greater than 0.3 m from the joint 

should be recorded as a longitudinal or transverse crack as appropriate.

Figure 66

Distress Type JCP 7—Spalling of Transverse Joints.

Figure 67

Distress Type JCP 7—Moderate Severity 

Spalling of Transverse Joint, Far View.

Figure 68

Distress Type JCP 7—Moderate Severity 

Spalling of Transverse Joint, Close-up View.
C

Surface Defects

47

This section includes the following types of distresses:

8. Map cracking and scaling.

8a. Map cracking.

8b. Scaling.

9. Polished aggregate.

10. Popouts.
48

JOINTED 

PORTLAND 

CEMENT 

CONCRETE 

SURFACES

8 MAP CRACKING AND SCALING

8A. MAP CRACKING

Description

A series of cracks that extend only into the upper surface of the slab. Larger cracks are 

frequently oriented in the longitudinal direction of the pavement and are interconnected 

by finer transverse or random cracks.

Severity Levels

Not applicable.

How to Measure

Record the number of occurrences and the 

square meters of affected area.

8B. SCALING

Description

Scaling is the deterioration of the upper 

concrete slab surface, normally 3 to 

13 mm, and may occur anywhere over 

the pavement.

Severity Levels

Not applicable.

How to Measure

Record the number of occurrences and the square meters of affected area. 

Figure 69

Distress Type JCP 8a—Map Cracking.

Figure 70

Distress Type JCP 8b—Scaling.

Figure 71

Distress Type JCP 8b—Scaling, Close-up View.
49

Surface Defects

9 POLISHED AGGREGATE

Description

Surface mortar and texturing worn away to expose coarse aggregate.

Severity Levels

Not applicable. However, the degree of polishing may be reflected in a reduction of 

surface friction.

How to Measure

Record the square meters of affected surface area.

Note: Diamond grinding also removes the surface mortar and texturing. However, this 

condition should not be recorded as polished aggregate. Instead, it should be noted 

by a comment.

Figure 72

Distress Type JCP 9—Polished Aggregate.
50

JOINTED 

PORTLAND 

CEMENT 

CONCRETE 

SURFACES

10 POPOUTS

Description

Small pieces of pavement broken loose from the surface, normally ranging in diameter 

from 25 to 100 mm and in depth from 13 to 50 mm.

Severity Levels

Not applicable. However, severity levels can be defined in relation to the intensity of 

Popouts as measured below.

How to Measure

Not recorded in LTPP surveys, but should be noted. 

Figure 73

Distress Type JCP 10—Popouts.

Figure 74

Distress Type JCP 10—A Popout.
D

Miscellaneous 

Distresses

51

This section includes the following distresses:

11. Blowups.

12. Faulting of transverse joints and cracks.

13. Lane-to-shoulder dropoff.

14. Lane-to-shoulder separation.

15. Patch/patch deterioration.

16. Water bleeding and pumping.
52

JOINTED 

PORTLAND 

CEMENT 

CONCRETE 

SURFACES

BLOWUPS

Description

Localized upward movement of the pavement surface at transverse joints or cracks, often 

accompanied by shattering of the concrete in that area.

Severity Levels

Not applicable. However, severity levels can be defined by the relative effect of a blowup 

on ride quality and safety.

How to Measure

Record the number of blowups.

11

Figure 75

Distress Type JCP 11—Blowups.

Figure 76

Distress Type JCP 11—A Blowup.
53

Miscellaneous 

Distresses

12 FAULTING OF TRANSVERSE JOINTS AND CRACKS

Description

Difference in elevation across a joint or crack.

Severity Level

Not applicable. Severity levels could be defined by categorizing the measurements taken. 

A complete record of the measurements taken is much more desirable, however, because 

it is more accurate and repeatable than severity levels.

How to Measure

Record, to the nearest millimeter: 0.3 and 0.75 m from the outside slab edge 

(approximately the outer wheel path). For a widened lane, the wheel path location will 

be 0.75 m from the outside lane edge stripe. If the approach slab is higher than the 

departure slab, record faulting as positive; if the approach slab is lower, record faulting 

as negative.

Faulting on PCC pavements is to be measured using an FHWA-modified Georgia 

faultmeter. A representative reading from three distinct measurements at each location 

is to be used and recorded on sheet 6.

When anomalies such as patching, spalling, and corner breaks are encountered, the 

faultmeter should be offset to avoid the anomaly. The maximum offset is 0.3 m. A null 

value should be recorded and entered into the database when the surveyor is unable to 

take a measurement due to an anomaly.

Surveyors must ensure that they have a working faultmeter with fully charged 

batteries prior to beginning a survey on a jointed PCC test section. Complete faulting 

measurements and survey sheet 6 at the beginning of the distress survey to ensure that 

this data is collected.

Point distance measurements entered on sheet 6 for joints and transverse cracks should 

be consistent between surveys of the same test section to an accuracy of less than 

0.5 m. Evaluate newly observed distresses and point distance differences for previously 

identified distresses of 0.5 m and greater with a metric tape measure.

Figure 77

Distress Type JCP 12—Faulting of Transverse Joints and Cracks.

Figure 78

Distress Type JCP 12—

Faulting of Transverse 

Cracks.
54

JOINTED 

PORTLAND 

CEMENT 

CONCRETE 

SURFACES

13 LANE-TO-SHOULDER DROPOFF

Description

Difference in elevation between the edge of slab and outside shoulder; typically occurs 

when the outside shoulder settles.

Severity Levels

Not applicable. Severity levels can be defined by categorizing the measurements taken. A 

complete record of the measurements taken is much more desirable, however, because it 

is more accurate and repeatable than severity levels.

How to Measure

Measure at the longitudinal construction joint between the lane edge and the shoulder.

Record to the nearest millimeter at 15.25-m intervals along the lane-to-shoulder joint.

If the traveled surface is lower than the shoulder, record as a negative value.

Figure 79

Distress Type JCP 13—Lane-to-Shoulder Dropoff.

Figure 80

Distress Type JCP 13— Lane-to-Shoulder Dropoff.
55

Miscellaneous 

Distresses

14 LANE-TO-SHOULDER SEPARATION

Description

Widening of the joint between the edge of the slab and the shoulder.

Severity Levels

Not applicable. Severity levels can be defined by categorizing the measurements taken. A 

complete record of the measurements taken is much more desirable, however, because it 

is more accurate and repeatable than severity levels.

How to Measure

Record to the nearest millimeter at intervals of 15.25 m along the lane-to-shoulder joint. 

Indicate whether the joint is well-sealed (yes or no) at each location.

Note: A null value should be recorded and entered into the database when the surveyor 

is unable to take a measurement due to an anomaly such as sealant or patch material.

Figure 81

Distress Type JCP 14—Lane-to-Shoulder Separation.

Figure 82

Distress Type JCP 14—Poorly Sealed

Lane-to-Shoulder Separation.

Figure 83

Distress Type JCP 14—Well-Sealed

Lane-to-Shoulder Separation.
56

JOINTED 

PORTLAND 

CEMENT 

CONCRETE 

SURFACES

15 PATCH/PATCH DETERIORATION

Description

A portion (greater than or equal to 0.1 m2) or all of the original concrete slab that 

has been removed and replaced or additional material applied to the pavement after 

original construction.

Severity Levels

LOW

Patch has, at most, low severity distress of any type, no measurable faulting or settlement, 

and there is no loss of patching material. Pumping is not evident.

MODERATE

Patch has moderate severity distress of any type or faulting or settlement up to 6 mm. 

Pumping is not evident.

HIGH

Patch has a high severity distress of any type; or, faulting or settlement is ≥ 6 mm, or the 

patch has additional material within it. Pumping may be evident.

Figure 84

Distress Type JCP 15—Patch/Patch Deterioration.

Figure 85

Distress Type JCP 15—Small, Low Severity AC Patch.
57

Miscellaneous 

Distresses

How to Measure

Record the number of patches and square meters of affected surface area at each 

severity level by material type—rigid versus flexible. For slab replacement, rate each slab 

as a separate patch and continue to rate joints. Note: Surface flexible patches are limited 

to those with patching material that contain aggregate. If a surface patch has worn away 

revealing an underlying distress or if the underlying distress has reflected through the 

surface patch and the distress’ existence can be verified on prior surveys, then also rate 

the distress. Any new distress in the original pavement layer in the patched area should 

also be rated. Distresses in the patched area affect the severity level of the patch. Patches 

with no distress are rated low severity. Applications of sealant without aggregate are not 

to be recorded as patches. These should be drawn on the map sheets and recorded on 

the distress survey sheets as distress type 17 Other provided that they exceed 0.1 m2.

Figure 86

Distress Type JCP 15—Large, Low 

Severity AC Patch.

Figure 87

Distress Type JCP 15—Large, High 

Severity AC Patch.

Figure 88

Distress Type JCP 15—Large, Low Severity PCC Patch.
58

JOINTED 

PORTLAND 

CEMENT 

CONCRETE 

SURFACES

16 WATER BLEEDING AND PUMPING

Description

Seeping or ejection of water from beneath the pavement through cracks or joints. In 

some cases, detectable by deposits of fine material left on the pavement surface, which 

were eroded (pumped) from the support layers and have stained the surface.

Severity Levels

Not applicable. Severity levels are not used because the amount and degree of water 

bleeding and pumping changes with varying moisture conditions.

How to Measure

Record the number of occurrences of water bleeding and pumping and the length of 

affected pavement with a minimum length of 1 m.

Note: Water bleeding and pumping are measured longitudinally along the length of the 

test section. The combined length of water bleeding and pumping cannot exceed the 

length of the test section.

Figure 89

Distress Type JCP 16—Water Bleeding and Pumping.
3

59

DISTRESSES 

FOR 

PAVEMENTS 

WITH 

CONTINUOUSLY 

REINFORCED 

CONCRETE 

SURFACES

TABLE 3. CRCP Distress Types.

DISTRESS TYPE UNIT OF MEASURE

DEFINED 

SEVERITY 

LEVELS?

