CPII Road and Pavement Inspection 3 — Questions and Answers
Question 1: During a bridge approach inspection, a bump at the bridge deck joint most commonly indicates:
- Delamination of the deck surface
- Settlement or erosion of the approach fill behind the abutment (Correct answer)
- Expansion joint failure only
- Excessive live load deflection
Correct answer: Settlement or erosion of the approach fill behind the abutment
Approach bumps typically result from settlement or wash-out of the embankment fill behind the abutment, creating a void beneath the approach slab.
Question 2: Which international roughness index (IRI) threshold generally classifies a road as 'Poor' for a principal arterial?
- IRI > 95 in/mi
- IRI > 170 in/mi (Correct answer)
- IRI > 220 in/mi
- IRI > 300 in/mi
Correct answer: IRI > 170 in/mi
FHWA uses IRI > 170 in/mi as the 'Poor' threshold for principal arterials in the Highway Performance Monitoring System (HPMS).
Question 3: What is the primary purpose of a proof roll during subgrade inspection before paving?
- Measure moisture content of the subgrade
- Identify soft or unstable subgrade areas by observing deflection under a loaded vehicle (Correct answer)
- Compact the subgrade to final density
- Test the aggregate gradation of the base course
Correct answer: Identify soft or unstable subgrade areas by observing deflection under a loaded vehicle
A proof roll uses a fully loaded dump truck or roller to identify areas where the subgrade pumps, deflects, or weaves, indicating insufficient bearing capacity.
Question 4: Corrugation (washboarding) in asphalt pavement is most associated with:
- High binder content combined with traffic instability at low speeds or stops (Correct answer)
- Insufficient pavement thickness
- Reflective cracking from joints below
- Swelling of expansive subgrade soils
Correct answer: High binder content combined with traffic instability at low speeds or stops
Corrugation forms as ripple-like waves perpendicular to traffic caused by unstable mix or excessive binder where traffic accelerates or brakes repeatedly.
Question 5: Which standard governs distress identification for concrete pavement in a PCI survey?
- ASTM D6433
- ASTM D5340 (Correct answer)
- AASHTO T 307
- ASTM E950
Correct answer: ASTM D5340
ASTM D5340 covers the PCI procedure for airport and concrete pavement, while ASTM D6433 covers asphalt; for roads, D5340 is referenced for rigid pavement.
Question 6: A 'D-cracking' distress pattern in concrete pavement is caused by:
- Drying shrinkage during curing
- Freeze-thaw deterioration of aggregate near joints and cracks (Correct answer)
- Alkali-silica reaction in the cement paste
- Overloading of the concrete slab
Correct answer: Freeze-thaw deterioration of aggregate near joints and cracks
D-cracking results from freeze-thaw cycling that causes certain coarse aggregates to crack and deteriorate, typically forming closely spaced cracks parallel to joints.
Question 7: When documenting pavement distress severity levels, 'high severity' alligator cracking is typically defined by:
- Cracks < 1/4 inch wide with no faulting
- Well-defined cracks without loose material
- Severely broken, spalled, or raveled pieces with pumping (Correct answer)
- Single transverse crack wider than 1 inch
Correct answer: Severely broken, spalled, or raveled pieces with pumping
High-severity alligator cracking features broken and spalled pieces, significant pumping of fines, and loss of aggregate, indicating imminent structural failure.
CPII Road and Pavement Inspection 3
During a bridge approach inspection, a bump at the bridge deck joint most commonly indicates: