Surface Type
BehaviorsActivity / RulesCalibrateRoute - Stay PutReverseRoute - Stay PutRetireRoute - SnapExtendRoute - Stay PutReassignRoute - SnapRealignRoute - Stay PutRealignOverlap - SnapCartoRealignRoute - Honor Route MeasureCONC - (Rigid Pavement Conditions) Conc is a set of attributes of rigid pavement condition. Rigid pavement is most pavement types except asphalt. Rigid includes concrete and brick.(CONC) - CRACKING PERCENT -- IIT_NUM_ATTRIB100 This is a new field required by HPMS. Only NUSYS will use this attribute.(CONC) - Default Flag -- IIT_CHR_ATTRIB29 Conc records are loaded with a default value of n. Conc records are all received from PMS, no default records are created. Code n - no, all values are measured.I - IRIR is measured, Other values are default N - No, All values are measured P - Previous Section Data S - Succeeding Section DataY - Yes, All values are default(CONC) - Faulting Type -- IIT_CHR_ATTRIB26 The severity of the faulting. There are three severity codes.Code 1 - LOW - faulting of less than 0.25"Code 2 - MEDIUM - faulting of 0.25" to 0.5"Code 3 - HIGH - faulting greater than 0.5".History:Faulting is a condition where 2 adjacent slabs have moved vertically with respect to each other. It is caused by repeated Deflection of the joint under heavy loads. Faulting per se does not decrease the structural adequacy of the pavement; however, it may severely reduce the riding quality.(CONC) - Faulting Value -- IIT_NUM_ATTRIB25 This value is received in the load file from the pavement management system. It is a calculated value representing the extent of the three faulting types. A full discussion is found at http://www.ksdot.org/matreslab/PMIS/glossary.aspHistory:Extent is the number of full width joints in each severity code. (CONC) - Joint Distress 1 -- IIT_NUM_ATTRIB21 A calculated value representing the extent of joint distress of severity 1. A full discussion is found at http://www.ksdot.org/matreslab/PMIS/glossary.aspJ1 J2 J3 J4 condition of joints in the segment as determined from the average of three 100-foot test sections. This is a one-digit number indicating the number of distressed joints of a given severity code which can be expected to occur in any 100-foot sample of the segment. Averages between 0.01 and 1.49 were rounded to 1.The severity codes for joint distress are: J1 - Noticeable staining and/or minimal cracking at each joint. J2 - Staining and/or hairline cracking with minimum spalling. J3 - Significant cracking and spalling. Some patching done or necessary. J4 - Advanced cracking and severe spalling. Patching deteriorated and 2 to 3 feet wide along joint. Minimal cracking or spalling is defined as less than 2 feet along the joint length. Significant cracking or spalling is defined as more than 2 feet along the joint length. More than one severity level may be coded per test section. Extent is the number of full width joints in each severity code.History:Joint distress is a deterioration of the pavement at contraction or construction joints Because of d?cracking frozen dowels etc. Initial signs of this distress are discoloration of the pavement near the joint and/or very minor cracking adjacent to the joint. As the distress progresses, hairline cracks increase adjacent to the joint. The deterioration continues until pieces of the pavement loosen and spall from traffic action. At the worst level the joint Shows severe distress which cannot be adequately maintained without full depth removal and replacement. Since deterioration may be more advanced at some transverse joints than others more than 1 code may be assigned for joint distress for each test section. Code 1. Noticeable staining & minimal cracking (less than 2 feet along the joint length) is present. There is no spalling and no patching has been done nor is any necessary. Code 2 staining and/or hairline cracking exists. Spalling of less than 2 feet of distress exist.(CONC) - Joint Distress 2 -- IIT_NUM_ATTRIB22A calculated value representing the extent of joint distress of severity 2. A full discussion is found at http://www.ksdot.org/matreslab/PMIS/glossary.asp(CONC) - Joint Distress 3 -- IIT_NUM_ATTRIB24 A calculated value representing the extent of joint distress of severity 3. A full discussion is found at http://www.ksdot.org/matreslab/PMIS/glossary.aspHistory:Since deterioration may be more advanced at some transverse joints than others more than 1 code may be assigned for joint distress for each test section.