A. Cracking / 61

1. Durability cracking (“D” cracking) Number, square meters Yes

2. Longitudinal cracking Meters Yes

3. Transverse cracking Number, meters Yes

B. Surface Defects / 67

4. Map cracking and scaling

4a. Map cracking Number, square meters No

4b. Scaling Number, square meters No

5. Polished aggregate Square meters No

6. Popouts Not measured N/A

C. Miscellaneous Distress / 71

7. Blowups Number No

8. Transverse construction joint deterioration Number Yes

9. Lane-to-shoulder dropoff Millimeters No

10. Lane-to-shoulder separation Millimeters No

11. Patch/patch deterioration Number, square meters Yes

12. Punchouts Number Yes

13. Spalling of longitudinal joints Meters Yes

14. Water bleeding and pumping Number, meters No

15. Longitudinal joint seal damage Number, meters No

This section covers continuously reinforced concrete-surfaced pavements (CRCP), including 

continuously reinforced concrete overlays on PCC pavements. Each of the distresses has 

been grouped into one of the following categories:

A. Cracking.

B. Surface defects.

C. Miscellaneous distresses.

Table 3 summarizes the various types of distress and unit of measurement. Some distresses 

also have defined severity levels.

A

Cracking

61

This section includes the following distresses:

1. Durability cracking (“D” cracking).

2. Longitudinal cracking.

3. Transverse cracking.
62

CONTINUOUSLY 

REINFORCED 

CONCRETE 

SURFACES

1 DURABILITY CRACKING (“D” CRACKING)

Description

Closely spaced crescent-shaped hairline cracking pattern.

Occurs adjacent to joints, cracks, or free edges. Initiates at the intersection (e.g., cracks 

and a free edge).

Dark coloring of the cracking pattern and surrounding area.

Severity Levels

LOW

“D” cracks are tight, with no loose or missing pieces, and no patching is in the 

affected area.

MODERATE

“D” cracks are well- defined, and some small pieces are loose or have been displaced.

HIGH

“D” cracking has a well-developed pattern, with a significant amount of loose or missing 

material. Displaced pieces up to 0.1 m2 may have been patched.

How to Measure

Record the number of affected transverse cracks at each severity level and the square 

meters of area affected at each severity level. The transverse crack and affected area 

severity rating is based on the highest severity level present for at least 10 percent of the 

area affected. 

Figure 90

Distress Type CRCP 1— “D” Cracking.

Figure 91

Distress Type CRCP 1—

Moderate Severity “D” 

Cracking at Transverse Crack.

Figure 92

Distress Type CRCP 1—High Severity

“D” Cracking at Longitudinal Joint.
63

Cracking

2 LONGITUDINAL CRACKING

Description

Cracks that are predominantly parallel to the pavement centerline.

Severity Levels

LOW

Crack widths < 3 mm, no spalling, and there is no measurable faulting; or well-sealed and 

with a width that cannot be determined.

MODERATE

Crack widths ≥ 3 mm and < 13 mm; or with spalling < 75 mm; or faulting up to 13 mm.

HIGH

Crack widths ≥ 13 mm; or with spalling ≥ 75 mm; or faulting ≥ 13 mm.

How to Measure

Record the length of longitudinal cracking at each severity level. Also record the length 

of longitudinal cracking with sealant in good condition at each severity level. Sealant is 

not considered to be in good condition unless at least 1 m of continuous sealant in good 

condition is present. In cases where a crack is less than 1 m in length, the sealant must be 

present and in good condition over the entire length of the crack. 

Figure 93

Distress Type CRCP 2—Longitudinal Cracking.

Figure 94

Distress Type CRCP 2—Low Severity

Longitudinal Cracking.

Figure 95

Distress Type CRCP 2—High Severity

Longitudinal Cracking.
64

CONTINUOUSLY 

REINFORCED 

CONCRETE 

SURFACES

TRANSVERSE CRACKING

Description

Cracks that are predominantly perpendicular to the pavement centerline. This cracking is 

expected in a properly functioning CRCP. All transverse cracks that intersect an imaginary 

longitudinal line at mid-lane and propagate from the pavement edges (centerline joint or 

the edge joint) shall be counted as individual cracks, as illustrated below. Cracks that do 

not cross the mid-lane are not counted.

Severity Levels

LOW

Cracks that are not spalled or with spalling along ≤ 10 percent of the crack length.

MODERATE

Cracks with spalling along > 10 percent and ≤ 50 percent of the crack length.

HIGH

Cracks with spalling along > 50 percent of the crack length. 

3

Figure 96

Distress Type CRCP 3—Transverse Cracking.

Figure 97

Distress Type CRCP 3—Transverse Cracking Pattern.
65

Cracking

How to Measure

Record separately the number and length in meters of transverse cracking at each 

severity level. The sum of all the individual crack lengths shall be recorded. Then, record 

the total number of transverse cracks within the survey section.

Note: Cracks that do not cross mid-lane, although not counted, should be drawn on the 

map sheets.

Figure 98

Distress Type CRCP 3—Low Severity Transverse Cracking.

Figure 99

Distress Type CRCP 3—Moderate Severity Transverse Cracking.

Figure 100

Distress Type CRCP 3—High Severity Transverse Cracking.

B

Surface Defects

67

This section includes the following:

4. Map cracking and scaling.

4a. Map cracking.

4b. Scaling.

5. Polished aggregate.

6. Popouts.
68

CONTINUOUSLY 

REINFORCED 

CONCRETE 

SURFACES

4 MAP CRACKING AND SCALING

4A. MAP CRACKING

Description

A series of cracks that extend only into the upper surface of the slab. Larger 

cracks frequently are oriented in the longitudinal direction of the pavement and are 

interconnected by finer transverse or random cracks.

Severity Levels

Not applicable.

How to Measure

Record the number of occurrences 

and the square meters of affected 

area. When an entire section 

is affected with map cracking, 

it should be considered 

one occurrence.

4B. SCALING

Description

Scaling is the deterioration of the upper concrete slab surface, normally 3 to 13 mm, and 

may occur anywhere over the pavement.

Severity Levels

Not applicable.

How to Measure

Record the number of occurrences and the square 

meters of affected area.

Figure 101

Distress Type CRCP 4a—Map Cracking Attributable to 

Alkali-Silica Reactivity.

Figure 102

Distress Type CRCP 4b—Scaling.
69

Surface Defects

POLISHED AGGREGATE

Description

Surface mortar and texturing worn away to expose coarse aggregate.

Severity Levels

Not applicable. However, the degree of polishing may be reflected in a reduction of 

surface friction.

How to Measure

Record square meters of affected surface area.

Note: Diamond grinding also removes the surface mortar and texturing; however, this 

condition should not be recorded as polished aggregate but instead should be noted 

by a comment.

5

Figure 103

Distress Type CRCP 5—Polished Aggregate.
70

CONTINUOUSLY 

REINFORCED 

CONCRETE 

SURFACES

6 POPOUTS

Description

Small pieces of pavement broken loose from the surface, normally ranging in diameter 

from 25 to 100 mm and in depth from 13 to 50 mm.

Severity Levels

Not applicable. However, severity levels can be defined in relation to the intensity of 

popouts as measured below.

How to Measure

Not recorded in LTPP surveys, but should be noted. 

Figure 104

Distress Type CRCP 6—Popouts.

Figure 105

Distress Type CRCP 6—Popouts. 
C

Miscellaneous 

Distresses

71

This section includes the following distresses:

7. Blowups.

8. Transverse construction joint deterioration.

9. Lane-to-shoulder dropoff.

10. Lane-to-shoulder separation.

11. Patch/patch deterioration.

12. Punchouts.

13. Spalling of longitudinal joints.

14. Water bleeding and pumping.

15. Longitudinal joint seal damage.
72

CONTINUOUSLY 

REINFORCED 

CONCRETE 

SURFACES

BLOWUPS

Description

Localized upward movement of the pavement surface at transverse joints or cracks; often 

accompanied by shattering of the concrete in that area.

Severity Levels

Not applicable. However, severity levels can be defined by the relative effect of a blowup 

on ride quality and safety.

How to Measure

Record the number of blowups.

7

Figure 106

Distress Type CRCP 7—Blowups.

Figure 107

Distress Type CRCP 7—A Blowup.

Figure 108

Distress Type CRCP 7—Close-up View 

of a Blowup.

Figure 109

Distress Type CRCP 7—Exposed Steel 

in a Blowup.
73

Miscellaneous 

Distresses

8 TRANSVERSE CONSTRUCTION JOINT DETERIORATION

Description

A series of closely spaced transverse cracks or a large number of interconnecting cracks 

occurring near the construction joint.

 Severity Levels

LOW

No spalling or faulting within 0.6 m of construction joint.

MODERATE

Spalling < 75 mm exists within 0.6 m of construction joint.

HIGH

Spalling ≥ 75 mm and breakup exists within 0.6 m of construction joint.

How to Measure

Record number of construction joints at each severity level.

Figure 110

Distress Type CRCP 8—

Transverse Construction 

Joint Deterioration.

Figure 111

Distress Type 

CRCP 8—Low 

Severity Transverse 

Construction Joint 

Deterioration.

Figure 112

Distress Type CRCP 8— Moderate 

Severity Transverse Construction 

Joint Deterioration.

Figure 113

Distress Type CRCP 8— Low 

Severity Transverse Construction 

Joint Deterioration.
74

CONTINUOUSLY 

REINFORCED 

CONCRETE 

SURFACES

9 LANE-TO-SHOULDER DROPOFF

Description

Difference in elevation between the edge of slab and outside shoulder; typically occurs 

when the outside shoulder settles.

Severity Levels

Not applicable. Severity levels could be defined by categorizing the measurements taken. 

A complete record of the measurements taken is much more desirable, however, because 

it is more accurate and repeatable than are severity levels.

How to Measure

Measure at the longitudinal construction joint between the lane edge and the shoulder.

Record to the nearest millimeter at 15.25-m intervals along the lane-to-shoulder joint.

If the traveled surface is lower than the shoulder, record as a negative value.

