DEFECTS

IN
FLEXIBLE AND RIGID PAVEMENTS
 Defects in Flexible Pavements
• Fatigue (alligator) cracking
• Bleeding
• Block cracking
• Depression
• Joint reflection cracking
• Longitudinal cracking
• Patching
• Potholes
• Rutting
• Slippage cracking
• Stripping
• Transverse (thermal) cracking
• Water bleeding and pumping
 
 Defects in Rigid Pavements

• Blowup (Buckling)
• Corner Break
• Durability Cracking (D Cracking)
• Faulting
• Joint Load Transfer System Deterioration
• Linear (Panel) Cracking
• Patching
• Shrinkage Cracking
• Spalling
 Fatigue (Alligator) Cracking

• Description: Series of interconnected cracks caused by

fatigue failure of the HMA surface (or stabilized base)
under repeated traffic loading.  In thin pavements, cracking
initiates at the bottom of the HMA layer where the tensile
stress is the highest then propagates to the surface as one
or more longitudinal cracks.  This is commonly referred to
as "bottom-up" or "classical" fatigue cracking.  In thick
pavements, the cracks most likely initiate from the top in
areas of high localized tensile stresses resulting from tire-
pavement interaction and asphalt binder aging (top-down
cracking).  After repeated loading, the longitudinal cracks
connect forming many-sided sharp-angled pieces that
develop into a pattern resembling the back of an alligator
or crocodile.
Bad fatigue cracking
 • Problem:  Indicator of structural failure, cracks
allow moisture infiltration, roughness, may
further deteriorate to a pothole

Fatigue cracking from edge failure Fatigue cracking from frost action
 Causes
• Inadequate structural support, which can be caused by a
myriad of things.  A few of the more common ones are
listed here:
• Decrease in pavement load supporting characteristics
– Loss of base, sub-base or subgrade support (e.g., poor drainage
or spring thaw resulting in a less stiff base). 
– Stripping on the bottom of the HMA layer (the stripped portion
contributes little to pavement strength so the effective HMA
thickness decreases)
• Increase in loading (e.g., more or heavier loads than
anticipated in design)
• Inadequate structural design
• Poor construction (e.g., inadequate compaction)
 Repair
• A fatigue cracked pavement should be
investigated to determine the root cause of
failure.  Any investigation should involve digging
a pit or coring the pavement to determine the
pavement's structural makeup as well as
determining whether or not subsurface moisture
is a contributing factor.  Once the characteristic
alligator pattern is apparent, repair by crack
sealing is generally ineffective.  Fatigue crack
repair generally falls into one of two categories:
 Repair
• Small, localized fatigue cracking indicative of a loss of
subgrade support.  Remove the cracked pavement
area then dig out and replace the area of poor
subgrade and improve the drainage of that area if
necessary.  Patch over the repaired subgrade.
• Large fatigue cracked areas indicative of general
structural failure.  Place an HMA overlay over the
entire pavement surface.  This overlay must be strong
enough structurally to carry the anticipated loading
because the underlying fatigue cracked pavement
most likely contributes little or no strength
 Bleeding
Description: A film of
asphalt binder on the
pavement surface.  It
usually creates a
shiny, glass-like
reflecting surface
that can become
quite sticky. 

Bleeding in wheelpaths
  
Problem: Loss of skid resistance when wet

Possible Causes: Bleeding occurs when asphalt binder fills the aggregate
voids during hot weather and then expands onto the pavement surface.  Since
bleeding is not reversible during cold weather, asphalt binder will accumulate on
the pavement surface over time.  This can be caused by one or a combination of
the following:

1. Excessive asphalt binder in the HMA (either due to mix design or

manufacturing)
2. Excessive application of asphalt binder during BST application (as in the above
figures)
3. Low HMA air void content (e.g., not enough room for the asphalt to expand into
during hot weather)

HMA bleeding from over-asphalting

 Repair:
The following repair measures may eliminate or
reduce the asphalt binder film on the pavement's
surface but may not correct the underlying
problem that caused the bleeding:
• Minor bleeding can often be corrected by
applying coarse sand to blot up the excess
asphalt binder.
• Major bleeding can be corrected by cutting off
excess asphalt with a motor grader or removing it
with a heater planer.  If the resulting surface is
excessively rough, resurfacing may be necessary.
 Block Cracking
Description: Interconnected cracks that divide the pavement up into
rectangular pieces.  Blocks range in size from approximately 0.1 m2
(1 ft2) to 9 m2 (100 ft2).  Larger blocks are generally classified as
longitudinal and transverse cracking.  Block cracking normally occurs
over a large portion of pavement area but sometimes will occur only
in non-traffic areas.