(CONC) - Joint Distress 4 -- IIT_NUM_ATTRIB23 A calculated value representing the extent of joint distress of severity 4. A full discussion is found at http://www.ksdot.org/matreslab/PMIS/glossary.aspFLEX - (Flexible Pavement Conditions) Flex is a set of attributes describing the condition of a flexible pavement. A full description can be found at http://www.ksdot.org/matreslab/PMIS/glossary.asp(FLEX) - Average Rutting -- IIT_CHR_ATTRIB27 Rutting is measured over the entire segment. Condition of rutting in wheelpaths representing data collected by the South Dakota profilometer (on prof date) in the two-driving lane wheelpaths for the entire segment. This two-digit code is a combination of average (first digit) and maximum tenth of a mile within a segment (second digit) rutting severity. Each digit can be: 0. 0.00"-0.24”; 1. 0.25"-0.50"; 2. 0.51"-1.00" flagged as "rutting" ; 3. >1.00" flagged as "rutting"0 - LOW - 0.00 - 0.24 inches 1 - MED-LOW - 0.25 - 0.50 inches 2 - MED-HIGH - 0.51 - 1.00 inches 3 - HIGH - > 1.00 inches (FLEX) - Block Cracking -- IIT_CHR_ATTRIB26 Condition of block cracking. Block cracking is not coded unless it covers more than 50% of the test section. Block cracking severity codes are: 1 - GRT 4 - Block size greater than 4' with no secondary cracking.2 - LESS 4 - Block size less than 4' with no secondary cracking. 3 - GRT 4 SCND - Block size greater than 4' with secondary cracking. 4 - LESS 4 SCND - Block size less than 4' with secondary cracking. The maximum block size is 12 feet. Construction joints are not counted. Cracking along the wheelpath is not counted as block cracking rather it is counted as fatigue cracking. The extent represents the three test sections and is a one-digit number. The number shown denotes the code of block cracking exhibited code 1, 2, 3, or 4. For example a "3" indicates Code 3 block cracking is present in more than 50% of the average section. The worst condition found in the three test sections is used to represent the segment. A full description can be found at http://www.ksdot.org/matreslab/PMIS/glossary.aspHistory:Block cracking is a series of interconnected transverse and longitudinal cracks that divide the pavement into rectangular Pieces with sides ranging from approximately right angles and are caused by aging and hardening of the pavement rather than by loading. Cracking which forms blocks with any dimension greater than 12 feet is not classified as block cracking. Only test sections that have more than 50% of the area affected are rated. No extent is rated for this field. Only 1 condition code is rated for each test section. Transverse cracking which occurs within an area Designated as block cracking should be measured and recorded as transverse cracking if the transverse cracks are full width and developed independently from the block cracking. Also, alligator cracking that occurs in the wheelpaths is considered as fatigue cracking and is rated accordingly. (FLEX) - Cracking Length -- IIT_NUM_ATTRIB101 From 2010 onwards cracking length is computed as (TCR0+TCR1+TCR2+TCR3) *lane width*52.8 ?. This is an HPMS item from 2009 reporting year. In 2009 data set cracking length is computed as (TCR0+TCR1+TCR2+TCR3)*pavement width*52.8 . From 2010 onwards cracking length is computed as (TCR0+TCR1+TCR2+TCR3)*lane width*52.8 ?. FYI - 2009 reported data was as desired and cracking length loaded for 2010 was updated in the POEQ item. Because the HPMS formula changed after the submittal.(FLEX) - Cracking Percent -- IIT_NUM_ATTRIB100 ~~~No description on document~~~~History:This is an HPMS item from 2009 reporting year. Cracking percent is calculated differently NUSYS vs state system. cracking Percent for non-state urban HPMS sections is based on how much of the total area is cracked. Therefore, an asphalt pavement that is cracked-all-over (by visual examination) gets 100%. If all the panels of a concrete pavement are cracked, then it shows that as 100%. So, the values range from 0-100% for the non-state system. For state system the types and severity of cracks are measured to calculate cracking percent. The length of fatigue cracking for each of the severities and an effective width are taken to create an area. That is, we multiply the length of code 1 FCR (feet/100 ft) by 1/12 feet (the effective width of a code 1 crack). Code 2 FCR is multiplied by 1 foot. And code 3 FCR is multiplied by 2 feet. This means