Figure 114

Distress Type CRCP 9—Lane-to-Shoulder Dropoff.

Figure 115

Distress Type CRCP 9—Lane-to-Shoulder Dropoff.
75

Miscellaneous 

Distresses

10 LANE-TO-SHOULDER SEPARATION

Description

Widening of the joint between the edge of the slab and the shoulder.

Severity Levels

Not applicable. Severity levels could be defined by categorizing the measurements taken. 

A complete record of the measurements taken is much more desirable, however, because 

it is more accurate and repeatable than are severity levels.

How to Measure

Record to the nearest millimeter at intervals of 15.25 m along the lane-to-shoulder joint 

and indicate whether the joint is well-sealed (yes or no) at each location. 

Note: A null value should be recorded and entered into the database when the surveyor 

is unable to take a measurement due to an anomaly such as sealant or patch material. 

Figure 116

Distress Type CRCP 10—Lane-to-Shoulder Separation.

Figure 117

Distress Type CRCP 10—Close-up View of a Lane-to-Shoulder Separation.
76

CONTINUOUSLY 

REINFORCED 

CONCRETE 

SURFACES

11 PATCH/PATCH DETERIORATION

Description

A portion greater than or equal to 0.1 m2 or all of an original concrete panel that 

has been removed and replaced or additional material applied to the pavement after 

original construction.

Severity Levels

LOW

Patch has, at most, low severity distress of any type; no measurable faulting or settlement; 

and there is no loss of patching material. Pumping is not evident.

MODERATE

Patch has moderate severity distress of any type or has faulting or settlement up to 6 mm. 

Pumping is not evident.

HIGH

Patch has a high severity distress of any type or has faulting or settlement ≥ 6 mm, or the 

patch has additional material within it. Pumping may be evident.

Figure 118

Distress Type CRCP 11—Patch/Patch Deterioration.

Figure 119

Distress Type CRCP 11—Small, Low Severity AC Patch.
77

Miscellaneous 

Distresses

How to Measure

Record the number of patches and square meters of affected surface area at each 

severity level by material type—rigid versus flexible. Surface flexible patches are limited 

to those with patching material that contain aggregate. If a surface patch has worn away 

revealing an underlying distress or the underlying distress has reflected through the 

surface patch and the distress’ existence can be verified on prior surveys, then also rate 

the distress. Any new distress in the original pavement layer in the patched area should 

also be rated. Distresses in the patched area affect the severity level of the patch. Patches 

with no distress are rated low severity. Applications of sealant without aggregate are not 

to be recorded as patches. These should be drawn on the map sheets and recorded on 

the distress survey sheets as distress type 16 Other provided that they exceed 0.1 m2.

Note: Panel replacement shall be rated as a patch. Any sawn joints shall be considered 

construction joints and rated separately. All patches are rated regardless of location.

Figure 120

Distress Type CRCP 11—Low Severity AC Patch.

Figure 121

Distress Type CRCP 11—Moderate Severity AC Patch.

Figure 122

Distress Type CRCP 11—Low Severity PCC Patch.
78

CONTINUOUSLY 

REINFORCED 

CONCRETE 

SURFACES

PUNCHOUTS

Description

The area enclosed by two closely spaced (usually < 0.6 m) transverse cracks, a short 

longitudinal crack, and the edge of the pavement or a longitudinal joint. Also includes 

“Y” cracks that exhibit spalling, breakup, or faulting. An area that is enclosed by two 

distressed transverse cracks that are spaced between 0.6 m and 1 m, a short longitudinal 

crack, and the edge of the pavement or a longitudinal joint is also considered a punchout.

Severity Levels

LOW

Longitudinal and transverse cracks are tight and may have spalling < 75 mm or faulting 

< 6 mm with no loss of material and no patching. Does not include “Y” cracks.

MODERATE

Spalling ≥ 75 mm and < 150 mm or faulting ≥ 6 mm and < 13 mm exists.

HIGH

Spalling ≥ 150 mm or concrete within the punchout is punched down by ≥ 13 mm, 

or is loose and moves under traffic, or is broken into two or more pieces, or contains 

patch material.

12

Figure 123

Distress Type CRCP 12—Punchouts.

Figure 124

Distress Type CRCP 12—Low Severity Punchout.
79

Miscellaneous 

Distresses

How to Measure

Record the number of punchouts at each severity level.

The cracks which outline the punchout are also recorded under “longitudinal cracking” 

(CRCP 2), and “transverse cracking” (CRCP 3).

Punchouts that have been repaired by completely removing all broken pieces and 

replacing them with patching material (rigid or flexible) should be rated as a patch. If the 

boundaries of the punchout are visible, then also rate as a high severity punchout.

Note: Areas between two transverse cracks spaced greater than 0.6 m but less than or 

equal to 1 m apart and bounded by the edge of pavement (or longitudinal joint) and a 

longitudinal crack, are rated as moderate or high severity punchouts if the cracks are 

exhibiting spalling or if the area is breaking up or faulting. 

Figure 125

Distress Type CRCP 12—Moderate Severity Punchouts.

Figure 126

Distress Type CRCP 12—High 

Severity Punchouts.
80

CONTINUOUSLY 

REINFORCED 

CONCRETE 

SURFACES

13 SPALLING OF LONGITUDINAL JOINTS

Description

Cracking, breaking, chipping, or fraying of slab edges within 0.3 m of the 

longitudinal joint.

Severity Levels

LOW

Spalls < 75 mm wide measured to the face of the joint with loss of material or spalls with 

no loss of material and no patching.

MODERATE

Spalls 75 to 150 mm wide measured to the face of the joint with loss of material.

HIGH

Spalls > 150 mm wide measured to the face of the joint with loss of material, or is 

broken into two or more pieces, or contains patch material. 

Figure 127

Distress Type CRCP 13—Spalling of Longitudinal Joints.
81

Miscellaneous 

Distresses

How to Measure

Record the length of longitudinal joint spalling at each severity level. Only record spalls 

having a length of 0.1 m or more. Spalls that have been repaired by completely removing 

all broken pieces and replacing them with patching material (rigid or flexible) should be 

rated as a patch. If the boundaries of the spall are visible, then also rate as a high 

severity spall.

Note: All patches meeting the size criteria are rated as patches.

Figure 128

Distress Type CRCP 13—Close-up View of Low Severity 

Spalling of a Longitudinal Joint.

Figure 129

Distress Type CRCP 13— Low 

Severity Spalling of a Longitudinal 

Joint.

Figure 130

Distress Type CRCP 13—Moderate Severity

Spalling of a Longitudinal Joint.
82

CONTINUOUSLY 

REINFORCED 

CONCRETE 

SURFACES

14 WATER BLEEDING AND PUMPING

Description

Seeping or ejection of water from beneath the pavement through cracks or joints. In 

some cases, it is detectable by deposits of fine material left on the pavement surface, 

which were eroded (pumped) from the support layers and have stained the surface.

Severity Levels

Not applicable. Severity levels are not used because the amount and degree of water 

bleeding and pumping changes with varying moisture conditions.

How to Measure

Record the number of occurrences of water bleeding and pumping and the length of 

affected pavement with a minimum length of 1 m.

Note: Water bleeding and pumping is measured longitudinally along the length of the test 

section. The combined quantity of water bleeding and pumping cannot exceed the length 

of the test section. 

Figure 131

Distress Type CRCP 14—Water Bleeding and Pumping.

Figure 132

Distress Type CRCP 14—Close-up View of 

Water Bleeding and Pumping.
83

Miscellaneous 

Distresses

15 LONGITUDINAL JOINT SEAL DAMAGE

Description

Joint seal damage is any condition that enables incompressible materials or a significant 

amount of water to infiltrate into the joint from the surface. Typical types of joint 

seal damage include extrusion, hardening, adhesive failure (bonding), cohesive failure 

(splitting), or complete loss of sealant.

Intrusion of foreign material in the joint. Grass or weed growth in the joint.

Severity Levels

Not applicable.

How to Measure

Record the number of longitudinal joints that are sealed (0, 1, 2). Record the length of 

sealed longitudinal joints with joint seal damage. Individual occurrences are recorded 

only when at least 1 m long.

Figure 133

Distress Type CRCP 15—Longitudinal Joint Seal Damage.

85

GLOSSARY

ADHESIVE FAILURE

Loss of bond (e.g., between the joint 

sealant and the joint reservoir or 

between the aggregate and the binder).

AGGREGATE INTERLOCK

Interaction of aggregate particles across 

cracks and joints to transfer a load.

APPROACH SLAB

Section of pavement just prior to joint, 

crack, or other significant roadway 

feature relative to the direction of traffic 

(also see “Leave Slab”).

BINDER

Brown or black adhesive material used 

to hold stones together for paving.

BITUMINOUS

Like or from asphalt.

BLEEDING

Identified by a film of bituminous 

material on the pavement surface that 

creates a shiny, glass-like reflective 

surface that may be tacky to the touch 

in warm weather.

BLOCK CRACKING

The occurrence of cracks that divide 

the asphalt surface into approximately 

rectangular pieces, typically 0.1 m2 or 

more in size.

BLOWUP

The result of localized upward 

movement or shattering of a slab 

along a transverse joint or crack.

CENTERLINE

The painted line separating traffic lanes.

CHIPPING

Breaking or cutting off small pieces 

from the surface.

COHESIVE FAILURE

The loss of a material’s ability to bond 

to itself. Results in the material splitting 

or tearing apart from itself (i.e., joint 

sealant splitting).

CONSTRUCTION JOINT

The point at which work is concluded 

and reinitiated when building a 

pavement.

CORNER BREAK

A portion of a JCP separated from the 

slab by a diagonal crack intersecting the 

transverse and longitudinal joint, which 

extends down through the slab, allowing 

the corner to move independently from 

the rest of the slab.

DURABILITY CRACKING

The breakup of concrete due to freezethaw expansive pressures within certain 

aggregates. Also called “D” cracking.

EDGE CRACKING

Fracture and materials loss in pavements 

without paved shoulders which occurs 

along the pavement perimeter. Caused 

by soil movement beneath the pavement.

