An acronym for Pavement Management System

• PCCP Portland cement concrete pavement.
• COMP Composite pavement, PCC pavement or brick that has been overlaid with asphaltic concrete.
• FDBIT Full design bituminous pavement, designed and constructed to carry expected traffic.
• PDBIT Partial design bituminous pavement, not designed or constructed to carry expected traffic (Par Value less than 20).

• Route classification letters are "I", "U" and "K".
• Route number is the assigned number of the route.
• Route suffix numbers are:

  0: no suffix	5: Alternate
  1: North	6: Spur
  2: East	7: Connector
  3: South	8: Business
  4: West	9: Kansas Turnpike

• 0: undivided
• 1: north lane (west bound)
• 2: east lane (north bound)
• 3: south lane (east bound)
• 4: west lane (south bound)

• First digit: An indicator of roughness on all pavement types based upon the IRI value calculated from the right wheelpath profile. (see “IRI Notes”)
• Second digit: An indicator of joint distress on rigid pavements or transverse cracking on flexible pavements.
• Third digit: Indicator of faulting on rigid pavements or rutting on flexible pavements.

1. Denotes segments that are smooth and exhibit few if any surface defects. Pavement segments in this category do not require corrective action, however it may be appropriate to perform preventative maintenance actions to prolong this good condition. Formerly denoted "Good" or "Acceptable" condition.
2. Denotes segments that appear to require at least routine maintenance to address roughness or to correct moderate surface defects. Formerly denoted "Deteriorating" or "Tolerable" condition.
3. Denotes segments that appeared to require a rehabilitative action beyond routine maintenance at the time of the survey. Formerly denoted "Deteriorated" or "Unacceptable" condition. For Performance Level details see “Performance Level Notes”.

• PC:Portland cement concrete pavement.
• CO:Composite pavement, PCC pavement or brick that has been overlaid with asphaltic concrete.
• FD:Full design bituminous pavement, designed and constructed to carry expected traffic.
• PD:Partial design bituminous pavement, not designed or constructed to carry expected traffic (Par Value less than 20).

• 1/01: roughness and rutting default values assigned due to new construction.
• 1/02: roughness and rutting based on an average of adjacent segments.
• 1/03: roughness and rutting based on a subjective rating made during the survey.

• 1/01: condition default values asssigned due to new construction.
• 1/02: condition based on an average of adjacent segments.

0. 0.00"-0.24"
1. 0.25"-0.50"
2. 0.51"-1.00" flagged as "Rutting"
3. >1.00" flagged as "RUTTING"

• 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.

• 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).
• T2: Any width with noticeable roughness due to depression or bump. Also cracks that have greater than 4 feet of secondary cracking but no roughness.
• T3: Any width with significant roughness due to depression or bump. Secondary cracking will be more severe than Code 2.

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.

For example, if during the survey the rater counted two full cracks (say of severity level T1) in the first test section, then one in each of the second and third test sections (same severity level), then the number "13" would appear under the column T1 for that section ( [2+1+1]/3 = 1.3). That value indicates that 1.3 cracks of that severity code could be expected in any 100-foot sample of the segment.When the word "Crack" appears below the T2 and T3 headers the segment was recorded as having only code1, or code0 and code1 transverse cracking severity and thus is a candidate for crack sealing.

1. Block size greater than 4 feet with no secondary cracking.
2. Block size less than 4 feet with no secondary cracking.
3. Block size greater than 4 feet with secondary cracking.
4. Block size less than 4 feet with secondary 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.

• F1: >0.125” and <0.25"
• F2: 0.25" to 0.5"
• F3: >0.5"

1. 4 <Fault Score <= 45
2. 45 <Fault Score <= 100
3. 100 <Fault Score

• J1: Noticeable staining and/or minimal cracking at each joint.
• J2: Staining and/or hariline 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.