that we could have 400 wheel-path feet/100 feet of cracking on a 2-lane undivided road. This means the maximum cracked area is 400 feet * 2 f(FLEX) - Fatigue Cracking 1 -- IIT_NUM_ATTRIB16 Condition of fatigue cracking in wheelpaths as an average of three test sections. FC1 header denotes code 1 cracking severity FC2 denotes code 2 cracking severity and so forth. The values in the columns under the severity codes report the lineal feet of fatigue cracking expected in any 100-foot sample on a two-lane roadway. More than one severity level may be coded per test section however the extent must exceed 5? To be counted. Fatigue cracking severity codes are: FC1: hairline alligator cracking pieces not removable. FC2: alligator cracking pieces not removable cracks spalled. Fc3: alligator cracking pieces are loose and removable pavement may pump. Fc4: pavement has shoved forming a ridge of material adjacent to the wheelpath. Fatigue cracking commonly called alligator cracking is caused by traffic and will normally occur only in the wheelpath areas. The first sign of fatigue cracking is usually one or more longitudinal parallel cracks in the wheelpath. After repeated traffic loading the cracks connect forming many sided sharp angled pieces that develop a pattern resembling the skin of an alligator. The pieces are usually less than 1 foot on the longest side. Advanced stages of fatigue cracking include spalling of the cracks pumping and shoving. Shoving may occur without evidence of fatigue cracking. Extent is lineal feet of wheelpath that is affected by each condition.History:Fatigue cracking commonly called alligator cracking is caused by traffic and will normally occur only in the wheelpath areas. The first sign of fatigue cracking is usually one or more longitudinal parallel cracks in the wheelpath. After repeated traffic loading the cracks connect forming many sided sharp angled pieces that develop a pattern resembling the skin of an alligator. The pieces are usually less than 1 foot on the longest side. Advanced stages of fatigue cracking include spalling of the cracks pumping and shoving. Shoving may occur without evidence of fatigue cracking.Extent is lineal feet of wheelpath that is affected by each condition. Transverse cracking which occurs within an area designated as block cracking should be measured and recorded as transverse cracking if the transverse cracks are full width and developed independently from the block cracking. Also, alligator cracking that occurs in t ***Rest of the paragraph is gone***(FLEX) - Fatigue Cracking 2 -- IIT_NUM_ATTRIB17 See above(FLEX) - Fatigue Cracking 3 -- IIT_NUM_ATTRIB18 See above(FLEX) - Fatigue Cracking 4 -- IIT_NUM_ATTRIB19 See above(FLEX) - Max Rutting -- IIT_CHR_ATTRIB28 0 - LOW - 0.00 - 0.24 inches 1 - MED-LOW - 0.25 - 0.50 inches 2 - MED-HIGH - 0.51 - 1.00 inches 3 - HIGH - > 1.00 inches (FLEX) - Transverse Cracking1 -- IIT_NUM_ATTRIB20 Condition of transverse cracking as an average of the three 100-foot test sections. The severity codes are: T0: sealed cracks with no roughness and sealant breaks less than 1 foot per lane. T1: no roughness 0.25? Or wider with no secondary cracking; or any width with secondary cracking less than 4 feet per lane; or any width with a failed seal (1 or more feet per lane). T3: any width with noticeable roughness due to depression or bump. Also cracks that have greater than 4 feet of secondary cracking but no roughness. Only cracks that are a full lane width are counted (centerline to edge on a two-lane road). More than one severity level may be coded per test section. The extent of transverse cracking is reported as a one- or two-digit number which represents the number of full width cracks expected in any 100-foot sample of the segment to the nearest 0.1 cracks. Note: transverse cracking extent values are displayed without a decimal point xx instead of x.x due to space limitations on the printed page.History:Transverse cracking which occurs within an area designated as block cracking should Be measured and recorded as transverse cracking if the transverse cracks are full width and developed independently from the block cracking. Also, alligator cracking that occurs in the wheelpaths is considered as fatigue cracking and is rated accordingly.(FLEX) - Transverse Cracking2 -- IIT_NUM_ATTRIB21 See above(FLEX) - Transverse Cracking3 -- IIT_NUM_ATTRIB22 See above
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