EXTRUSION

To be forced out (i.e., joint sealant from 

joint).

FATIGUE CRACKING

A series of small, jagged, 

interconnecting cracks caused by failure 

of the AC surface under repeated traffic 

loading (also called “alligator cracking”).

FAULT

Difference in elevation between 

opposing sides of a joint or crack.

FREE EDGE

Pavement border that is able to move 

freely.

HAIRLINE CRACK

A fracture that is very narrow in width, 

less than 3 mm.

JOINT SEAL DAMAGE

Any distress associated with the joint 

sealant, or lack of joint sealant.

LANE LINE

Boundary between travel lanes, usually a 

painted stripe.

LANE-TO-SHOULDER DROPOFF

The difference in elevation between the 

traffic lane and shoulder.
86

LANE-TO-SHOULDER SEPARATION 

Widening of the joint between the 

traffic lane and the shoulder.

LEAVE SLAB

Section of pavement just past a joint, 

crack, or other significant roadway 

feature relative to the direction of traffic.

LONGITUDINAL

Parallel to the centerline of the pavement.

MAP CRACKING

A series of interconnected hairline cracks 

in PCC pavements that extend only 

into the upper surface of the concrete. 

Includes cracking typically associated 

with alkali-silica reactivity.

PATCH

An area where the pavement has been 

removed and replaced with a new 

material.

PATCH DETERIORATION

Distress occurring within a previously 

repaired area.

POLISHED AGGREGATE

Surface mortar and texturing worn 

away to expose coarse aggregate in the 

concrete.

POPOUTS

Small pieces of pavement broken loose 

from the surface.

POTHOLE

A bowl-shaped depression in the 

pavement surface.

PUMPING

The ejection of water and fine materials 

through cracks in the pavement under 

moving loads.

PUNCHOUT

A localized area of CRCP bounded by 

two transverse cracks and a longitudinal 

crack. Aggregate interlock decreases over 

time and eventually is lost, leading to 

steel rupture and allowing the pieces to 

be punched down into the subbase 

and subgrade.

RAVELING

The wearing away of the pavement 

surface caused by the dislodging of 

aggregate particles.

REFLECTION CRACKING

The fracture of AC above joints in the 

underlying JPC layer(s).

RUTTING

Longitudinal surface depressions in the 

wheel paths.

SCALING

The deterioration of the upper 3 to 

12 mm of the concrete surface, resulting 

in the loss of surface mortar.

SHOVING

Permanent longitudinal displacement 

of a localized area of the pavement 

surface caused by traffic pushing 

against the pavement.

SPALLING

Cracking, breaking, chipping, or fraying 

of the concrete slab surface within 0.6 m 

of a joint or crack.

TRANSVERSE

Perpendicular to the pavement 

centerline.

WATER BLEEDING

Seepage of water from joints or cracks.

WEATHERING

The wearing away of the pavement 

surface caused by the loss of 

asphalt binder. 
A

87

MANUAL FOR 

DISTRESS 

SURVEYS

TABLE OF CONTENTS

Introduction / 87

Equipment for Distress Surveys / 88

Instructions for completing Distress Maps / 88

ACP

JCP and CRCP

Instructions for Completing ACP Distress Survey Sheets / 90

Description of Data Sheet 1

Description of Data Sheet 2

Description of Data Sheet 3

Instructions for Completing JCP Data Sheets / 93

Description of Data Sheet 4

Description of Data Sheet 5

Description of Data Sheet 6

Description of Data Sheet 7

Instructions for Completing CRCP Data Sheets / 95

Description of Data Sheet 8

Description of Data Sheet 9

Description of Data Sheet 10

Example Survey Maps and Completed Sheet / 99

Blank Distress Map Forms and Data Sheets / 107

INTRODUCTION

This appendix provides instructions, data sheets, and distress maps for use in visual 

surveys for the collection of distress information for ACP, JCP, and CRCP surfaces. 

Visual distress survey procedures have been used in the LTPP program as the primary 

distress data collection method since 1995. The Distress Identification Manual for the LongTerm Pavement Performance Program (DIM) is the basis for all distress surveys performed for 

the LTPP program.

During the visual distress survey, safety is the first consideration, as with all field data 

collection activities. All raters must adhere to the practices and authority of the State or 

Canadian Province and follow the guidelines in LTPP directive D-42 or its latest version. 
88

DISTRESS 

SURVEYS

EQUIPMENT FOR DISTRESS SURVEYS

The following equipment is necessary for performing field distress surveys of any 

pavement surface type:

• Copy of map sheets and survey forms from most recent prior survey.

• Pavement thermometer.

• Extra blank data sheets and maps.

• Pencils.

• Latest version of the DIM.

• Clipboard.

• Two tape measures, one at least 30 m long and a scale or ruler graduated in millimeters.

• Calculator.

• Hard hat or safety cap and safety vest.

• Faultmeter, calibration stand, and machined spacer block.

• Digital camera, video camera, and tapes.

• Transverse profile equipment.

• Longitudinal profile equipment is required on sites where the LTPP profilometer is 

unable to test.

INSTRUCTIONS FOR COMPLETING DISTRESS MAPS

The distress maps show the exact location of each distress type existing on the test 

section. The distress types and severity levels should be identified by using the DIM. 

A total of five sheets are used to map; each sheet contains two 15.25-m maps which 

represent 30.5 m of the test section (with the exception of SPS-6 sections 2 and 5, 

which are 305 m).

Each test section must be laid out consistently each time a survey is conducted. Sections 

begin and end at the stations marked on the pavement. Lateral extent of the section, for 

survey purposes, will vary depending on the existence of longitudinal joints and cracks 

and the relative position of the lane markings. Figure 134 and figure 135 illustrate the 

rules to follow when determining the lateral extent of the section for a distress survey. 

The lateral extent of the test sections should be consistent with prior distress surveys. On 

widened PCC sections, the lateral extent of the test section includes the full width (4.3 m) 

of the slab measured from the centerline longitudinal joint to the shoulder joint. 

The lateral extent of an ACP test section will vary depending on the existence of 

longitudinal construction joints, longitudinal cracks, and the edge of the pavement or 

the relative position of the lane marking. Generally the lateral extent of the test section 

on ACP is from the outside edge of the edge stripe to the outside edge of the centerline 

stripe (see figure 134). The lateral extent of ACP test sections with double yellow 

lines on the centerline are determined by using the inside yellow line. If a longitudinal 

construction joint or a longitudinal crack or the edge of the pavement exists outside the 

stripes within 0.3 m of the stripes, the lateral extent of the test section is extended to the 

longitudinal construction joint or the longitudinal crack or the edge of the pavement. 

The lateral extent of a CRCP or JCP test section is defined by the centerline and edge 

longitudinal joints. All distresses within the lateral extent of the survey are rated. The 

lateral extent of the test section (test section width) shall be recorded in the comments 

on map sheet 1. Test sections begin and end at the stations marked on the pavement. All 

distresses within the test section limits are to be recorded on distress map forms and data 
89

Appendix A

sheets. In cases where a transverse crack, or any other distress, falls directly on one of 

the beginning or ending pavement markings, the rater shall record it consistent with 

previous surveys. 

Figure 134

Test Section Limits for Surveys—Asphalt 

Surface.

Figure 135

Test Section Limits for Surveys—Concrete 

Surface. 

To map the test section, place the tape measure on the shoulder adjacent to the test 

section from Station 0+00 to Station 1+00. It may be necessary to secure the tape 

onto the pavement with adhesive tape or a heavy object. After the tape is in place, the 

distresses can be mapped with the longitudinal placement of the distresses read from 

the tape. The transverse placement and extent of the distresses can be recorded using 

the additional tape measure. After the first 30.5-m subsection is mapped, the tape 

measure should be moved to map the second 30.5-m subsection. The process is repeated 

throughout the test section. A calibrated measuring wheel can be used as an alternative 

under the conditions outlined in LTPP directive D-28 or its latest version.

The distresses are drawn on the map at the scaled location using the symbols appropriate 

to the pavement type. In general, the distress is drawn and is labeled using the distress 

type number and the severity level (L, M, or H) if applicable. For example, a high severity 

longitudinal crack in the wheel path of an ACP would be labeled “4aH.” An additional 

symbol is added beside the distress type and severity symbol in cases where the crack or 

joint is well-sealed. Figures specifying the symbols to be used for each pavement type are 

presented in the following chapters. In addition, example maps are provided to illustrate 

properly completed maps.

Photographs are an important component of LTPP manual distress surveys and must 

be taken during each survey in accordance with LTPP directive D-54 or its latest version. 

Any observed distresses that are not described in the DIM should be photographed 

and described on the comments line of the map sheet. The location and extent of 

the distress should be shown and labeled on the map. Crack sealant and joint sealant 

condition is to be mapped only for those distresses indicated in figure 137, figure 138, 

and figure 141. The specific distress types that are not to be included on the maps are to 

be recorded as follows.
90

DISTRESS 

SURVEYS

ACP

If raveling, polished aggregate, or bleeding occur in large areas over the test section, do 

not map the total extent. Instead, note the location and extent in the space for comments 

underneath the appropriate map(s). These distresses should be mapped only if they 

occur in localized areas. The extent of these distresses must be summarized on the data 

summary sheets.

JCP and CRCP

If map cracking/scaling, or polished aggregate occur in large areas over the test 

section, do not map the total extent. Instead, note the location, extent, and severity 

level if applicable in the space for comments underneath the appropriate map(s). These 

distresses should be mapped only if they occur in localized areas. The extent of these 

distresses must be summarized on the data summary sheets.

SURVEY SHEETS’ DATA ELEMENTS

In the common data section appearing in the upper right-hand corner of each of the 

distress survey data sheets the six-digit SHRP ID (two-digit State code plus four-digit 

SHRP Section ID) is entered. The date the survey was conducted, the initials of up 

to two raters, before and after pavement surface temperature readings, and the code 

indicating whether photographs and/or video tape were obtained at the time of the 

survey are entered in the appropriate spaces.

