Pavement Performance

Pavement Condition Survey

&
Evaluation
Why do we need to measure/evaluate the
performance of pavements ?
DECISION MAKING

PRIORITIES, BUDGET NEEDS, PROGRAMS& OPTIMIZATION

PAVEMENT PERFORMANCE

PMS
PAVEMENT CONDITION ANALYSIS

STRUCTURE
FRICTION

DISTRESS
RIDE

PAVEMENT CONDITION – DATA COLLECTION

2
 Pavement Performance
– Pavement’s efficacy to serve traffic over a given
period of time
– Difficulty exists in measuring the complexity of the
road surface and its characteristics
– Typically measured using aggregate or disaggregate
performance indicators
• Aggregate: combines two or more
distresses/defects , e.g. PCR (Pavement Condition
Rating), PCI (Pavement Condition Index), etc.
• Disaggregate: single distress or defect; e.g.
Rutting, cracking, etc.
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 Need for Pavement Condition Monitoring and
Performance Evaluation
 Evaluate the current condition of the asset/network
 Determine the rates of deterioration
 Project future conditions
 Determine maintenance and rehabilitation needs
 Determine the costs of repair (costs often depend on
condition at time of repair)
 Schedule future pavement maintenance activities
 Determine the effects of budget reductions and
deferred maintenance/rehab. 4
 Pavement Condition Surveys

 Collection and analysis of pavement condition data

forms the foundation of an effective pavement
management system.
 Basis for evaluating pavement performance
 Typically, a system of objective measurements is
used to quantify a pavement's condition and
performance.
 Data is then interpreted to define the “health” of
the pavement.

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 Types of Pavement Condition Surveys

 Generally, four types of surveys are conducted for

pavement conditioning:
– Distress Surveys
– Structural Capacity
– Roughness (ride quality)
– Skid Resistance (surface friction)

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 Types of Pavement Condition Surveys
 The basic purpose of a pavement is to provide a safe and
smooth surface for the travelling public.
 The travelling public is primarily interested in this
functional condition, which is primarily measured with
roughness and surface friction.
 The engineers and managers are interested in developing
the most cost-effective maintenance and rehabilitation
program.
 They are interested in an engineering analysis of the
condition, as well as the functional condition.
 Distress surveys and structural testing are normally used
in the engineering analysis. 7
Surveys of Pavement Surface
Distress

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 Distress Surveys
 DISTRESS: Surface distress is the damage observed on the
pavement surface.
 Distress surveys are performed to determine the type, severity,
and quantity/extent of surface distress.
 Common Distress Indicators:
 Pavement condition index (PCI) – US Corps of Engineers
 Pavement condition rating (PCR) – FHWA
 Present /Pavement Serviceability Rating/Index (PSR)/(PSI)
 Cracking Index (CI)
 Rutting
 Agency customized indicators; e.g. Pavement Health/Quality
Index, etc.
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 PAVEMENT CONDITION INDICES

Pavement distress information is usually

converted into a condition index.

The condition index combines information

from all of the distress types, severities, and
quantities into a single number.

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 Distress Surveys
 Manual or automated data collection
 Manual: Visual Survey
 Automated: Image detection, Pattern recognition, Signal
processing
 Pavement surface is viewed and evaluation made to
determine
 Type of distress (What?)
 Severity of distress (How serious?)
 Extent of distress (How much/many/Frequency?)
 Distress Type, Severity, and Extent help to …
 get full picture of damage on pavement surface
 determine appropriate category/type/timing of remedial
action for the pavement 11
 Need for Pavement Condition Indices
 Condition indices are used in most pavement
management systems for the following four
basic reasons :
 Establish treatment trigger values
(Thresholds)
 Performance modeling
 Calculate life-cycle costs
 Evaluate the network condition
 Make use of the same relative scale between
systems (comparison)
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 Pavement Treatment Decision Matrix
Example; Use of Pavement Performance
Indicators

