Road_Inventory_and_Condition_Assessment _Cycle_5_Report.pdf

Road Inventory and Condition Assessment

Pipestone National Monument

PIPE

Cycle 5 Report

Prepared By: Federal Highway Administration Road Inventory Program (RIP) Data Collected: 09/2012 Report Date: 04/2013

St. Paul

Minneapolis

Pipestone National Monument in

Minnesota

Pipestone National Monument

DCV = Data Collection Vehicle

TABLE OF CONTENTS

SECTION PAGE

1. INTRODUCTION 1 - 1

2. PARK ROUTE INVENTORY

Route IDs, Subcomponents & Changes Report (As Applicable) 2 – 1

3. PARK SUMMARY INFORMATION

Paved Route Miles and Percentages by Functional Class and PCR 3 – 1 DCV Road Condition Summary 3 – 3

Parkwide DCV Condition Summary 3 – 4

4. PARK ROUTE LOCATION MAPS

Route Location Key Map 4 – 1 Route Location Area Map 4 – 2 Route Condition Key Map – PCR Mile by Mile 4 – 3 Route Condition Area Map – PCR Mile by Mile 4 – 4

5. PAVED ROUTE CONDITION RATING SHEETS

CRS Pages 5 – 1

6. MANUALLY RATED PAVED ROUTE CONDITION RATING SHEETS

MRR Pages 6 – 1

7. PARKING AREA CONDITION RATING SHEETS

Paved Parking Area Pages 7 – 1

8. PARKWIDE / ROUTE MAINTENANCE FEATURES SUMMARIES

Parkwide Maintenance Features Summary 8 – 1 DCV Route Maintenance Features Summary 8 – 2 Structure List 8 – 3

9. ROUTE MAINTENANCE FEATURES ROAD LOGS

Route Maintenance Features Road Logs 9 – 1

10. APPENDIX

Explanation of Changes to the RIP Index Equations and Determination of PCR 10 – 1 Explanation of the Excellent, Good, Fair and Poor Condition Descriptions 10 – 2 Description of Rating System 10 – 3 Surface Distresses 10 – 5 Index Formulas 10 – 12 Data Collection Vehicle Subsystems 10 – 16 Geodatabase – Background and Metadata 10 – 19 Glossary of Terms and Abbreviations 10 – 20

Section 1 Introduction

1-1

INTRODUCTION

The Federal Highway Administration, (FHWA), in the mid 1970s, was charged with the task of identifying surface condition deficiencies and corrective priorities on National Park Service (NPS) roads and parkways. Additionally, FHWA was tasked with establishing an integrated maintenance features inventory, locating features such as culverts, guardrails, and signs, among others, along NPS roads and parkways. As a result, in 1976 the NPS and FHWA entered into an MOA (Memorandum Of Agreement) which established the RIP (Road Inventory Program). This MOA was terminated and revised in 1980 to establish a new MOA aiming to update RIP data and develop a long-range program to improve and maintain NPS roads to designated condition standards and establish a maintenance management program.

The FHWA completed this initial phase of the RIP in the early 1980s. As a result of this effort, each NPS site included in the study received a RIP Report known as the “Brown Book” which included the information collected during this first RIP phase.

In the 1990s, the effort was again renewed to update and maintain the RIP data. By this time the computer age was upon us and a process was employed that relied heavily on electronic data collection and computer technology. A cyclical program was developed and the RIP completed two cycles of data collection from 1994 to 2001. Cycle 1, starting in 1994, was conducted in 44 “large parks” (parks containing 10 or more paved route miles). Cycle 2 began in 1997 and comprised 79 large parks and 5 small parks totaling 4,874 paved route miles. Each of these parks received a RIP Report known as the “Blue Book”. Cycle 3, from 2001 to 2004, was conducted in all parks, large and small, that contained any paved routes, including parking areas and, again, each park received a RIP Report and associated electronic files.

Cycle 4 was initiated in the spring of 2006 covering 86 large parks and several associated small parks consisting of 5,553 paved route miles and 6,232 paved parking areas. Data collection has been completed for Cycle 4 and all data has been delivered to the NPS.

In 2005, the FHWA began implementing the use of a Pavement Management System (PMS) to assist the NPS in prioritizing Pavement Maintenance and Rehabilitation activities. The PMS used by FHWA is the Highway Pavement Management Application (HPMA) and this software has the ability to store inventory and condition data from RIP and forecast future performance using prediction models. Outputs include performance and condition reports at the National, Regional, Park, or Route level. A regional prioritized list and optimization have been produced for most regions and the Federal Highway Deferred Maintenance is calculated via the HPMA.

In an effort to improve the accuracy of treatment recommendations and pavement condition descriptions, an extensive study was completed throughout 2010 that has resulted in changes to the RIP condition reporting method, specifically the distresses and indexes that comprise the Pavement Condition Rating (PCR). It was determined that a better representation of PCR could

1-2 be achieved by modifying the relative impact certain distresses would have on the overall rating.

The changes that were implemented were endorsed by management at both the FHWA and NPS in October 2010. These changes will allow greater use of RIP and HPMA data for not simply condition data reporting, but also as a reliable tool for project identification and selection.

Because of these changes, the PCR Condition ratings reported in Cycle 5 do not directly relate to the condition ratings reported in previous cycle RIP Reports. For more detailed information about the changes, see Section 3 and Section 10 in this RIP Report.

Cycle 5 has launched in the summer of 2010 and will again comprise all parks, large and small, that are served by paved roads and/or parking areas. For Cycle 5, the decision was made to collect condition data in large parks on Functional Class 1, 2, and 7 paved routes only, as well as any new routes that were previously not collected. In small parks, all paved routes and parking areas will be collected. As a result, this will include 81 large parks with 4,459 paved route miles and 231 small parks with 529 paved route miles and associated paved parking areas.

Since 1984, the Road Inventory Program has been funded through the Federal Lands Highway Park Roads and Parkways (PRP) Program. Currently, coordination of the RIP with FLH is under the NPS Washington Headquarters Park Facility Management Division. The FLH Washington office coordinates policy and prepares national reports and needs assessment studies for Congress.

In 1998, the Transportation Equity Act for the 21st Century (TEA-21) amended Title 23 U.S.C., and inserted Section 204(a)(6) requiring the FHWA and NPS, to develop by rule, a Pavement Management System (PMS) applied to park roads and parkways serving the National Park System.

FLH is responsible for the accuracy of all data presented in this report. Any questions or comments concerning the contents of this report should be directed to the national RIP Coordinator located in Sterling, Virginia.

Respectfully, FHWA RIP Team

FHWA/Eastern Federal Lands FHWA/Central Federal Lands 21400 Ridgetop Circle 12300 West Dakota Ave Sterling, VA 20166 Lakewood, CO 80228

(703) 404-6371 (720) 963-3556

Section 2 Park Route Inventory

Cycle 5 NPS/RIP Route ID Report Road Inventory Program 04/18/2013 (Numerical By Route #) Page 1 of 3

Shading Color Key: Green = All Unpaved Parking AreasYellow = Unpaved Routes, DCV not DrivenWhite = Paved Routes, DCV Driven

Grey = Paved Routes, DCV not Driven

Blue = All Paved Parking Areas Red text denotes approx. mileage Black = State, Local or Private non-NPS Routes = Concession Route Flag ON

*Unpaved route data was obtained from NPS and was not inventoried by the Road Inventory Program (RIP).

** DCV - Data Collection Vehicle NC - Not Collected

PIPE PIPESTONE NATIONAL MONUMENT

Func.

Class

Route Description Rte.

No. Route Name

Paved Miles

Surf.

Type

Un- Paved MilesFrom To

Total Route Length

FMSS

No.

Manual Rated

SQ/FT

Area Maps

C o n ce ss

R o u te Maint.

District

C y cl e

C o ll e ct e d

FROM INTERSECTION

WITH ROUTE 5000

(HIAWATHA AVENUE)

AND 9TH STREET

10010 RESERVATION

AVENUE

0.61 0.00 ASTO ROUTE 0900

(VISITOR CENTER

PARKING)

62902 1N/A 0.615

FROM ROUTE 0010

(RESERVATION

AVENUE)

60400 NORTH

RESERVATION

AVENUE

0.06 0.00 ASTO END OF PAVEMENT62926 1N/A 0.065

FROM END OF ROUTE

0010 (RESERVATION

AVENUE)

0900 VISITOR CENTER

PARKING

0.00 0.00 ASTO PARKING62916 38,993 1N/A 0.005

FROM ROUTE 0900

(VISITOR CENTER

PARKING)

0901 MAINTENANCE AREA

PARKING

0.00 0.00 ASTO PARKING62919 5,397 1N/A 0.005

FROM ROUTE 0010

(RESERVATION

AVENUE)

0902 PICNIC AREA

PARKING

0.00 0.00 ASTO PARKING62943 8,000 1N/A 0.005

ADJACENT TO ROUTE

0010 (RESERVATION

AVENUE) ON LEFT

0903 THREE MAIDENS

PARKING

0.00 0.00 AS63198 1,325 1N/A 0.005

FROM INTERSECTION

WITH ROUTE 0010

(RESERVATION

AVENUE) AND 9TH

STREET

5000 HIAWATHA AVENUE 0.76 0.00 ASTO NORTH PARK

BOUNDARY

62906 1N/A 0.765

FROM 111TH STREET

(COUNTY ROAD 15)

5001 COUNTY ROAD 67 0.60 0.07 ASTO NORTH PARK

BOUNDARY AT MP 0.67

62905 1N/A 0.675

Road Inventory Program 04/18/2013 (Numerical By Route #) Page 2 of 3

Shading Color Key: Green = All Unpaved Parking AreasYellow = Unpaved Routes, DCV not DrivenWhite = Paved Routes, DCV Driven

Grey = Paved Routes, DCV not Driven

Blue = All Paved Parking Areas Red text denotes approx. mileage Black = State, Local or Private non-NPS Routes = Concession Route Flag ON

*Unpaved route data was obtained from NPS and was not inventoried by the Road Inventory Program (RIP).

** DCV - Data Collection Vehicle NC - Not Collected

CYCLE 5 SUMMARY TOTALS FOR PIPESTONE NATIONAL MONUMENT

Manually Rated Route Miles

TOTAL PARK ROUTE MILES COLLECTED IN CYCLE 5

DCV Driven Route Miles Concession Paved Route Miles

Paved Parking (SQFT)

Manually Rated Routes (SQFT)

0.00

53,715

CYCLE 5 ROUTE TOTALS

Concession Paved Parking Area SQFT

Concession Manually Rated Rotes SQFT

CYCLE 5 CONCESSION TOTALS

* CYCLE 5 PARKING AREA TOTALS CYCLE 5 WEIGHTED AVERAGE PARK VALUES

0.67

* - The Parking Area Totals SQFT value represents all parking areas collected in Cycle 5, both park and concessionaire.

DCV Driven PCR

**Manually Rated Routes PCR

**Parking PCR

N/A

*** - Equivalent Lane Miles are calculated by route using the following equations : DCV and Manually Rated Lines Routes=(PAVE_WIDTHxPAVED_MI)/11 foot lane. Parking Areas=SQ_FEET/5280/11. Manually Rated Polygons=SQ_FEET/5280/11.

***Total Equivalent Lane Miles 2.15

** - Parking and Manually Rated Routes are assigned the following PCR values based on their observed condition: Construction=-1, Excellent=97, Good=90, Fair=73, and Poor=45.

0.00

Unpaved Parking (SQFT) 0

TOTAL PARKING (SQFT) 53,715

Concession Unpaved Route Miles 0.00

TOTAL CONCESSION ROUTE MILES 0.00

Concession Unpaved Parking Area SQFT 0

TOTAL CONCESSION PARKING AREA SQFT 0

0.00TOTAL UNPAVED PARK ROUTE MILES

0.67

Road Inventory Program 04/18/2013 (Numerical By Route #) Page 3 of 3

Shading Color Key: Green = All Unpaved Parking AreasYellow = Unpaved Routes, DCV not DrivenWhite = Paved Routes, DCV Driven

Grey = Paved Routes, DCV not Driven

Blue = All Paved Parking Areas Red text denotes approx. mileage Black = State, Local or Private non-NPS Routes = Concession Route Flag ON

*Unpaved route data was obtained from NPS and was not inventoried by the Road Inventory Program (RIP).

** DCV - Data Collection Vehicle NC - Not Collected

Surface Type Abbreviations:

AS - Asphaltic Concrete Pavement

CO - Portland Cement Concrete Pavement

CB - Cobble Stone Road Bed

BR - Brick or Pavers Road Bed

GR - Gravel Road Bed

SA - Sand Road Bed

NV - Native or Dirt Material Road Bed

OT - Other Materials Road Bed

General Park Road Functional Classification Table

Class 1 Principal Park Road/Rural Parkway (Public Roads) Roads which constitute the main access route, circulatory tour, or thoroughfare for park visitors.

Route Numbers 1 - 99. Note: Rural parkways (e.g. Natchez Trace) are numbered 1 - 9. State Routes Inventoried for Park. Route Numbers 5000-5999

Class 2 Connector Park Road (Public Roads) - Roads which provide access within a park to areas of scenic, scientific, recreational or cultural interest, such as overlooks, campgrounds, etc. Route Numbers 100-199.

Class 3 Special Purpose Park Road (Public Roads) - Roads which provide circulation within public areas, such as campgrounds, picnic areas, visitor center complexes, concessionaire facilities, etc. These roads generally serve low-speed traffic and are often designed for one-way circulation. Route Numbers 200-299.

Class 4 Primitive Park Roads (Public Roads) - Roads which provide circulation through remote areas and/or access to primitive campgrounds and undeveloped areas. These roads frequently have no minimum design standards and their use may be limited to specially equipped vehicles. Route Numbers 200-299.

Note: Functional Classes 3 and 4 have the same route numbers because, historically, they were numbered similarly.

Class 5 Administrative Access Road (Administrative Roads) - All public roads intended for access to administrative developments or structures such as park offices, employee quarters, or utility areas. Route Numbers 400-499.

Class 6 Restricted Road (Administrative Roads) - All roads normally closed to the public, including patrol roads, truck trails, and other similar roads. Route Numbers 400-499.

Note: Functional Classes 5 and 6 have the same route numbers because historically they were numbered similarly and often there is little distinction between these routes. For example, because utility areas and employee housing are often closed to the public, this restriction would result in classification of FC 6 rather than FC 5.

Class 7 Urban Parkway (Urban Parkways and City Streets) - These facilities serve high volumes of park and non-park related traffic and are restricted, limited-access facilities in an urban area. This category of roads primarily encompasses the major parkways which serve as gateways to our nation's capital. Other major park roads or portions thereof, however, may be included in this category. Route Numbers 1-9.

Class 8 City Streets (Urban Parkways and City Streets) - City streets are usually extensions of the adjoining street system that are owned and maintained by the National Park Service. The construction and/or reconstruction should conform with accepted local engineering practice and local conditions. Route Numbers 600-699.

A park road system contains those roads within or giving access to a park or other unit of the NPS which are administered by the NPS, or by the Service in cooperation with other agencies. The assignment of a functional classification (FC) to a park road is not based on traffic volumes or design speed, but on the intended use or function of that road or route.

The historic route numbering system also included a 300 number series for interpretive roads, and a 500 series for one-way roads. There are approximately 250 roads nationwide which are designated by the 300 and 500 series. The numbers for these roads will be maintained for reporting consistency. However, since these interpretive and one-way routes are not as clearly tied to a specific functional class, the 300 and 500 series will be discontinued for future use.

5000 route numbers are assigned to Non-NPS Routes that are State, County or City owned which border, traverse, or provide access to Park Facilities or Locations. 5000 Routes are driven for GPS and Video Log only.

ROUTE IDENTIFICATION CHANGES TO PAVED ROUTES FROM PREVIOUS CYCLE - PIPE

ROUTES ADDED FROM PREVIOUS INVENTORY:

Route # Reason for AdditionRoute Name Comments

5000 OTHER

ROUTE ADDED TO INVENTORY IN CYCLE

5.HIAWATHA AVENUE

5001 OTHER

ROUTE ADDED TO INVENTORY IN CYCLE

5.COUNTY ROAD 67

OTHER CHANGES FROM PREVIOUS INVENTORY:

Route # Type of ChangeRoute Name Comments

0010 ROUTE NAME

ROUTE NAME CHANGED FROM "VISITOR

CENTER ROAD" TO "RESERVATION

AVENUE".

RESERVATION AVENUE

0400 ROUTE NAME

ROUTE NAME CHANGED FROM "HOUSING

ACCESS ROAD" TO "NORTH RESERVATION

AVENUE".

NORTH RESERVATION

AVENUE

ROUTES REMOVED FROM PREVIOUS INVENTORY:

Route # Reason for RemovalRoute Name Comments

0904 OTHER

ROUTE WAS REMOVED IN ALIGNMENT

BECAUSE IT IS CONSIDERED A DRIVEWAY,

NOT A PARKING LOT.

RANGER PARKING

Section 3 Park Summary Information

PIPE: PAVED ROUTE MILES AND PERCENTAGES

BY FUNCTIONAL CLASS AND PCR

Pavement Condition Rating (PCR) Poor (0-60) Fair (61-84) Good (85-94) Excellent (95-100) TOTAL

F.C. MILES % MILES % MILES % MILES % MILES

1 0.01 1.49% 0.54 80.60% 0.06 8.96% 0.61 6 0.06 8.96% 0.00 0.00% 0.06

Totals 0.01 1.49% 0.60 89.55% 0.06 8.96% 0.00 0.00% 0.67

Note:

Explanation of the Excellent, Good, Fair and Poor Condition Descriptions

In addition to the RIP Index changes that have been implemented in Cycle 5, we will also aim to provide greater assistance in translating excellent/good/fair/poor categories into pavement needs categories. The PCR can be used to indicate the place in the Pavement Life Cycle and the types of treatments that should be considered now and into the future.

Excellent/New: PCR of 95-100. Pavements in this range will require only spot repairs

The information in this table is derived from the PMS_20 table in the Park database, which only contains processed data from routes collected with the Data Collection Vehicle (DCV). Information for Manually Rated Routes (MRR) and Parking Areas is not reported in this table. Only Functional Class 1, 2, & 7 routes, and any new routes not previously collected by RIP, are collected in Large Parks.

Good: PCR of 85-94. Pavements in this range will likely be candidates for Preventive Maintenance. Examples include Chip and Slurry Seals, Micro Surfacing and Thin Overlays.

Fair: PCR of 61-84. Pavements in this range will likely be candidates of Light Rehabilitation (L3R). Examples include single-lift overlays up to 2.5 inches in total thickness, milling and overlays.

Poor: PCR of 0-60. Pavements in this range will likely be candidates of Heavy Rehabilitation or Reconstruction (H3R or 4R). Examples include Pulverization, Multiple Lift Overlays, and Reconstruction.

PCR data was collected for Routes 5000 and 5001 by special request, but it is not included because this table shows data for Functional Classification 1-8 routes only, and Routes 5000 and 5001 do not have a Functional Classification value.

3-1

At this time, specific Maintenance and Rehabilitation activities should be evaluated and recommended at the project level. Site-specific conditions that influence treatment type should be determined based on performing a subsurface investigation and/or pavement condition survey, and not be based solely on RIP data. Additionally, RIP produces a snapshot of conditions the year in which the data was collected. For further information or to obtain additional Pavement Management System’s data from our Highway Pavement Management Application (HPMA) please contact the Eastern Federal Lands pavement team.

3-2

PIPE: DCV ROAD CONDITION SUMMARY

DCV - Data Collection Vehicle

ROUTE

NUMBER ROUTE NAME

FUNCT

CLASS

PAVED

LENGTH

SURFACE

TYPE

AVERAGE

SURFACE

CONDITION

RATING (SCR)

AVERAGE

PAVEMENT

CONDITION

RATING (PCR)

0010 RESERVATION AVENUE 1 0.61 ASPHALT 80 78

0400 NORTH RESERVATION AVENUE 6 0.06 ASPHALT 69 69

5000 HIAWATHA AVENUE N/A 0.76 ASPHALT 91 95

5001 COUNTY ROAD 67 N/A 0.60 ASPHALT 0 28

Data Collected 09/2012

DCV ROAD CONDITION SUMMARY

0010 0400 5000 5001

ROUTE NUMBER

SC

R

/P C

R

AVERAGE SURFACE

CONDITION RATING (SCR)

AVERAGE PAVEMENT

CONDITION RATING (PCR)

3-3

PIPE: PARKWIDE DCV CONDITION SUMMARY

AVERAGE

PAVEMENT

CONDITION

RATING (PCR)

AVERAGE

ROUGHNESS

CONDITION

INDEX (RCI)

AVERAGE

SURFACE

CONDITION

RATING (SCR)

AVERAGE

RUT INDEX

AVERAGE

ALLIGATOR

CRACKING

INDEX

AVERAGE

LONGITUDINAL

CRACKING

INDEX

AVERAGE

TRANSVERSE

CRACKING

INDEX

AVERAGE

PATCHING

INDEX

77 75 80 99 100 96 80 100

All Index values are based on Data Collection Vehicle (DCV) driven roads that were collected in Cycle-5.

Roughness data is only collected on routes with lengths greater than 0.5 miles and a posted speed limit of 25 MPH or greater.

NOTE: Condition data was collected for Routes 5000 and 5001 by special request but that condition data is not included because Routes 5000 and 5001 are not park-owned routes.

Data Collected 09/2012

CYCLE 5 PARKWIDE CONDITION SUMMARY

77 75

99 100

AVERAGE PAVEMENT

CONDITION RATING

(PCR)

AVERAGE ROUGHNESS

CONDITION INDEX (RCI)

AVERAGE SURFACE

CONDITION RATING

(SCR)

AVERAGE RUT INDEX AVERAGE ALLIGATOR

CRACKING INDEX

AVERAGE

LONGITUDINAL

CRACKING INDEX

AVERAGE

TRANSVERSE

CRACKING INDEX

AVERAGE PATCHING

INDEX

R A

TI

N

G

3-4

Section 4 Park Route Location Maps

4-1º

Route Location Map

Key Map

0.5 0 0.50.25 Miles

Cycle 5 Collected Routes

Rte 0900

Rte 0902

Rte 0901

Rte 0903

R te

Rte 0010

R te

R te

4-2º0.5 0 0.50.25 Miles

Pipestone National Monument Route Location Map

Area 1

Unique colors used to differentiate routes

4-3º0.5 0 0.50.25 Miles

Pipestone National Monument Route Condition Map

PCR - Mile by Mile Key Map

Note: Only routes collected by the DCV in Cycle-5 are displayed.

* If the PCR rating is not available for a section, the SCR rating will be displayed. See appendix for definitions and formulas.

PCR

(61 - 84)

Fair (85 - 94)

Good (95 - 100)

Excellent No Data (0 - 60)

Poor

R te

Rte 0010

R te

R te

4-4º0.5 0 0.50.25 Miles

Pipestone National Monument Route Condition Map

PCR - Mile by Mile Area 1

* If the PCR rating is not available for a section, the SCR rating will be displayed. See appendix for definitions and formulas.

PCR

(61 - 84)

Fair (85 - 94)

Good (95 - 100)

Excellent No Data (0 - 60)

Poor

Section 5 Paved Route

Condition Rating Sheets

º

* If the PCR rating is not available for a section, the SCR rating will be displayed. See appendix for definitions and formulas.

PCR

(61 - 84)

Fair (85 - 94)

Good (95 - 100)

Excellent No Data (0 - 60)

Poor

Rte 0010

ROUTE: 0010 RESERVATION AVENUE

PIPE : PIPESTONE NATIONAL MONUMENT

COLLECTED: 9/20/2012

MIDWEST REGION TOTAL LENGTH: 0.61 Miles Section Number 0 Section Length (mi) 0.61 Cross Section Information

Number of Lanes 2 Paved Width (ft) 21 Lane Width (ft) 10

Roadway Condition Information SCR (Surface Condition Rating) 80 PCR (Pavement Condition Rating) 78

Distress Index Values Structural Crack Index 96 Transverse Cracking Index 80 Patching Index 100 Rutting Index 99 Roughness Condition Index (RCI) 75

NOTES:

Structural Crack Index is a combination of the Longitudinal Cracking Index and Alligator Cracking Index.

See Section 10 for explanation of SCR, PCR, & all Distress Index Values.

NC - Not Collected N/A - Not Applicable 5-1

R O

U T

E : 0

R E

SE

R

V A

T

IO

N A

V E

N U

E

º

* If the PCR rating is not available for a section, the SCR rating will be displayed. See appendix for definitions and formulas.

PCR

(61 - 84)

Fair (85 - 94)

Good (95 - 100)

Excellent No Data (0 - 60)

Poor R te

ROUTE: 0400 NORTH RESERVATION AVENUE

PIPE : PIPESTONE NATIONAL MONUMENT

COLLECTED: 9/20/2012

MIDWEST REGION TOTAL LENGTH: 0.06 Miles Section Number 0 Section Length (mi) 0.06 Cross Section Information

Number of Lanes 2 Paved Width (ft) 16 Lane Width (ft) 8

Roadway Condition Information SCR (Surface Condition Rating) 69 PCR (Pavement Condition Rating) 69

Distress Index Values Structural Crack Index 99 Transverse Cracking Index 69 Patching Index 100 Rutting Index 100 Roughness Condition Index (RCI) NC

NOTES:

Structural Crack Index is a combination of the Longitudinal Cracking Index and Alligator Cracking Index.

See Section 10 for explanation of SCR, PCR, & all Distress Index Values.

NC - Not Collected N/A - Not Applicable 5-2

R O

U T

E : 0

N O

R T

H R

E

SE

R V

A T

IO

N

A V

E N

º

* If the PCR rating is not available for a section, the SCR rating will be displayed. See appendix for definitions and formulas.

PCR

(61 - 84)

Fair (85 - 94)

Good (95 - 100)

Excellent No Data (0 - 60)

Poor

R te

ROUTE: 5000 HIAWATHA AVENUE

PIPE : PIPESTONE NATIONAL MONUMENT

COLLECTED: 9/20/2012

MIDWEST REGION TOTAL LENGTH: 0.76 Miles Section Number 0 Section Length (mi) 0.76 Cross Section Information

Number of Lanes 2 Paved Width (ft) 26 Lane Width (ft) 13

Roadway Condition Information SCR (Surface Condition Rating) 91 PCR (Pavement Condition Rating) 95

Distress Index Values Structural Crack Index 91 Transverse Cracking Index 94 Patching Index 100 Rutting Index 100 Roughness Condition Index (RCI) 100

NOTES:

Structural Crack Index is a combination of the Longitudinal Cracking Index and Alligator Cracking Index.

See Section 10 for explanation of SCR, PCR, & all Distress Index Values.

NC - Not Collected N/A - Not Applicable 5-3

R O

U T

E : 5

H

IA

W A

T H

A A

V E

N

º

* If the PCR rating is not available for a section, the SCR rating will be displayed. See appendix for definitions and formulas.

PCR

(61 - 84)

Fair (85 - 94)

Good (95 - 100)

Excellent No Data (0 - 60)

Poor

R te

ROUTE: 5001 COUNTY ROAD 67

PIPE : PIPESTONE NATIONAL MONUMENT

COLLECTED: 9/20/2012

MIDWEST REGION TOTAL LENGTH: 0.60 Miles Section Number 0 Section Length (mi) 0.60 Cross Section Information

Number of Lanes 2 Paved Width (ft) 20 Lane Width (ft) 10

Roadway Condition Information SCR (Surface Condition Rating) 0 PCR (Pavement Condition Rating) 28

Distress Index Values Structural Crack Index 0 Transverse Cracking Index 84 Patching Index 99 Rutting Index 84 Roughness Condition Index (RCI) 71

NOTES:

Structural Crack Index is a combination of the Longitudinal Cracking Index and Alligator Cracking Index.

See Section 10 for explanation of SCR, PCR, & all Distress Index Values.

NC - Not Collected N/A - Not Applicable 5-4

R O

U T

E : 5

C O

U N

T Y

R O

A D

Section 6 Manually Rated Paved Route

6-1

MANUALLY RATED ROUTE CONDITION RATING SHEETS

No data available for this section.

Section 7 Parking Area

PIPESTONE NATIONAL MONUMENT

Route 0900

VISITOR CENTER PARKING

FROM END OF ROUTE 0010 (RESERVATION AVENUE)

TO PARKING

Route Number

Public / NonPublic Lane Miles *

0900 PUBLIC 0.67

Culverts Drop Inlets Curb

0 4 NO CURB

* Lane miles are based on 11' lane widths

7-1

Surface Type

AS

PCR

POOR/45

Curb & Gutter

CONCRETE CURB

AND GUTTER

Date Visited 8/17/2012

Area (sq ft) 38,993

Gates

º400 0 400200 Feet

Rte

Rte 0901

Route 0901

MAINTENANCE AREA PARKING

FROM ROUTE 0900 (VISITOR CENTER PARKING)

TO PARKING

Route Number

Public / NonPublic Lane Miles *

0901 NONPUBLIC 0.09

Culverts Drop Inlets Curb

0 1 NO CURB

* Lane miles are based on 11' lane widths

7-2

Surface Type

AS

PCR

POOR/45

Curb & Gutter

CONCRETE CURB

AND GUTTER

Date Visited 8/17/2012

Area (sq ft) 5,397

Gates

º200 0 200100 Feet

Rte 0901

Route 0902

PICNIC AREA PARKING

FROM ROUTE 0010 (RESERVATION AVENUE)

TO PARKING

Route Number

Public / NonPublic Lane Miles *

0902 PUBLIC 0.14

Culverts Drop Inlets Curb

1 0 NO CURB

* Lane miles are based on 11' lane widths

7-3

Surface Type

AS

PCR

FAIR/73

Curb & Gutter

NO CURB AND

GUTTER

Date Visited 8/17/2012

Area (sq ft) 8,000

Gates

º100 0 10050 Feet

Rte 0010

Rte 0902

Rte 0903

Route 0903

THREE MAIDENS PARKING

ADJACENT TO ROUTE 0010 (RESERVATION AVENUE) ON LEFT

Route Number

Public / NonPublic Lane Miles *

0903 PUBLIC 0.02

Culverts Drop Inlets Curb

0 0

CONCRETE

CURB

* Lane miles are based on 11' lane widths

7-4

Surface Type

AS

PCR

FAIR/73

Curb & Gutter

NO CURB AND

GUTTER

Date Visited 8/17/2012

Area (sq ft) 1,325

Gates

º100 0 10050 Feet

Rte 0010

R te

Rte 0903

Section 8 Parkwide/Route

Maintenance Features Summaries

PIPE: PARKWIDE MAINTENANCE FEATURES SUMMARY

Includes DCV, MRL, MRP & PKG routes collected in Cycle-5

FEATURE LINEAR FEET COUNT

BRIDGE -- 0

CATTLE GUARD -- 0

CULVERT -- 6

CURB 0 --

DROP INLET -- 5

GATE -- 2

GUARD/GUIDE RAIL 0 --

CABLE 0 --

NON-CABLE 0 --

GUARD/GUIDE WALL 0 --

BOLLARD 0 --

TEMPORARY BARRIER 0 --

NON TEMP/BOLLARD 0 --

INTERSECTION -- 11

LOW WATER CROSSING 0 0

MILE MARKER -- 0

OVERPASS -- 0

PARK BOUNDARY -- 0

PAVED DITCH 0 --

PULLOUT 58 1

RAILROAD CROSSING -- 0

RETAINING WALL 0 0

SIGN -- 16

STATE BOUNDARY -- 0

TRAFFIC LIGHT -- 0

TUNNEL 0 0

Data Collected 09/2012

Notice: Culverts and drop inlets were marked by NPS and inventoried by RIP in Cycle 5 on all DCV driven routes. Culverts, drop inlets, and gates were also collected on all Manually Rated Routes and Paved Parking areas. Those totals are reflected below.

8-1

PIPE: DCV ROUTE MAINTENANCE FEATURES SUMMARY

FEATURE R

O

U T

E

R E

SE

R

V A

T

IO

N A

V E

N U

E

R O

U T

E

N O

R T

H R

E

SE

R V

A T

IO

N

A V

E N

U E

UNIT

BRIDGE EACH

CATTLE GUARD EACH

CULVERT EACH

CURB LINEAR FEET

DROP INLET EACH

GATE EACH

GUARD/GUIDE RAIL LINEAR FEET

CABLE LINEAR FEET

NON-CABLE LINEAR FEET

GUARD/GUIDE WALL LINEAR FEET

BOLLARD LINEAR FEET

TEMPORARY BARRIER LINEAR FEET

NON TEMP/BOLLARD LINEAR FEET

INTERSECTION EACH

LOW WATER CROSSING EACH

LOW WATER CROSSING LINEAR FEET

MILE MARKER EACH

OVERPASS EACH

PARK BOUNDARY EACH

PAVED DITCH LINEAR FEET

PULLOUT EACH

PULLOUT LINEAR FEET

RAILROAD CROSSING EACH

RETAINING WALL EACH

RETAINING WALL LINEAR FEET

SIGN EACH

STATE BOUNDARY EACH

TRAFFIC LIGHT EACH

TUNNEL EACH

TUNNEL LINEAR FEET

Data Collected 09/2012

0 0

0 0

Notice: Culverts and drop inlets were marked by NPS and inventoried by RIP in Cycle 5.

0 0

58 0

0 0

8-2

STRUCTURE LIST

No data available for this section.

Data Collected 09/2012 8-3

Section 9 Route Maintenance Features

Road Logs

FROM

MILEPOST

TO

MILEPOST FEATURE SIDE COMMENT

ROUTE 0010: RESERVATION AVENUE

PIPE: ROUTE MAINTENANCE FEATURES ROAD LOG

Culverts and drop inlets were marked by NPS and inventoried by RIP in Cycle 5 on all paved routes.