INSTRUCTIONS FOR COMPLETING ACP DISTRESS SURVEY SHEETS

Location of the vehicle wheel paths is critical for distinguishing between types of 

longitudinal cracking in ACP. Figure 136 illustrates the procedure for establishing the 

location and extent of the wheel paths. Both wheel paths must be drawn and identified 

on the distress maps. The distresses observed are recorded to scale on map sheets. 

The individual distresses and severity levels depicted on the map are carefully scaled 

and summed to arrive at the appropriate quantities (e.g., square meters or number of 

occurrences) and are then recorded on sheets 1 through 3. It is important to carefully 

evaluate the distress map for certain distress types which have multiple methods of 

measurement because of orientation or location within the section. Longitudinal 

cracking, in the wheel path or elsewhere, are examples of these. Except where indicated 

otherwise, entries are made for all distress data elements. If a particular type of distress 

does not exist on the pavement, enter “0” as a positive indication that the distress was 

not overlooked in summarizing the map sheets. All data sheets are to be completed in 

the field prior to departing the site. Symbols to be used for mapping ACP sections are 

contained in figure 137, and an example mapped section is shown in figure 138.

Description of Data Sheet 1

This data sheet provides space for recording measured values for the distress types 

identified in the left column. The units of measurement for each of the distress types are 

also identified in the left column. The extent of the measured distress for each particular 

level of severity is entered in the severity level columns identified as low, moderate, or 

high. Enter “0” for any distress types and/or severity levels not found.
91

Appendix A

Figure 136

Locating Wheel Paths in ACP.

Description of Data Sheet 2

This sheet is a continuation of the distress survey data recorded on sheet 1 and is 

completed as described under data sheet 1. In addition, space is provided to list other 

distress types found on the test section but not listed on data sheets 1 or 2.

Description of Data Sheet 3

This data sheet provides space to record rutting (using a straight edge 1.2 m long). 

Manual rutting measurements using a straight edge are only taken for visual surveys 

conducted on SPS-3 experiment sections. Measurements are taken at the beginning of 

the test section and at 15.25 m intervals. There should be a total of 11 measurements in 

each wheel path, for a total of 22 measurements on each test section.
92

DISTRESS 

SURVEYS

Figure 138

Example Map of First 30.5 m of ACP Section.

Figure 137

Distress Map Symbols for ACPs.
93

Appendix A

INSTRUCTIONS FOR COMPLETING JCP DATA SHEETS

The distresses observed are recorded to scale on map sheets. This information is reduced 

by the rater in the field to summarize the results, which are then recorded on sheets 

4 through 7. Except where indicated otherwise, entries are made for all distress data 

elements. If a particular type of distress does not exist on the pavement, enter “0” as a 

positive indication that the distress was not overlooked in summarizing the map sheets. 

Symbols to be used for mapping distresses in JCP sections are shown in figure 139, and 

an example mapped section is presented in figure 140.

Description of Data Sheet 4

This data sheet provides space for recording measured values for the distress types 

identified in the left column. The units of measurement for each of the distress types are 

also identified in the left column. The extent of the measured distress for each particular 

level of severity is entered in the severity level columns identified as low, moderate, or 

high. Enter “0” for any distress types and/or severity levels not found. The distress types 

and severity levels should be identified by using the DIM.

Description of Data Sheet 5

This sheet is a continuation of the distress survey data recorded on sheet 4 and is 

completed as described under data sheet 4. In addition, space is provided to list other 

distress types found on the test section but not listed on data sheets 4 or 5.

Description of Data Sheet 6

This data sheet provides space to record faulting information for each transverse 

joint and transverse crack. Distance from the beginning of the section and faulting 

measurements made at two transverse locations are recorded. The transverse locations 

are 0.3 and 0.75 m from the outside edge of the slab. For widened lanes, measure 0.3 

m from the edge of the slab and 0.75 m from the outside edge of the lane edge stripe. 

At each location, three measurements are made, but only the approximate average of 

the readings is recorded to the nearest millimeter. The faultmeter identification number, 

which can be found on the meter, and the device code shall be entered on the form. The 

following codes shall be used:

1. Straightedge and ruler.

2. Georgia Faultmeter with 1/32-inch resolution.

3. Georgia Faultmeter with 1/20-inch resolution.

4. Georgia Faultmeter with 1-mm resolution.

5. FHWA Mechanical Faultmeter 1-mm resolution.

Although no field is provided in the space to the left of the entry for measured faulting, 

there is room for a negative sign when negative faulting is observed. If the approach slab 

is higher than the departure slab, a positive sign is assumed, but no entry is required. If 

the approach slab is lower, a negative sign is entered. 
94

DISTRESS 

SURVEYS

Figure 139

Distress Map Symbols for JCPs.

Description of Data Sheet 7

This sheet is used to record lane-to-shoulder dropoff and lane-to-shoulder separation. 

Lane-to-shoulder dropoff is measured as the difference in elevation, to the nearest 

1 mm, between the pavement surface and the adjacent shoulder surface. Measurements 

are taken at the beginning of the test section and at 15.25-m intervals (a total of 

11 measurements) at the lane/shoulder interface or joint. Lane-to-shoulder dropoff

typically occurs when the outside shoulder settles. However, heave of the shoulder may 

occur due to frost action or swelling soil. If heave of the shoulder is present, it should be 

recorded as a negative value. At each point where there is no lane-to-shoulder dropoff, 

enter “0.”

Lane-to-shoulder separation is measured as the width of the joint (to the nearest 1 mm) 

between the outside lane and the adjacent shoulder surface. Measurements are taken at 

the beginning of the test section and at 15.25-m intervals (a total of 11 measurements). 

At each point where there is no lane-to-shoulder separation, enter “0.” When the 

surveyor is unable to take a measurement due to an anomaly such as sealant or patch 

material, a null value should be recorded and entered into the database.
95

Appendix A

Figure 140

Example Map of First 30.5 m of a JCP Section.

INSTRUCTIONS FOR COMPLETING CRCP DATA SHEETS

The results of distress surveys on CRCP surfaces are recorded on sheets 8 through 

10. Except where indicated otherwise, entries are made for all distress data elements. 

If a particular type of distress does not exist on the pavement, enter “0” as a positive 

indication that the distress was not overlooked in summarizing the map sheets. All data 

sheets are to be completed in the field prior to departing the site. Symbols to be used for 

mapping CRCP distresses are contained in figure 141, and an example mapped section is 

presented in figure 142.

Description of Data Sheet 8

This data sheet provides space for recording measured values for the distress types 

identified in the left column. The units of measurement for each of the distress types are 

also identified in the left column. The extent of the measured distress for each particular 

level of severity is entered in the severity level columns identified as low, moderate, or 

high, except as indicated on the form. Enter “0” for any distress types and/or severity 

levels not found. The distress types and severity levels should be identified by using 

the DIM.
96

DISTRESS 

SURVEYS

Description of Data Sheet 9

This sheet is a continuation of the distress survey data recorded on sheet 8 and is 

completed as described under data sheet 8. In addition, space is provided to list 

“Other” distress types found on the test section but not listed on data sheets 8 or 9.

Description of Data Sheet 10

This data sheet provides space to record lane-to-shoulder dropoff and lane-to-shoulder 

separation. Measurements are taken at the beginning of the test section and at 15.25-m 

intervals (a total of 11 measurements for each distress) at the lane/shoulder interface 

or joint.

Lane-to-shoulder dropoff is measured as the difference in elevation (to the nearest 

1 mm) between the pavement surface and the adjacent shoulder surface. Lane-toshoulder dropoff typically occurs when the outside shoulder settles. However, heave of 

the shoulder may occur due to frost action or swelling soil. If heave of the shoulder is 

present, it should be recorded as a negative value.

Lane-to-shoulder separation is measured as the width of the joint (to the nearest 1 mm) 

between the outside lane and the adjacent shoulder surface.

When the surveyor is unable to take a measurement due to an anomaly such as a sealant 

or patch material, a null value is recorded and entered into the database.

At each point where there is no lane-to-shoulder dropoff or lane-to-shoulder separation, 

enter “0.”

The faultmeter identification number, which can be found on the meter, and the device 

code shall be entered on the form. The following codes shall be used:

1. Straightedge and ruler.

2. Georgia Faultmeter with 1/32-inch resolution.

3. Georgia Faultmeter with 1/20-inch resolution.

4. Georgia Faultmeter with 1-mm resolution.

5. FHWA Mechanical Faultmeter 1-mm resolution.
97

Appendix A

Figure 141

Distress Map Symbols for CRCPs.
98

DISTRESS 

SURVEYS

Figure 142

Example Map of First 30.5 m of a CRCP Section.
99

Example Survey 

Maps and 

Completed 

Sheets

This part of the appendix shows completed maps and survey forms for a JCP 60 m long. 

The rater uses the definitions from the DIM and the symbols from this appendix when 

mapping the section. The rater then quantifies each distress (and severity levels for the 

appropriate distresses) on the map. The rater then uses the right margin of the map sheets to 

tally the quantities of each distress type. This method is required because it simplifies totaling 

the various distress types, and reduces errors. The rater then uses the tallies from each map 

sheet to add the distress quantities. The section totals are entered in the left margin of the 

first map sheet.

The rater then writes in the totals in the appropriate blanks on the survey forms. All blanks 

are filled in. Zeros are entered if no distress was found. These forms provide a summary of 

the distresses found in the JCP section.


7




These map forms and data sheets may be photocopied from this book for field use. Note 

that each type of pavement has its own data sheets.