Problem: Allows moisture infiltration, roughness

Possible Causes: HMA shrinkage and daily

temperature cycling.  Typically caused by an
inability of asphalt binder to expand and
contract with temperature cycles because of:

•Asphalt binder aging

•Poor choice of asphalt binder in the mix design
 Repair:
Strategies depend upon the severity and extent of the
block cracking:
• Low severity cracks (< 1/2 inch wide).  Crack seal to
prevent
(1) entry of moisture into the subgrade through the
cracks and
(2) further raveling of the crack edges.  HMA can provide
years of satisfactory service after developing small
cracks if they are kept sealed.
• High severity cracks (> 1/2 inch wide and cracks with
raveled edges).  Remove and replace the cracked
pavement layer with an overlay.
 Depression
Description: Localized pavement surface
areas with slightly lower elevations than
the surrounding pavement.  Depressions
are very noticeable after a rain when they fill
with water.
Problem: Roughness, depressions filled with
substantial water can cause vehicle
hydroplaning
Possible Causes: Frost heave or subgrade
settlement resulting from inadequate
compaction during construction.

Repair: By definition, depressions are small

localized areas.  A pavement depression
should be investigated to determine the root
cause of failure (i.e., subgrade settlement or
frost heave).  Depressions should be repaired
by removing the affected pavement then
digging out and replacing the area of poor
subgrade.  Patch over the repaired subgrade.
  Depression in left lane and shoulder
 Joint Reflection Cracking
Description: Cracks in a flexible overlay of a rigid pavement.
  The cracks occur directly over the underlying rigid pavement
joints.  Joint reflection cracking does not include reflection
cracks that occur away from an underlying joint or from any
other type of base
(e.g., cement or lime stabilized).

• Problem: Allows moisture

infiltration, roughness
• Possible Causes: Movement of
the PCC slab beneath the HMA
surface because of thermal and
moisture changes. Generally not
load initiated, however loading
can hasten deterioration.
Joint reflection cracking on an arterial
 Repair:
Strategies depend upon the severity and extent of the cracking: 

•Low severity cracks (< 1/2 inch wide and infrequent cracks). 
Crack seal to prevent
(1) entry of moisture into the
subgrade through the cracks and
(2) further raveling of the crack edges. 
In general, rigid pavement joints will eventually
reflect through an HMA overlay without proper
surface preparation.

•High severity cracks (> 1/2 inch wide and

numerous cracks).  Remove and replace the
cracked pavement layer with an overlay.

Joint reflection cracking on an arterial

 Longitudinal Cracking
• Description: Cracks parallel to the pavement's centerline or
laydown direction.  Usually a type of fatigue cracking. 
• Problem: Allows moisture infiltration, roughness, indicates possible
onset of alligator cracking and structural failure.
• Possible Causes:
• Poor joint construction or location.  Joints are generally the least
dense areas of a pavement.  Therefore, they should be constructed
outside of the wheelpath so that they are only infrequently loaded. 
Joints in the wheelpath like those shown in third through fifth
figures, will general fail prematurely. 
• A reflective crack from an underlying layer (not including joint
reflection cracking)
• HMA fatigue (indicates the onset of future alligator cracking)
• top-down cracking
Longitudinal cracking from poor joint
construction
Longitudinal cracking as the
onset of fatigue cracking
 Repair
Strategies depend upon the severity and extent of
the cracking:
• Low severity cracks (< 1/2 inch wide and
infrequent cracks).  Crack seal to prevent (1) entry
of moisture into the subgrade through the cracks
and (2) further raveling of the crack edges.  HMA
can provide years of satisfactory service after
developing small cracks if they are kept sealed.
• High severity cracks (> 1/2 inch wide and
numerous cracks).  Remove and replace the
cracked pavement layer with an overlay.
 Patching
Description: An area of pavement that
has been replaced with new material to
repair the existing pavement.  A patch is
considered a defect no matter how well
it performs.
Problem: Roughness
Possible Causes: Patch over localized distress
• Previous localized pavement deterioration
that has been removed and patched
• Utility cuts