Notice:

0.000 ROUTE BEGIN N/A FROM INTERSECTION WITH ROUTE 5000 (HIAWATHA

AVENUE) AND 9TH STREET

0.000

0.000 INTERSECTION N/A PAVED ROUTE (9TH STREET / NON NPS)0.000

0.000 INTERSECTION RIGHT ROUTE 5000 (HIAWATHA AVENUE)0.000

0.000 SIGN LEFT GUIDE, UNABLE TO READ FROM VIDEO0.000

0.000 SIGN LEFT GUIDE, UNABLE TO READ FROM VIDEO0.000

0.000 INTERSECTION LEFT PAVED ROUTE (HIAWATHA AVENUE / NON NPS)0.000

0.004 CULVERT N/A N/A0.004

0.008 SIGN LEFT REGULATORY, STOP0.008

0.014 SIGN RIGHT GUIDE, NATIONAL PARK SERVICE0.014

0.014 SIGN RIGHT GUIDE, PIPESTONE NATIONAL MONUMENT NATIONAL PARK

SERVICE UNITED STATES DEPARTMENT OF THE INTERIOR

0.014

0.020 SIGN RIGHT GUIDE, U.S. FEE AREA0.020

0.062 CULVERT N/A N/A0.062

0.066 INTERSECTION LEFT UNPAVED ROUTE (HIAWATHA PAGEANT ROAD / NON NPS)0.066

0.080 SIGN RIGHT REGULATORY, SPEED LIMIT 250.080

0.169 SIGN RIGHT GUIDE, TODAYS FIRE DANGER EXTREME0.169

0.178 INTERSECTION RIGHT ROUTE 0400 (NORTH RESERVATION AVENUE)0.178

0.195 INTERSECTION LEFT ROUTE 0903 (THREE MAIDENS PARKING)0.195

0.198 SIGN LEFT GUIDE, THREE MAIDENS0.198

0.212 INTERSECTION LEFT ROUTE 0902 (PICNIC AREA PARKING)0.212

0.345 SIGN RIGHT GUIDE, GRAPHIC SIGN NO TEXT0.345

0.532 PULLOUT RIGHT N/A0.521

0.575 CULVERT N/A N/A0.575

0.608 SIGN RIGHT GUIDE, BUSES, CAMPERS, TRAILERS USE NEXT PARKING

AREA

0.608

0.608 INTERSECTION N/A ROUTE 0900 (VISITOR CENTER PARKING)0.608

0.608 SIGN LEFT GUIDE, U.S. FEE AREA0.608

0.608 SIGN LEFT REGULATORY, KEEP RIGHT0.608

0.608 ROUTE END N/A TO ROUTE 0900 (VISITOR CENTER PARKING)0.608

9-1Data Collected 09/2012

FROM

MILEPOST

TO

MILEPOST FEATURE SIDE COMMENT

ROUTE 0400: NORTH RESERVATION AVENUE

PIPE: ROUTE MAINTENANCE FEATURES ROAD LOG

Culverts and drop inlets were marked by NPS and inventoried by RIP in Cycle 5 on all paved routes.

Notice:

0.000 ROUTE BEGIN N/A FROM ROUTE 0010 (RESERVATION AVENUE)0.000

0.000 INTERSECTION LEFT ROUTE 0010 (RESERVATION AVENUE)0.000

0.000 INTERSECTION RIGHT ROUTE 0010 (RESERVATION AVENUE)0.000

0.004 CULVERT N/A N/A0.004

0.017 SIGN RIGHT GUIDE, RESOURCE OPERATIONS OFFICE BUILDING #30.017

0.029 SIGN RIGHT GUIDE, UNABLE TO READ FROM VIDEO0.029

0.044 CULVERT N/A N/A0.044

0.054 SIGN RIGHT GUIDE, UNABLE TO READ FROM VIDEO0.054

0.061 INTERSECTION N/A DEAD END0.061

0.061 ROUTE END N/A TO END OF PAVEMENT0.061

9-2Data Collected 09/2012

Section 10 Appendix

10-1

Explanation of Changes to the RIP Index Equations and Determination of PCR

In 2005, the FHWA began implementing the use of a Pavement Management System to assist the National Park Service in prioritizing Pavement Maintenance and Rehabilitation activities.

The PMS used by FHWA is the Highway Pavement Management Application (HPMA) and this software has the ability to store inventory and condition data from RIP and forecast future performance using prediction models. Outputs include performance and condition reports at the National, Region, Park, or Route level. A regional prioritized list and optimization have been produced for most regions and the Federal Highway Deferred Maintenance is calculated via the HPMA as well.

In an effort to improve the accuracy of treatment recommendations and pavement condition descriptions in relation to the distresses and indexes that comprise the Pavement Condition Rating (PCR), an extensive study was completed throughout 2010 that resulted in changes to the Road Inventory Program condition reporting method and specifically, the calculation of PCR. It was determined that a better representation of PCR could be achieved by modifying the relative impact certain distresses would have on the overall rating.

Through the use of HPMA data, it was noted that false failure indicators existed with the existing PCR model, and that it would be necessary to reduce their impact. The distresses affected in this way were Rutting and Roughness. Conversely, experience showed that roadways with extensive cracking present were often shown to have a high PCR. Therefore, the crack index models were adjusted to be more sensitive to changes in crack severity or quantity. It was also determined that these issues were not due to a problem with data acquisition (i.e. the RIP “van”), but with the way the collected data was processed. The final change was to provide guidance on when to use the Roughness Condition Index (RCI) in the PCR calculation. Roughness data is of little value to determining overall condition on routes that, due to their length or geometrics, have lower vehicle operating speeds. Therefore, in Cycle 5, only routes that have lengths of one half mile or greater and posted speed limits of 25 mph or greater will have RCI reported and included in the PCR calculations.

The changes that were implemented were endorsed by management at both the FHWA and NPS.

In order to show the effectiveness of these changes, several sites were ground truth tested to ensure that an improvement was achieved between the relationship of PCR and the actual Maintenance and Rehabilitation needs that were represented. These changes will allow greater use of RIP and HPMA data for not simply condition data reporting, but also as a reliable tool for project identification and selection.

Expla Descr

In additio assistanc be used t be consid

Ex G M Fa Ex Po R O

Specific project le on perfor solely on data was System’s the Easte

Pa ve m en tC on di tio n Ra tin g nation o riptions on to the RI e in translat to indicate th dered now an xcellent/New ood: PCR o

Maintenance.

air: PCR of 61 xamples inclu oor: PCR of ehabilitation

Overlays, and

Maintenanc evel. Site-sp rming a sub n RIP data.

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s data from ern Federal L of the Ex

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100. Pavemen avements in nclude Chip an ents in this ra overlays up t

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bilitation act ditions that in estigation an y, RIP prod er informati ay Pavemen ment team.