ACP: Sheets 1, 2, 3 pages 113, 114, 115

JCP: Sheets 4, 5, 6, 7 pages 116, 117, 118, 119

CRCP: Sheets 8, 9, 10 pages 120, 121, 122

107

Blank Distress 

Map Forms and 

Data Sheets
Comments: 

 16 m 17 18 19 20 21 22 23 24 25 26 27 28 29 30 m 

Comments: 

 0 m 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 m

5 m4 m3 m2 m 1 m0 m

5 m4 m3 m2 m 1 m0 m

10' 20' 30' 40' 50'

Date: ____/____/20___

 50' 60' 70' 80' 90' 100'

15'10' 5' 0'15'10' 5' 0'

Sheet Summary

Date: ____/____/20___

Surveyors: ______ Reviewer: ______ State Code ______ 

SHRP Section ID _________

OWP _____, _____

IWP _____, _____

LW = _____._____

Section Summary 0'

Pavement Temp:Before ______ After ______
Comments: 

46 m 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61m

Comments: 

31 m 32 33 34 35 36 37 38 39 40 41 42 43 44 45 m 

5 m4 m3 m2 m 1 m0 m

5 m4 m3 m2 m 1 m0 m

100' 110' 120' 130' 140' 150'

150' 160' 170' 180' 190' 200'

15'10' 5' 0'15'10' 5' 0'

Sheet Summary

State Code ______

SHRP Section ID __________ Date: ____/____/20___ Date: ____/____/20___

Surveyors: ______ Reviewer: ______
Comments: 

77 m 78 79 80 81 82 83 84 85 86 87 88 89 90 91 m 

Comments: 

61 m 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 m

5 m4 m3 m2 m 1 m0 m

5 m4 m3 m2 m 1 m0 m

200' 210' 220' 230' 240' 250'

250' 260' 270' 280' 290' 300'

15'10' 5' 0'15'10' 5' 0'

Sheet Summary

State Code ______

SHRP Section ID __________ Date: ____/____/20___ Date: ____/____/20___

Surveyors: ______ Reviewer: ______
Comments: 

107 m 108 109 110 111 112 113 114 115 116 117 118 119 120 121 122 m

Comments: 

92 m 93 94 95 96 97 98 99 100 101 102 103 104 105 106 m

5 m4 m3 m2 m 1 m0 m

5 m4 m3 m2 m 1 m0 m

300' 310' 320' 330' 340' 350'

350' 360' 370' 380' 390' 400'

15'10' 5' 0'15'10' 5' 0'

Sheet Summary

State Code ______

SHRP Section ID __________ Date: ____/____/20___ Date: ____/____/20___

Surveyors: ______ Reviewer: ______
Comments: 

138 m 139 140 141 142 143 144 145 146 147 148 149 150 151 152 m

Comments: 

122 m 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 m

5 m4 m3 m2 m 1 m0 m

5 m4 m3 m2 m 1 m0 m

400' 410' 420' 430' 440' 450'

450' 460' 470' 480' 490' 500'

15'10' 5' 0'15'10' 5' 0'

Sheet Summary

Pavement Temp: After ______

State Code ______

SHRP Section ID __________ Date: ____/____/20___ Date: ____/____/20___

Surveyors: ______ Reviewer: ______
Revised Dec 1992; Jan 1999; Feb 2002; Jul 2010

DISTRESS SURVEY FOR PAVEMENTS WITH ASPHALT CONCRETE SURFACES

DATE OF DISTRESS SURVEY (MONTH/DAY/YEAR) __ __, __ __, __ __

SURVEYORS: __ __ __, __ __ __ PHOTOS, VIDEO, OR BOTH WITH SURVEY(P,V,B) __

PAVEMENT SURFACE TEMP – BEFORE __ __ __ __°C; AFTER __ __ __ __°C

SEVERITY LEVEL

DISTRESS TYPE LOW MODERATE HIGH

CRACKING

1. FATIGUE CRACKING

(SQUARE METERS) __ __ __.__ __ __ __.__ __ __ __.__

2. BLOCK CRACKING

(SQUARE METERS) __ __ __.__ __ __ __.__ __ __ __.__

3. EDGE CRACKING (METERS) __ __ __.__ __ __ __.__ __ __ __.__

4. LONGITUDINAL CRACKING 

4a.Wheelpath (Meters) __ __ __.__ __ __ __.__ __ __ __.__

Length Sealed (Meters) __ __ __.__ __ __ __.__ __ __ __.__

4b.Non-Wheelpath(Meters) __ __ __.__ __ __ __.__ __ __ __.__

Length Sealed (Meters) __ __ __.__ __ __ __.__ __ __ __.__

5. REFLECTION CRACKING AT JOINTS Not Recorded

6. TRANSVERSE CRACKING

Number of Cracks __ __ __ __ __ __ __ __ __ 

Length (Meters) __ __ __.__ __ __ __.__ __ __ __.__

Length Sealed __ __ __.__ __ __ __.__ __ __ __.__

PATCHING AND POTHOLES

7. PATCH/ PATCH DETERIORATION

(Number) __ __ __ __ __ __ __ __ __ 

(Square Meters) __ __ __.__ __ __ __.__ __ __ __.__

8. POTHOLES

(Number) __ __ __ __ __ __ __ __ __ 

(Square Meters) __ __.__ __ __ __.__ __ __ __.__ __

SHEET 1

DISTRESS SURVEY

LTPP PROGRAM

STATE CODE __ __ 

SHRP SECTION ID __ __ __ __

______________________________
Revised April 23, 1993; September 1998; June 1999

DATE OF DISTRESS SURVEY(MONTH/DAY/YEAR) __ __/ __ __/ __ __

SURVEYORS: __ __ __/ __ __ __

DISTRESS SURVEY FOR PAVEMENTS WITH ASPHALT CONCRETE SURFACES

(CONTINUED)

SEVERITY LEVEL

DISTRESS TYPE LOW MODERATE HIGH

SURFACE DEFORMATION

9. RUTTING – REFER TO SHEET 3 FOR SPS – 3 FOR FORM S1 SEE DIPSTICK MANUAL

10. SHOVING

(Number) __ __ __

(Square Meters) __ __ __.__

SURFACE DEFECTS

11. BLEEDING

(Square Meters) __ __ __.__

12. POLISHED AGGREGATE

(Square Meters) __ __ __.__

13. RAVELING

(Square Meters) __ __ __.__

MISCELLANEOUS DISTRESSES

14. LANE–TO–SHOULDER DROPOFF – NOT RECORDED

15. WATER BLEEDING AND PUMPING

(Number) __ __ __

Length of Affected Pavement

(Meters) __ __ __.__

16. OTHER (Describe)

__________________________________________________________________________________

__________________________________________________________________________________

__________________________________________________________________________________

__________________________________________________________________________________

SHEET 2

DISTRESS SURVEY

LTPP PROGRAM

STATE CODE __ __

SHRP ID __ __ __ __

_____________________________
Revised May 29, 1992: September 1998

DATE OF DISTRESS SURVEY(MONTH/DAY/YEAR)__ __/ __ __/ __ __

SURVEYORS:__ __ __/__ __ __

DISTRESS SURVEY FOR PAVEMENTS WITH ASPHALT CONCRETE SURFACES

(CONTINUED)

9. RUTTING (FOR SPS-3 SURVEYS)

INNER WHEEL PATH OUTER WHEEL PATH

Point Point

Point Distance1 Rut Depth Point Distance1

 Rut Depth

No. (Meters) (mm) No. (Meters) (mm)

1 0.0 __ __ __ 1 0.0 __ __ __

2 15.25 __ __ __ 2 15.25 __ __ __

3 30.5 __ __ __ 3 30.5 __ __ __

4 45.75 __ __ __ 4 45.75 __ __ __

5 61.0 __ __ __ 5 61.0 __ __ __

6 76.25 __ __ __ 6 76.25 __ __ __

7 91.5 __ __ __ 7 91.5 __ __ __

8 106.75 __ __ __ 8 106.75 __ __ __

9 122.0 __ __ __ 9 122.0 __ __ __

10 137.25 __ __ __ 10 137.25 __ __ __

11 152.5 __ __ __ 11 152.5 __ __ __

14. LANE-TO-SHOULDER DROPOFF -- Not Recorded

Note 1: “Point Distance” is the distance in meters for the start of the 

test section to the point where the measurement was made. The 

values shown are approximate S1 equivalents of the 50 ft spacing 

used in previous surveys.

SHEET 3

DISTRESS SURVEY

LTPP PROGRAM

STATE CODE __ __

SHRP ID __ __ __ __

_____________________________
Revised May 29, 1992; September 1998

DISTRESS SURVEY FOR PAVEMENTS WITH JOINTED

PORTLAND CEMENT CONCRETE SURFACES

DATE OF DISTRESS SURVEY (MONTH/ DAY/YEAR) __ __/ __ __/ __ __

SURVEYORS: __ __ __, __ __ __, __ __ __

PAVEMENT SURFACE TEMP – BEFORE __ __ __ __°C; AFTER__ __ __ __°C

PHOTOS, VIDEO, OR BOTH WITH SURVEY (P,V,B) __

SEVERITY LEVEL

DISTRESS TYPE LOW MODERATE HIGH

CRACKING

1. CORNER BREAKS (Number) __ __ __ __ __ __ __ __ __

2. DURABILITY “D” CRACKING

(Number of Affected Slabs) __ __ __ __ __ __ __ __ __

AREA AFFECTED

(Square Meters) __ __ __.__ __ __ __.__ __ __ __.__

3. LONGITUDINAL CRACKING

(Meters) __ __ __.__ __ __ __.__ __ __ __.__

Length Sealed

(Meters) __ __ __.__ __ __ __.__ __ __ __.__

4. TRANSVERSE CRACKING

(Number of Cracks) __ __ __ __ __ __ __ __ __

(Meters) __ __ __.__ __ __ __.__ __ __ __.__

Length Sealed

(Meters) __ __ __.__ __ __ __.__ __ __ __.__

JOINT DEFICIENCIES

5a. TRANSVERSE JOINT SEAL DAMAGE

Sealed (Y, N) __

If “Y” Number of Joints __ __ __ __ __ __

5b. LONGITUDINAL JOINT SEAL DAMAGE

Number of Longitudinal Joints that have been sealed (0, 1, or 2) __

Length of Damaged Sealant (Meters) __ __ __.__

6. SPALLING OF LONGITUDINAL JOINTS

(Meters) __ __ __.__ __ __ __.__ __ __ __.__

7. SPALLING OF TRANSVERSE JOINTS

Number of Affected Joints __ __ __ __ __ __

Length Spalled (Meters) __ __ __.__ __ __ __.__ __ __ __.__

SHEET 4

DISTRESS SURVEY

LTPP PROGRAM

STATE CODE __ __

SHRP SECTION ID __ __ __ __
Revised May 29, 1992; September 1998

DATE OF DISTRESS SURVEY (MONTH/ DAY/ YEAR) __ __/ __ __/ __ __

SURVEYORS: __ __ __, __ __ __

DISTRESS SURVEY FOR PAVEMENTS WITH JOINTED

PORTLAND CEMENT CONCRETE SURFACES

(CONTINUED)