Repair: Patches are themselves a

repair action.  The only way they
can be removed from a pavement's
surface is by either a structural or
non-structural overlay. Failing patch
 Potholes
Description: Small, bowl-shaped
depressions in the pavement surface
that penetrate all the way through
the HMA layer down to the base course. 
These generally have sharp edges and
Pothole from fatigue cracking
vertical sides near the top of the hole. 
Potholes are most likely to occur on roads
with thin HMA surfaces (25 to 50 mm (1 to 2 inches)) and seldom occur
on roads with 100 mm (4 inch) or deeper HMA surfaces
Problem: Roughness (serious vehicular damage can result from
driving across potholes at higher speeds), moisture infiltration
Possible Causes:
Generally, potholes are the end result of
alligator cracking. As alligator cracking
becomes severe, the interconnected
cracks create small chunks of pavement,
which can be dislodged as vehicles drive
over them. The remaining hole after the
pavement chunk is dislodged is called a pothole. Developing pothole

Repair: In accordance with patching techniques

 Rutting
• Description: Surface depression in the wheelpath.  Pavement
uplift (shearing) may occur along the sides of the rut.  Ruts
are particularly evident after a rain when they are filled with
water.  There are two basic types of rutting: mix rutting and
subgrade rutting.  Mix rutting occurs when the subgrade does
not rut yet the pavement surface exhibits wheelpath
depressions as a result of compaction/mix design problems. 
Subgrade rutting occurs when the subgrade exhibits
wheelpath depressions due to loading.  In this case, the
pavement settles into the subgrade ruts causing surface
depressions in the wheelpath.

• Problem: Ruts filled with water can cause vehicle

hydroplaning, can be hazardous because ruts tend to pull a
vehicle towards the rut path as it is steered across the rut
 Possible Causes
Permanent deformation in any of a
pavement's layers or subgrade usually
caused by consolidation or lateral
movement of the materials due to
traffic loading.  Specific causes of rutting
can be:
Mix rutting
• Insufficient compaction of HMA layers during construction. 
If it is not compacted enough initially, HMA pavement may
continue to densify under traffic loads.
• Subgrade rutting (e.g., as a result of inadequate pavement
structure)
• Improper mix design or manufacture (e.g., excessively high
asphalt content, excessive mineral filler, insufficient amount
of angular aggregate particles)
 Repair
A heavily rutted pavement
should be investigated to
determine the root cause
of failure (e.g. insufficient
compaction, subgrade
rutting, poor mix design
or studded tire wear).
Slight ruts (< 1/3 inch deep)
can generally be left untreated.
Pavement with deeper ruts
should be leveled and overlaid
 Slippage Cracking

Description: Crescent or
half-moon shaped cracks
generally having two ends
pointed into the direction
of traffic.

Problem: Allows moisture

infiltration, roughness
• Possible Causes: Braking or turning wheels cause
the pavement surface to slide and deform.  The
resulting sliding and deformation is caused by a
low-strength surface mix or poor bonding
between the surface HMA layer and the next
underlying layer in the pavement structure.
• Repair: Removal and replacement of affected
area.
 Stripping
Description: The loss of bond
between aggregates and asphalt
binder that typically begins at the
bottom of the HMA layer and
progresses upward.  When stripping
begins at the surface and progresses
downward it is usually called raveling.
The photo shows the surface
Core hole showing stripping at the bottom
effects of underlying stripping.
Problem: Decreased structural support, rutting,
shoving/corrugations, raveling, or cracking (alligator and
longitudinal)
Possible Causes: Bottom-up stripping
is very difficult to recognize because
it manifests itself on the pavement
surface as other forms of distress
including rutting, shoving/corrugations,
raveling, or cracking.  Typically, a core
must be taken to positively identify
stripping as a pavement distress.
Poor aggregate surface chemistry
• Water in the HMA causing moisture damage
• Overlays over an existing open-graded surface course. Fatigue
Basedfailure
on from stripping
WSDOT experience, these overlays will tend to strip.
Repair: A stripped pavement should be investigated to determine the root
cause of failure . Generally, the stripped pavement needs to be
removed and replaced after correction of any subsurface drainage
issues
 Transverse (Thermal) Cracking
Description: Cracks perpendicular
to the pavement's centerline Large patched thermal crack

or laydown direction.
Usually a type of thermal cracking.
Problem: Allows moisture infiltration,
roughness
Possible Causes: Several including:
• Shrinkage of the HMA surface due
to low temperatures or asphalt binder
hardening
• Reflective crack caused by cracks
beneath the surface HMA layer
• top-down cracking
Repair: Strategies depend upon the severity and
extent of the cracking:
Small thermal crack
• Low severity cracks (< 1/2 inch
wide and infrequent cracks).
Crack seal to prevent
(1)entry of moisture into the
subgrade through the cracks and
(2) further raveling of the crack
edges.
• High severity cracks
(> 1/2 inch wide and numerous
cracks).  Remove and replace
the cracked pavement layer with
an overlay.
 Water Bleeding and Pumping
Description: Water bleeding occurs when water seeps out of joints or
cracks or through an excessively porous HMA layer.  Pumping
occurs when water and fine material is ejected from underlying
layers through cracks in the HMA layer under moving loads.

Problem: Decreased skid resistance, an indication of high pavement

porosity (water bleeding), decreased structural support (pumping)

Possible Causes: Several including:

• Porous pavement as a result of inadequate compaction during
construction or poor mix design
• High water table
• Poor drainage
 Repair
Water bleeding or pumping should
be investigated to determine the root
cause.  If the problem is a high water
table or poor drainage, subgrade drainage
should be improved. If the problem is a
porous mix (in the case of water bleeding)
a fog seal or slurry seal may be applied
to limit water infiltration.

Water bleeding
 Blowup (Buckling)
Description: A localized upward slab movement and shattering at a
joint or crack.  Usually occurs
in spring or summer and is the
result of insufficient room for
slab expansion during hot
weather. 
Problem: Roughness,
moisture infiltration, in extreme
cases can pose a safety hazard

Severe blowup
Possible Causes: During cold periods (e.g., winter) PCC slabs contract
leaving wider joint openings.  If these openings become filled with
incompressible material (such as rocks or soil), subsequent PCC slab
expansion during hot periods (e.g., spring, summer) may cause high
compressive stresses.  If these stresses are great enough, the slabs
may buckle and shatter to relieve the stresses.  Blowup can be
accelerated by:
• Joint spalling (reduces slab contact area and provides
incompressible material to fill the joint/crack)
• D cracking (weakens the slab near the joint/crack area)
• Freeze-thaw damage (weakens the slab near the joint/crack area)

Repair: Full-depth patch.

 Corner Break
Description: A crack that intersects the PCC slab joints near
the corner.  "Near the corner" is typically defined as within
about
2 m (6 ft) or so.  A corner break extends through the entire slab
and is caused by high corner stresses.
Problem: Roughness,
moisture infiltration,
severe corner breaks will fault,
spalls and disintegrates

Corner break on a highway

Possible Causes
Severe corner stresses caused
by load repetitions combined
with a loss of support, poor
load transfer across the joint,
curling stresses and warping
stresses.
Repair: Full-depth patch.

Corner break on a residential street

 Durability Cracking ("D" Cracking)

Description: Series of closely spaced, crescent-

shaped cracks near a joint or corner.  It is
caused by freeze-thaw expansion of the large
aggregate within the PCC slab.  Durability
cracking is a general PCC distress and is not
unique to pavement PCC.
Problem: Some roughness, leads to spalling and
eventual slab disintegration
Possible Causes:
Freeze-thaw susceptible aggregate.

Repair:
"D" cracking is indicative of a
general aggregate freeze-thaw
problem.
"D" cracking at panel corners
Although a full-depth patch or
partial-depth patch can repair the affected area but it does not address
the root problem and will not prevent "D" cracking elsewhere.
 
 Faulting
• Description: A difference in elevation across a joint or crack
usually associated with undoweled JPCP.  Usually the
approach slab is higher than the leave slab due to pumping,
the most common faulting mechanism.  Faulting is noticeable
when the average faulting in the pavement section reaches
about 2.5 mm (0.1 inch). When the average faulting reaches
4 mm (0.15 in), diamond grinding or other rehabilitation
measures should be considered.

• Problem: Roughness

• Possible Causes: Most commonly, faulting is a result of slab

pumping.  Faulting can also be caused by slab settlement,
curling and warping.
 Repair
Faulting heights of less than 3 mm (0.125 inch) need not be
repaired.  Faulting in an undoweled JPCP between 3 mm
(0.125 inch) and 12.5 mm (0.5 inch) is a candidate for a dowel
bar retrofit.  Faulting in excess of 12.5 mm (0.5 inches)
generally warrants total reconstruction.
Up close near a bus stop Faulting from ground level
 Joint Load Transfer System
Deterioration
Description: Transverse crack or corner break developed as a result of joint
dowels.
Problem: Indicator of a failed load transfer system, roughness

Exposed failure with rusted dowel bars

Patched failure
Possible Causes: Load transfer dowel bars can fail for two principal
reasons:
• Corrosion.  If inadequately protected, dowel bars can corrode over
time.  The corrosion products occupy volume, which creates tensile
stresses around the dowel bars, and a severely corroded dowel bar
is weaker and may fail after repeated loading.
• Misalignment.  Dowel bars inserted crooked or too close to the slab
edge may create localized stresses high enough to break the slab. 
Misalignment can occur during original construction or during
dowel bar retrofits.