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EXCELL

, Good, F ere impleme gories into pa nt Life Cycle nts in this ran n this range nd Slurry Sea nge will likely to 2.5 inches ents in this or 4R). Exa tivities shoul nfluence tre nd/or pavem duces a snap on or to ob nt Manageme

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Poor Co cle 5, we wil eds categorie pes of treatm re only spot r be candidate facing and Th tes of Light Re kness, milling ikely be can ude Pulveriza ated and reco e should be d on survey, a ditions the y onal Pavem ation (HPMA eatment uction e Mainten airs Only

Rehabilitat ondition ll provide gr

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10-2 n reater R can hould entive

(L3R).

Heavy le Lift at the based based ch the ement ontact

10-3

DESCRIPTION OF RATING SYSTEM

The Federal Highway Administration (FHWA), National Park Service Road Inventory Program (NPS-RIP), collects condition data on paved roads, parkways, and parking areas in park units nationwide. Road surface condition data is collected using an automated Data Collection Vehicle (DCV). Roads having brick, cobblestone, or wood surfaces are not normally surveyed with the DCV, but are manually rated for the purpose of assigning a condition rating. Unpaved roads, parkways, and parking areas are not currently being evaluated for condition. Paved campground pads and driveways are also not currently being evaluated for condition.

The FHWA RIP is implemented based on the premise that an accurate pavement surface condition assessment can be accomplished using automated crack detection technology as applied to digital images. Various methods of pavement condition assessment have been developed over the years with varying degrees of accuracy and acceptance. The use of digital photography to record pavement images and subsequent crack detection and classification has undergone continuous improvements over the past decade. Digital cameras with increasingly superior resolution and high definition have become more affordable, and the proprietary programming code and algorithms have been improved in crack detection software.

With the use of high quality digital photography and automated crack detection software, FHWA RIP is tasked with executing a pavement condition assessment on about 5000 miles of National Park Service roads and parkways. Foremost in setting up the basis of pavement distress identification is employing the distress identification protocols used by FHWA. There is no single distress identification system that is universal among entities conducting a program of distress identification. For the purpose of the NPS-RIP, FHWA employs distress identification protocols that are specific to this program.

FHWA has referenced the “Distress Identification Manual for the Long-Term Pavement Performance Program”, Publication No. FHWA-RD 03-031, June 2003, as the point-of-reference for distress types on NPS pavement. The FHWA RIP distress types are similar to those described in the LTPP manual with some modifications. The document, “Distress Identification Manual for the NPS Road Inventory Program, Cycle 5, 2010-2013” was developed using the “Distress Identification Manual for the Long-Term Pavement Performance Program” as a guideline. Definitions of severity levels based on crack width contained in this document adhere to the LTPP Distress ID Manual. Modifications have been made to the definition of Alligator and Longitudinal Cracking and determination of Alligator Cracking severity. This manual also addresses Rutting and Roughness and its application to NPS-RIP.

In 2010, FHWA RIP began the fifth cycle of data collection in national parks. For Cycle 5, data will be collected in approximately 81 large parks (10 or more paved route miles) on Functional Class 1, 2, and 7 routes plus any new routes or parking areas previously not collected, totaling an estimated 4,459 paved route miles. Additionally, 231 small parks will be collected comprising approximately 529 paved route miles and associated paved parking areas. The data is used to support the National Park Service road maintenance program and Pavement Management System (PMS) developed and maintained by FHWA.

10-4

This “Distress Identification Manual for the NPS Road Inventory Program, Cycle 5, 2010- 2013” will be used as a reference resource in crack detection and classification, determination of distress severity and extent, and in the calculation of distress index values for the FHWA RIP Cycle 5.

10-5

SURFACE DISTRESSES

Surface Condition Rating - SCR

Surface distresses are measured in the primary lane only. In the classification and measurement of all paved surface condition data, results will be reported in the database in record intervals of

0.02 miles (105.6 feet) (smallest granularity) along the route.

Surface distresses determined from digital images Transverse Cracks Longitudinal Cracks Alligator Cracks Patching/Potholes

Surface distress measured by DCV (Data Collection Vehicle) LRMS (Laser Rut Measuring System)

Rutting

Each of the five surface distresses is assigned a computed surface distress index

Transverse Crack Index Longitudinal Crack Index Alligator Crack Index Patching/Pothole Index Rutting Index

Surface distress data are classified as listed above, measured for severity, and quantified for extent. Classification, severity, and extent of these five surface distresses comprise the three main elements for calculation of SCR (Surface Condition Rating).

In addition to the five surface distresses, a Structural Crack Index is computed, which is a combination of the Longitudinal Crack Index and the Alligator Crack Index. The Structural Crack Index is then used in lieu of the LC and AC indices to compute SCR.

Roughness Condition Index - RCI

Additional condition data measured by DCV (lasers and accelerometers) Roughness (IRI)

Roughness is measured by FHWA’s DCV and reported as International Roughness Index (IRI) in inches/mile. Using IRI, the Roughness Condition Index (RCI) is computed.

10-6

Pavement Condition Rating - PCR

Using the SCR (computed from the five surface distresses) and the RCI, an overall Pavement Condition Rating (PCR) is computed. The formula for PCR is:

Asphalt PCR = (0.60 * SCR) + (0.40 * RCI) Concrete PCR = RCI

A detailed description of each distress index formula, roughness index formula, SCR and PCR is provided in this document beginning on page 8.

Each classified surface distress will fall into one or more severity…LOW, MEDIUM, or HIGH based on criteria listed. For each severity, an extent is established based on the measured quantity of the distress within that severity. Within each severity individual distresses are assigned a Maximum Allowable Extent (MAE). For example, LOW severity transverse cracking may be allowed up to 21.1 cracks within a 0.02 interval before it reaches MAE and fails.

The index formulas are based on a scale of 0-100. A PCR index value of 100 would indicate a “new” road with no measurable distresses or rough ride. A PCR value of 60 is determined to be terminable serviceability and the road is considered failed. The range of index values with condition descriptors is:

POOR (<=60), FAIR (61 - 84), GOOD (85 - 94), EXCELLENT (95 - 100)

Index values are generally computed based on cumulative deducts of the measured severities.

As shown in the index formulas below, as any single severity reaches or exceeds MAE, the index computes to a value of 60 or less, and the road fails for that 0.02 interval.

Note: As a result of a unique combination of measured surface distresses and IRI, index values occasionally compute to less than 0 or greater than 100. In this instance, an index value < 0 defaults to 0. Index values > 100 default to 100. For all indices, a higher value indicates a better road condition, and a lower value indicates a poorer road condition.

On the following page, Table 1 summarizes the different types of distresses measured.

10-7

TABLE 1: Distress Summary

*Note: Roughness is measured on concrete roadways, but surface distresses and rutting are not measured. For concrete, PCR = RCI

ASPHALT-SURFACED PAVEMENT DISTRESS TYPES with RUTTING and ROUGHNESS

DISTRESS TYPE UNIT OF

MEASURE…

…CONVERTED TO DEFINED

SEVERITY

LEVELS?