SEVERITY LEVEL

DISTRESS TYPE LOW MODERATE HIGH

SURFACE DEFORMATION

8a. MAP CRACKING (Number) __ __ __

(Square Meters) __ __ __.__

8b. SCALING (Number) __ __ __

(Square Meters) __ __ __.__

9. POLISHED AGGREGATE

(Square Meters) __ __ __.__

10. POPOUTS Not Recorded

MISCELLANEOUS DISTRESSES

11. BLOWUPS (Number) __ __ __

12. FAULTING OF TRANSVERSE JOINTS AND CRACKS - REFER TO SHEET 6

13. LANE-TO-SHOULDER DROP-OFF - REFER TO SHEET 7

14. LANE-TO-SHOULDER SEPARATION - REFER TO SHEET 7

15. PATCH/ PATCH DETRIORATION

Flexible

(Number) __ __ __ __ __ __ __ __ __

(Square Meters) __ __ __.__ __ __ __.__ __ __ __.__

Rigid

(Number) __ __ __ __ __ __ __ __ __

(Square Meters) __ __ __.__ __ __ __.__ __ __ __.__

16. WATER BLEEDING AND PUMPING

(Number of occurrences) __ __ __

Length Affected

(Meters) __ __ __.__

17. OTHER (Describe) __________________________________________________________

_____________________________________________________________________________

SHEET 5

DISTRESS SURVEY

LTPP PROGRAM

STATE CODE __ __

SHRP SECTION ID __ __ __ __
Revised April 23, 1993; September 1998; June 1999; January 2014

DATE OF DISTRESS SURVEY (MONTH/ DAY/ YEAR) __ __/ __ __/ __ __

SURVEYORS: __ __ __, __ __ __

FAULTMETER NO. __________ DEVICE CODE: __________

DISTRESS SURVEY FOR PAVEMENTS WITH JOINTED

PORTLAND CEMENT CONCRETE SURFACES

(CONTINUED)

12. FAULTING OF TRANSVERSE JOINTS AND CRACKS

Point1 J Point1 J

Distance / Faulting2

, mm Distance / Faulting2, mm

(Meters) C 0.3m 0.75m (Meters) C 0.3m 0.75m

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

_ _ _._ _ _ _ _ _ _ _ _ _ _._ _ _ _ _ _ _ _

Note 1. Point Distance is from the start from the test section to the 

measurement location.

Note 2. If the approach slab is higher than the departure slab, faulting is 

recorded as positive (+ or 0); if the approach slab is lower, record

faulting as negative (-) and the minus sign must be used.

SHEET 6

DISTRESS SURVEY

LTPP PROGRAM

STATE CODE __ __

SHRP SECTION ID __ __ __ __
Revised May 29, 1992; January 2014

DATE OF DISTRESS SURVEY (MONTH/ DAY/ YEAR) __ __/ __ __/ __ __

SURVEYORS: __ __ __, __ __ __

FAULTMETER NO. __________ DEVICE CODE: __________

DISTRESS SURVEY FOR PAVEMENTS WITH JOINTED

PORTLAND CEMENT CONCRETE SURFACES

(CONTINUED)

13. LANE-TO-SHOULDER DROP-OFF

14. LANE-TO-SHOULDER SEPPARATION

Point1 Well

Distance Lane-to-shoulder2 Lane-to-shoulder Sealed

Point No. (Meters) Dropoff (mm) Separation (mm) (Y/N)

1. 0.0 __ __ __ __ __ __ __

2. 15.25 __ __ __ __ __ __ __

3. 30.5 __ __ __ __ __ __ __

4. 45.75 __ __ __ __ __ __ __

5. 61.0 __ __ __ __ __ __ __

6. 76.25 __ __ __ __ __ __ __

7. 91.5 __ __ __ __ __ __ __

8. 106.75 __ __ __ __ __ __ __

9. 122.0 __ __ __ __ __ __ __

10. 137.25 __ __ __ __ __ __ __

11. 152.5 __ __ __ __ __ __ __

Note 1. Point Distance is from the start of the test section to the 

measurement location. The values shown are S1 equivalents of the 50ft 

spacing used in previous surveys.

Note 2. If heave of the shoulder occurs (upward movement), record as a 

negative (-) value. Do not record (+) signs, positive values are 

assumed.

SHEET 7

DISTRESS SURVEY

LTPP PROGRAM

STATE CODE __ __

SHRP SECTION ID __ __ __ __
Revised December 30, 1992; September 1998

DISTRESS SURVEY FOR PAVEMENTS WITH CONTINUOUSLY

REINFORCED PORTLAND CEMENT CONCRETE SURFACES

DATE OF DISTRESS SURVEY (MONTH/DAY/YEAR) __ __/ __ __/ __ __

SURVEYORS: __ __ __, __ __ __ PHOTOS,VIDEO,OR BOTH WITH SURVEY (P,V,B) __

PAVEMENT SURFACE TEMP - BEFORE __ __ __ __°C; AFTER __ __ __ __°C

SEVERITY LEVEL

DISTRESS TYPE LOW MODERATE HIGH

CRACKING

1. DURABILITY “D”CRACKING

(No. of affected Trans Cracks) __ __ __ __ __ __ __ __ __

(Square Meters) __ __ __.__ __ __ __.__ __ __ __.__

2. LONGITUDINAL CRACKING

(Meters) __ __ __ __ __ __ __.__ __ __ __.__

Length Well Sealed

(Meters) __ __ __ __ __ __ __.__ __ __ __.__

3. TRANSVERSE CRACKING

(Total Number of Cracks) __ __ __

(Number of Cracks) __ __ __ __ __ __ __ __ __

(Meters) __ __ __.__ __ __ __.__ __ __ __.__

SURFACE DEFECTS

4a. MAP CRACKING (Number) __ __ __

(Square Meters) __ __ __.__

4b. SCALING (Number) __ __ __

(Square Meters) __ __ __.__

5. POLISHED AGGREGATE

(Square Meters) __ __ __.__

6. POPOUTS Not Recorded

SHEET 8

DISTRESS SURVEY

LTPP PROGRAM

STATE CODE __ __

SHRP SECTION ID __ __ __ __

_____________________________
Revised May 29, 1992

STATE CODE __ __

SHRP SECTION ID __ __ __ __

_____________________________

DATE OF DISTRSS SURVEY (MONTH/ DAY/ YEAR) __ __/ __ __/ __ __

SURVEYORS: __ __ __, __ __ __

DISTRESS SURVEY FOR PAVEMENTS WITH CONTINUOUSLY

REINFORCED PORTLAND CEMENT CONCRETE SURFACES

(CONTINUED)

SEVERITY LEVEL

DISTRESS TYPE LOW MODERATE HIGH

MISCELLANEOUS DISTRESSES

7. BLOWUPS (Number) __ __ __

8. TRANSVERSE CONSTRUCTION JOINT

DETERIORATION (Number __ __ __ __ __ __

9. LANE-TO-SHOULDER DROPOFF - REFER TO SHEET 10

10. LANE-TO-SHOULDER SEPARATION - REFER TO SHEET 10

11. PATCH/ PATCH DETERIORATION

Flexible

(Number) __ __ __ __ __ __ __ __ __

(Square Meters) __ __ __.__ __ __ __.__ __ __ __.__

Rigid

(Number) __ __ __ __ __ __ __ __ __

(Square Meters) __ __ __.__ __ __ __.__ __ __ __.__

12. PUNCHOUTS (Number) __ __ __ __ __ __

13. SPALLING OF LONGITUDINAL 

JOINT (Meters) __ __ __.__ __ __ __.__ __ __ __.__

14. WATER BLEEDING AND PUMPING

(Number of Occurrences) __ __ __

Length Affected

(Meters) __ __ __.__

15. LONGITUDINAL JOINT SEAL DAMAGE

Number of Longitudinal Joints that have been sealed (0, 1, or 2) __

If Sealed Length w/ Damaged Sealant (Meters) __ __ __.__

16. OTHER (Describe)_____________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

SHEET 9

DISTRESS SURVEY

LTPP PROGRAM
Revised May 29, 1992; January 2014

STATE CODE __ __

SHRP SECTION ID __ __ __ __

_____________________________

DATE OF DISTRESS SURVEY (MONTH/ DAY/ YEAR) __ __/ __ __/ __ __

SURVEYORS: __ __ __, __ __ __

FAULTMETER NO. ____________ DEVICE CODE: ____________

DISTRESS SURVEY FOR PAVEMENTS WITH CONTINUOUSLY

REINFORCED PORTLAND CEMENT CONCRETE SURFACES

(CONTINUED)

9. LANE-TO-SHOULDER DROPOFF

10. LANE-TO-SHOULDER SEPARATION

Point1 Well

Distance Lane-to-Shoulder2 Lane-to-Shoulder Sealed

Point No. (Meters) Dropoff (mm) Separation (mm) (Y/N)

1. 0.0 __ __ __ __ __ __ __

2. 15.25 __ __ __ __ __ __ __

3. 30.5 __ __ __ __ __ __ __

4. 45.75 __ __ __ __ __ __ __

5. 61.0 __ __ __ __ __ __ __

6. 76.25 __ __ __ __ __ __ __

7. 91.5 __ __ __ __ __ __ __

8. 106.75 __ __ __ __ __ __ __

9. 122.0 __ __ __ __ __ __ __

10. 137.25 __ __ __ __ __ __ __

11. 152.5 __ __ __ __ __ __ __

Note 1. Point Distance is from the start of the test section to the 

measurement location. The values shown are S1 equivalents of the 50 

ft spacing used in previous surveys.