Repair: Removal and replacement of the affected joint load transfer

system followed by a full-depth patch for affected area.
 Linear (Panel) Cracking
Description: Linear cracks not associated with corner breaks
or blowups that extend across the entire slab. Typically, these
cracks divide an individual slab into two to four pieces.
Problem:
Roughness, allows moisture
infiltration leading to erosion
of base/sub-base support,
cracks will eventually spall and
disintegrate if not sealed

Large panel crack

Possible Causes: Usually a combination of traffic loading,
thermal gradient curling, moisture stresses and loss of
support. 
Repair:
Slabs with a single, narrow linear
crack may be repaired by crack
sealing. More than one linear
crack generally warrants a full-depth
Patch.

Panel cracking in the truck lane

 Patching
Description: An area of pavement that has been replaced
with new material to repair the existing pavement.  A patch is
considered a defect no matter how well it performs.
Problem: Roughness

Patch on a residential street Patch with poor edges

Possible Causes:
• Previous localized pavement deterioration that has been
removed and patched
• Utility cuts
Repair:
Patches are themselves a repair
action.  The only way they can
be removed is through an
overlay or slab replacement.

Large utility patch

 Shrinkage Cracking
Description: Hairline cracks formed during PCC setting and
curing that are not located at joints.  Usually, these cracks do
not extend through the entire depth of the slab.  Shrinkage
cracks are considered a distress if they occur in an
uncontrolled manner.
Problem: Aesthetics, indication
of uncontrolled slab shrinkage.
In JPCP they will eventually widen
and allow moisture infiltration.
In CRCP, if they are allowed to get
much wider than about 0.5 mm
they can allow moisture infiltration

Shrinkage cracks on brand new slabs

Possible Causes: All PCC will shrink as it sets and cures, therefore
shrinkage cracks are expected in rigid pavement and provisions for
their control are made.  However, uncontrolled shrinkage cracking
can indicate:

• Contraction joints sawed too late.  In JPCP, if contraction joints are

sawed too late the PCC may already have cracked in an undesirable
location.

• Poor reinforcing steel design.  In CRCP, poor reinforcing steel design

should result in shrinkage cracks every 1.2 - 3 m (4 - 10 ft.).

• Improper curing technique.  If the slab surface is allowed to dry too

quickly, it will shrink too quickly and crack.

• High early strength PCC.  In an effort to quickly open a newly

constructed or rehabilitated section to traffic, high early-strength
PCC may be used.  This type of PCC can have a high heat of
hydration and shrinks more quickly and to a greater extent than
typical PCC made from unmodified portland cement.
Repair: In mild to moderate severity situations, the shrinkage
cracks can be sealed and the slab should perform adequately. 
In severe situations, the entire slab may need replacement.

Severe shrinkage cracking

 Spalling
Description: Cracking, breaking or chipping of joint/crack
edges.  Usually occurs within about 0.6 m (2 ft.) of joint/crack
edge.
Problem: Loose debris on the pavement, roughness,
generally an indicator of advanced joint/crack deterioration
Linear crack spalling

Spalling from a bad construction joint

 Possible Causes
Possible causes are (AASHTO, 1993):
• Excessive stresses at the joint/crack caused by infiltration of
incompressible materials and subsequent expansion (can also cause
blowups).

• Disintegration of the PCC from freeze-thaw action or "D" cracking.

• Weak PCC at a joint caused by inadequate compaction during

construction.  This can sometimes occur at a construction joint if
(1) low quality PCC is used to fill in the last bit of slab volume or
(2) dowels are improperly inserted. 

• Misalignment or corroded dowel.

• Heavy traffic loading.

 Repair

Spalling less than 75 mm (3 inches) from the

crack face can generally be repaired with a
partial-depth patch.  Spalling greater than
about 75 mm (3 inches) from the crack face
may indicated possible spalling at the joint
bottom and should be repaired with a full-
depth patch.