This standard is issued under the fixed designation D ; the number 1 This practice is under the jurisdiction of ASTM Committee E17 on Vehicle -. Materials (ASTM) D () and Shahin () and it has been used in this study. During a PCI survey, visible signs of deterioration are recorded and. ASTM D – 16 by anant This standard is issued under the fixed designation D; the number immediately following the designation indicates the.

Author: Goltilabar Daibar
Country: Spain
Language: English (Spanish)
Genre: Love
Published (Last): 6 December 2011
Pages: 446
PDF File Size: 20.59 Mb
ePub File Size: 13.41 Mb
ISBN: 406-8-18303-953-8
Downloads: 88507
Price: Free* [*Free Regsitration Required]
Uploader: Samunos

The backbone of any pavement management system is the measurement of the existing pavement conditions. In order to achieve a representative assessment of the current conditions, we need astn quickly and efficiently gather information and process the observations into a value that can be used to rate the pavements for evaluation.

This also initiates development of performance qstm used for prediction of future performance. We often receive questions regarding the Pavement Condition Index PCI values we provide from our field data collection.

We believe it may be helpful to d64333 commonly asked questions about this scoring system. Potential outcome of extreme pavement distress, when PCI is ignored. In order to interpret the PCI values obtained from field observations, we believe it is necessary to first understand how the values are calculated. The PCI score is based on a series of deduct curves representing various distress types with three severity levels for each distress low, moderate, and high.

ASTM D – 07 Standard Practice for Roads and Parking Lots Pavement Condition Index Surveys

Values obtained from these deduct curves depend upon the density and severity of each distress. The variability of deduction values is based on the type of distress, ashm by the differential of environmental aging versus structural distresses.

The summation of these deducts is basically subtracted from the perfect score ofafter corrections are made for the number of distress types. It is valuable to understand that not all distresses indicate similar failure or deterioration rates.


Deductions for environmental aging distresses may be relatively small while deductions for structural axtm can be four to five times greater. Pavement distress example imagery. Pavement management can be divided into two operating levels, the network level and the project level. The aetm level deals with the d643 administrative decisions of the pavement system and the service level that should be maintained. The question of which street sections need work, how much money is needed, when treatment is scheduled, and which needs should be funded are a few of the elements involved in the network-level.

The PCI value is most often used within the network level to define network conditions d64333 differentiate between management sections that should be chosen for maintenance. Once management sections are chosen for funding within a given year, the project level deals with technical management decisions for more detailed conditions and specific project conditions. Given that a particular section will receive funding for maintenance, the project-level will help find the best alternative treatment to apply.

Within each management section of roadway, one or more survey units are inspected and rated to represent the condition of the entire management section. The c6433 management section is rarely rated completely. Due to cost constraints of rating percent of the roadway, not to mention the time involved, experience has determined that smaller survey areas provide sufficient information to represent the overall pavement condition.

This means that distresses within the roadway that do not occur in the survey area will not be rated, or other distresses may only exist in the survey area but not throughout the entire management section. However, our data collection provides images of all of the lanes driven and can be reviewed at a later time if questions arise concerning distresses outside of the rated survey sections.

ASTM D – 18 Standard Practice for Roads and Parking Lots Pavement Condition Index Surveys

PCI road survey results. The lanes driven during a collection period are chosen to represent the overall condition of the roadway, but may not include all lanes. For example, on a two-lane road, both directions are driven and collected, while on a four-lane roadway, just the outside lanes of each direction are typically driven.


For a six-lane roadway, typically the outside and inside lane of each direction are driven. We generally find that distresses outside of the survey areas are isolated and maintained as such; therefore, it is not imperative that the survey is inclusive of all of the distresses in a management section.

ASTM D6433 11 PDF

Surveying more pavement in a management section, will likely not significantly change the general assessment or decisions made for a particular roadway. Scores represent the general conditions, but may not document all distresses that should be repaired within a management section. The percentages of distress observed in the survey area are extrapolated over the entire section to determine maintenance budgets.

Detailed project level analysis is required once a particular management section is selected for treatment. The imagery provides GIS information for all assets along with measurable images of the pavement distresses. This portion of the collection is mainly automated as a collection process.

However, each pavement distress is identified, evaluated, and measured r6433 engineering technicians viewing these d66433.

These professionals are trained to provide consistency in the rating, yet an amount of subjectivity remains in the process. Each person will view distresses slightly differently, but the descriptions provided astk ASTM-D help provide uniformity to the process. Having the raters perform their observations in a controlled environment, versus working in the field along busy roadways, reduces the variances within the process.

We hope this discussion has provided some clarity to the pavement evaluation process and answers questions you may have had. If you have additional questions or would like to engage in more detailed discussions, our engineers are available to visit with you and review your data to provide a better understanding of what pavement data collection can tell you.

Stefano September xstm,