Note 2. If heave of the shoulder occurs (upward movement), record as a 

negative (-) value. Do not record (+) sign, positive values are 

assumed.

SHEET 10

DISTRESS SURVEY

LTPP PROGRAM
B

123

MANUAL FOR 

FAULTMETER 

MEASUREMENTS

TABLE OF CONTENTS

Introduction / 124

Measurement of Faulting in the LTPP Program

The FHWA Modified Georgia Digital Faultmeter

The Mechanical Faultmeter

Operating the Faultmeter / 125

Calibration / 126

Maintenance / 126

References / 127
124

FAULTMETER 

MEASUREMENTS

INTRODUCTION

Measurement of Faulting in the LTPP Program

This manual is intended for use by the FHWA-LTPP Regional Support Contractor (RSC) 

personnel and others responsible for using the faultmeter to measure JCP faulting and 

lane-to-shoulder dropoff on LTPP pavement test sites. The change in joint faulting and 

lane-to-shoulder dropoff with time are important indicators of pavement performance. 

The digital faultmeters will be used to collect these data. It is the responsibility of each 

RSC to store, maintain, and operate the faultmeter for faulting and lane-to-shoulder 

dropoff data collection.

The FHWA Modified Georgia Digital Faultmeter

The electronic digital faultmeter was designed to 

simplify measuring concrete joint faulting. This 

meter was designed, and developed by the Georgia 

Department of Transportation Office of Materials 

and Research personnel.(1) The FHWA/TFHRC 

Electronics Laboratory has made many improvements 

and modifications to the faultmeter over the years. The 

faultmeter is very light and easy to use. The unit, shown 

in figure 143, weighs approximately 3.2 kg and supplies 

a digital readout with the push of a button located on 

the carrying handle. It reads out directly in millimeters 

(e.g., a digital readout of 6 indicates 6 mm of faulting) 

and shows whether the reading is positive or negative. 

The unit reads out in 1 second and freezes the reading 

in the display so that it can be removed from the road 

before reading for safer operation. The legs of the 

faultmeter’s base are set on the slab in the direction of 

traffic on the “leave side” of the joint. The measuring 

probe contacts the slab on the approach. Movement 

of this probe is transmitted to a linear variance displacement transducer to measure joint 

faulting. The joint must be centered between the guidelines shown on the side of the meter.

Any slab that is lower on the leave side of the joint will register as a positive faulting 

number. If the slab leaving the joint is higher, the meter gives a negative reading.

The amount of time it takes to complete the faulting survey of a LTPP test section 

depends on the number of joints and cracks encountered and on the amount of time 

needed to measure and record the location of each joint and crack. Generally, it should 

take less than 30 minutes to measure and record faulting and lane-to-shoulder dropoff on 

a 150-m test section using this device.

The Mechanical Faultmeter

The mechanical faultmeter was designed as a backup to the Georgia faultmeter. It is not 

intended for use as a primary measuring device for faulting. The mechanical faultmeter 

has the same “footprint” as the Georgia faultmeter and should be used in a similar 

manner. It has a dial indicator instead of the Georgia faultmeter’s electronic digital 

readout. The mechanical faultmeter also does not take negative faulting readings and 

must be reversed to read negative faulting.

Figure 143

The Georgia Faultmeter in Use. 
125

Appendix B

OPERATING THE FAULTMETER

This section gives step-by-step operating instructions. The Georgia faultmeter has 

several unique features, which have been added to simplify operations, increase range of 

measurement to 22 mm, and increase reach to 100 mm to allow for spanning spalls and 

excess joint material on the slab surface.

Use the right hand when testing the outside lane. This allows the operator to stand safely 

on the shoulder facing traffic while making the test. There is an arrow on the meter 

showing traffic direction. Set the meter on the leave side of the joint. A probe contacts 

the slab on the approach side. The joint must be centered approximately between the two 

marks on each side of the meter. 

As indicated in Chapter 3 of the Data Collection Guide, faulting of transverse joints 

and cracks is measured as the difference in elevation to the nearest 1 mm between the 

pavement surface on either side of a transverse joint or crack.(2) In cases of a widened 

lane, measure 0.3 m from the edge of the slab and 0.75 m from the outside edge of 

the lane edge stripe. When anomalies such as patching, spalling, and corner breaks are 

encountered, the faultmeter should be offset to avoid including such anomalies in the 

readings. The maximum offset is 0.3 m. A null value should be recorded and entered into 

the database when the surveyor is unable to take a measurement due to an anomaly.

Three measurements are made at each location. The representative value of the readings 

is recorded to the nearest millimeter. Measurements are taken at every joint and crack. 

This data is to be recorded on distress survey sheet 6. The distance from the start of the 

test section to the point where the measurement is taken is also recorded. This distance 

is obtained with a metric tape measure. Faulting is assumed to be positive. Therefore, 

the space to the left of the entry of measured faulting is to be filled with a negative sign 

when necessary. If the approach slab is higher than the departure slab, no positive sign 

is to be entered. If the approach slab is lower, a negative sign is entered. The readings 

recorded on the faultmeter are reported in millimeters on sheet 6. Faulting measurements 

and sheet 6 are to be completed at the beginning of the distress survey. Point distance 

measurements entered on sheet 6 for joints and transverse cracks should be consistent 

between surveys of the same test section to an accuracy of less than 0.5 m. Evaluate 

point distance differences for previous measurements of ≥ 0.5 m with a metric 

tape measure. 

Note: The precise start point of surveys must be identified clearly in the field.

Lane-to-shoulder dropoff is measured as the difference in elevation to the nearest 

1 mm between the pavement surface and the adjacent shoulder surface. Measurements 

are taken at the beginning of the test section and at 15.25-m intervals (a total of 

11 measurements) at the lane/shoulder interface or joint. Lane-to-shoulder dropoff

typically occurs when the outside shoulder settles. However, heave of the shoulder may 

occur due to frost action or swelling soil. If heave of the shoulder is present, record it 

as a negative value. At each point where there is no lane-to-shoulder dropoff, enter “0.” 

This data should be entered again on JCP data sheet 7 and CRCP data sheet 10.

The distance from the center of the measuring probe to the edge of the base’s forward 

foot is 100 mm to allow easy placement on the joint, and for more overhang, to measure 

shoulder dropoff. In addition, the base feet are 50 mm long, to bridge any bad crack or 

low spot in the pavement. The faultmeters will read up to 22 mm.
126

FAULTMETER 

MEASUREMENTS

Differential elevations greater than 22 mm will still need to be measured using the 

machined spacer block supplied with the faultmeter.

The operational procedures for the mechanical faultmeter are the same as for the Georgia 

faultmeter, with the exception of taking negative faulting readings. The mechanical 

faultmeter must be reversed to record negative readings and lane-to-shoulder dropoff.

CALIBRATION

Surveyors must ensure that they have a working faultmeter with fully charged batteries 

prior to beginning a survey on a test section. Although the meter is very stable, it should 

be checked at the beginning and end of every use to assure correct readings. Calibration 

is checked by setting the meter on the calibration stand, which has been provided with 

the faultmeter. Align the front end of the faultmeter with the measuring probe on the 

9-mm calibration block. In this position, a reading of 9 mm should be obtained. Then 

align the meter should with the measuring probe off the 9-mm calibration block. In this 

position, a reading of 0 mm should be obtained.

As long as the “0” and “9” readings are obtained, the unit is working properly. If 

not, align the meter with the measuring probe off the 9-mm calibration block. In this 

position, if a reading of 0 mm is not obtained, reset the “0” button and check the 

calibration again. Be sure to check for any electronic malfunction before checking the 

calibration. Weak batteries can also cause an erroneous reading.

Faultmeters that do not pass the calibration checks, cannot be “zeroed,” or have other 

maintenance problems, should be returned to FHWA’s LTPP team distress coordinator 

for repair.

The calibration checks are the same for the mechanical faultmeter. “Zero” adjustments 

can be made to the mechanical faultmeter with a one-eighth-inch Allen wrench by 

adjusting the dial indicator height with the set screw adjacent to the dial indicator. Care 

must be taken during adjustment to ensure that the measuring rod moves freely.

MAINTENANCE

The only maintenance normally required for the faultmeter is the routine recharging of 

the batteries. When the batteries no longer hold a charge, they should be replaced. RSCs 

should send the meter to FHWA’s LTPP team for repairs, maintenance, and battery 

replacement.

The mechanical faultmeter requires no special maintenance.

If the measuring rod does not move freely, the readings will be in error. This should not 

be a problem, as the rod is made of stainless steel and will not rust. If the rod becomes 

coated with road film and dust, clean it with a damp cloth. Do not clean with penetrating 

oil or any products that will leave an oily residue, as this will cause dust to adhere to 

the rod. If the rod “clicks” when the meter is lifted from the pavement, this is a good 

indication that it is sliding freely. Care should be taken when storing the meter to ensure 

that the rod is not damaged.
127

Appendix B

REFERENCES

1. Stone, J. (1991). Georgia Digital Faultmeter, Report No. FHWA-GA-91-SP9010, Federal 

Highway Administration, Washington, DC.

2. Strategic Highway Research Program. (1990). Data Collection Guide for Long-Term 

Pavement Performance Studies, Operation Guide SHRP-LTPP-OG-001, U.S. Department 

of Transportation, Washington, DC.

C

129

PROFILE 

MEASUREMENTS

CURRENT LTPP PROFILE MANUAL

Please use the link below to view the current manual:

Publication Number: FHWA-HRT-08-056

Date: November 2008

Title: LTPP Manaul for Profile Measurements and Processing

URL: http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/08056/


Research, Development, and Technology

Turner-Fairbank Highway Research Center

6300 Georgetown Pike

McLean, VA 22101-2296 HRDI-30/05-14(5M)E

Recycled

Recyclable