MEASURED BY

Alligator Cracking Square Feet Percent of Lane Per 0.02 Mile Yes

Digital Image Crack Detection Software

Transverse Cracking Linear Feet Number of Cracks Per

0.02 Mile Yes

Digital Image Crack Detection Software

Longitudinal Cracking Linear feet Percent of Lane Length

Per 0.02 Mile Yes Digital Image Crack Detection Software

Patching/Potholes Square Feet Percent of Lane Per 0.02 Mile No

Digital Image Crack Detection Software

Rutting Inches Rut Depth Per 0.02 Mile Yes DCV – Laser Rut Measuring System (LRMS)

Roughness IRI *RCI Per 0.02 Mile No DCV – Lasers /Accelerometers

10-8

ALLIGATOR CRACKING

Description

Alligator cracking is considered a combination of fatigue and block cracking. It is a series of interconnected cracks in various stages of development. Alligator cracking develops into a many-sided pattern that resembles chicken wire or alligator skin. It can occur anywhere in the road lane. Alligator cracking must have a quantifiable area.

Severity Levels

LOW

An area of cracks with no or very few interconnecting cracks and the cracks are not spalled. Cracks are <= 0.25 in (6mm) in mean width. Cracks in the pattern are no further apart than 1 foot (0.328 m). May be sealed cracks with sealant in good condition and a crack width that cannot be determined.

MEDIUM

An area of interconnected cracks that form a complete pattern. Cracks may be slightly spalled. Cracks are >0.25 in. (6 mm) and <= 0.75 in. (19 mm) or any crack with a mean width <= 19 mm and adjacent low severity cracking. Cracks in the pattern are no further apart than 6 in. (150 mm).

HIGH

An area of interconnected cracks forming a complete pattern. Cracks are moderately or severely spalled. Cracks are >0.75 in (19mm) or any crack with a mean width <= 0.75 in (19mm) and adjacent medium to high severity random cracking.

A combination of observed crack width and crack pattern is used to determine overall severity of alligator cracking. Based on above description of each severity, the highest level of crack width and crack pattern determines overall severity. Table 2 illustrates this.

TABLE 2: Alligator Crack Severity Levels

ALLIGATOR CRACKING SEVERITY

LEVELS

Crack Pattern

LOW MED HIGH

Cr ac k

W id th

LOW

L M H

MED M M H

HI H H H

10-9

LONGITUDINAL CRACKING

Longitudinal cracking occurs predominantly parallel to the pavement centerline. It can occur anywhere within the lane. Longitudinal cracks occurring in the wheelpath may be noteworthy.

Cracks with a mean width of < 0.25 in. (6 mm). Sealed cracks with sealant in good condition and a width that cannot be determined.

MED

Cracks with a mean width > 0.25 in. (6 mm) and <= 0.75 in. (19 mm). Also, any crack with a mean width < 0.75 in. (19 mm) and adjacent random low severity cracking.

HIGH

Cracks with a mean width > 0.75 in. (19 mm). Also, any crack with a mean width < 0.75

in. (19 mm) and adjacent random medium to high severity cracking.

TRANSVERSE CRACKING

Transverse cracking occurs predominantly perpendicular to the pavement centerline. It can occur anywhere within the lane.

Cracks with a mean width of < 0.25 in. (6 mm). Sealed cracks with sealant in good condition and a width that cannot be determined.

Cracks with a mean width > 0.25 in. (6 mm) and <= 0.75 in. (19 mm). Also, any crack with a mean width < 0.75 in. (19 mm) and adjacent random low severity cracking.

Cracks with a mean width > 0.75 in. (19 mm). Also, any crack with a mean width < 0.75

in. (19 mm) and adjacent random medium to high severity cracking.

10-10

PATCHING AND POTHOLES

Patching is an area of pavement surface that has been removed and replaced with patching material or an area of pavement surface that has had additional patching material applied. Patching may encompass partial-lane or full-lane width. On full-lane width patching;

the total, contiguous length of a patch may not exceed 0.30 mi. (0.48 km). Any full-lane width patch exceeding 0.30 mi. in length is considered a pavement change, not a patch for the purposes of distress analysis. Patching must have a quantifiable area.

Potholes are bowl-shaped holes of various sizes occurring in the pavement surface.

There are no stratified severities for Patching/Potholes. They either are present or they are not.

RUTTING

Rutting is a longitudinal surface depression in the wheelpath.

Ruts with a measured depth 0.20” and 0.49”

Ruts with a measured depth 0.50” and 0.99”

Ruts with a measured depth 1.00”

Ruts < 0.20” are not included in the distress calculations.

10-11

ROUGHNESS

Roughness is the measurement of the unevenness of the pavement in the direction of travel. It is measured in units of IRI (International Roughness Index), inches per mile, and is indicative of ride comfort.

There are no stratified severity levels for roughness. The roughness (or smoothness) of a road surface can be defined by IRI in the following table.

TABLE 3: IRI

IRI Descriptions

Type of Road Typical IRI ( in/mile )

New Road, no noticeable roughness <90

Small level of roughness 90 – 126

Road of average roughness 126 – 190

Road with above average roughness 190 – 253

Road with severe roughness 253 – 380

Nearly impassable >380

10-12

INDEX FORMULAS

Note: All index formulas listed below contain MAE applicable to 0.02 mile (105.6 feet) interval.

Alligator Crack Index

AC_INDEX = 100 – 40 * [(%LOW / 35) + (%MED / 15) + (%HI / 5)]

Where:

The values %LOW, %MED and %HI report the percentage of the observed pavement (0.02 mile, primary lane) that contains alligator cracking within the respective severities.

These values range from 0 to 100.

%LOW = Percent of total area (primary lane, 0.02 in length), low severity %MED = Percent of total area (primary lane, 0.02 in length), medium severity %HI = Percent of total area (primary lane, 0.02 in length), high severity

Percent of total area is computed as:

square foot area of alligator crack severity

0.02 mile * lane width

In AC_INDEX, the denominators 35, 15, and 5 are the Maximum Allowable Extents (MAE) for each severity. In other words, we will allow up to 35% of low severity alligator cracking for a 0.02 interval before failure, 15% for medium severity, and so on.

As you can see, if any single severity reaches MAE the resulting index value is 60, or failure.

Longitudinal Crack Index

LC_INDEX = 100 – 40 * [(%LOW / 175) + (%MED / 75) + (%HI / 25)]

Where:

The values %LOW, %MED, and %HI report the length of longitudinal cracking within each severity as a percent of the section length (0.02 mile, primary lane).

These values are 0 and can exceed 100.

%LOW = Percent of interval length (primary lane, 0.02 in length), low severity %MED = Percent of interval length (primary lane, 0.02 in length), medium severity %HI = Percent of interval length (primary lane, 0.02 in length), high severity

Percent of interval length is computed as:

length of respective longitudinal cracking

0.02 mile (105.6 feet)

10-13

In LC_INDEX, the denominators 175, 75, and 25 are the Maximum Allowable Extents (MAE) for each severity.