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 Severity Levels of Pavement Distresses; Example
DISTRESS LOW MEDIUM HIGH

Transverse Crack > 1/4 and < 1

Crack <1/4 inch width Crack > 1 inch
Cracking inch width

Alligator pattern
Fatigue Fine parallel cracks in Alligator pattern clearly developed
Cracking the wheel path(s) clearly developed with spalling and
distortion
Random longitudinal
cracks between the Interconnected Interconnected
wheel paths, Or transverse and transverse and
Block interconnected longitudinal cracks longitudinal cracks
Cracking transverse and that form blocks 3 feet that form blocks
longitudinal cracks that to 6 feet per side less than 3 feet per
form blocks greater side
than 6 ft per side
Rutting < 1/8 inch 1/8 - 1/4 inch > 1/4 inch

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 Extent Levels of Pavement Distresses; Example
DEFICIENCY LOW MODERATE HIGH EXTREME

Transverse >25 ft. & < 50 ft.

> 50 ft. spacing. < 25 ft. spacing. < 10 ft spacing
Cracking spacing

Fatigue 1% to 9% of 10% to 24% of 25% to 49% of > 49 % of

Cracking section section section section

Patching and
1% to 9% of 10% to 24% of 25% to 49% of > 49 % of
Patch
section section section section
Deterioration

1% to 9% of 10% to 24% of 25% to 49% of

D Cracking > 49 % of slabs
slabs slabs slabs

1% to 9% of 10% to 24% of 25% to 49% of

Corner Cracking > 49 % of slabs
slabs slabs slabs

Joint Seal 1% to 9% of 10% to 24% of 25% to 49% of

> 49 % of joints
Damage joints joints joints

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Route:___________________________________ NHA PAVEMENT CONDITION SURVEY
From:________________ To: ________________ PAVEMENTFORM
CONDITION SURVEY FORM 2004

Km _______ S.Type__________ Km _______ S.Type__________ Km _______ S.Type__________

Kilometer Info. R.W__________ L.S__________ R.W__________ L.S__________ R.W__________ L.S__________
R.S___________ R.S___________ R.S___________
Wheel Track Rutting
Depth mm Length Effected in metres Length Effected in metres Length Effected in metres
< 50 50-100 100-250 250-500 500-1000 < 50 50-100 100-250 250-500 500-1000 < 50 50-100 100-250 250-500 500-1
6-12
12-25
25-40
> 40
Remarks
Cracking
Width mm % Area Effected % Area Effected % Area Effected
<5 5 -10 10 -25 25-50 50-100 <5 5 -10 10 -25 25-50 50-100 <5 5 -10 10 -25 25-50 50-1
<2
2-6
6 - 10
> 10
Remarks
Pothholes
Depth mm Pothole Area in 1 km Pothole Area in 1 km Number of Potholes in 1 km
< 2 SM 2-4 SM 4-6 SM 6-8 SM > 8 SM < 2 SM 2-4 SM 4-6 SM 6-8 SM > 8 SM < 2 SM 2-4 SM 4-6 SM 6-8 SM > 8
< 20
20 - 30
30 - 40
> 40 16
Ravelling
 Pavement Condition Rating (PCR)
 Used to rate pavement condition using visual
examination
 Mathematical expression provides an index reflecting
the composite effects of varying distress types,
severity, and extent on overall pavement condition
n
PCR  100   Deduct
i 1
Where:

i = distress type, , i = 1, 2, … n

n = number of observable distresses under consideration

Deducti = WeightDISTRESS TYPE x Severity x Extent 17

 Pavement Condition Rating (PCR)

 The method used to compute PCR is based upon the

summation of deduct points for each type of
observable distress.
 Deduct values are a function of distress type, severity,
and extent.
 Deduction for each distress type is calculated by
multiplying distress weight times the weights for
severity and extent of the distress.

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 Pavement Condition Rating (PCR)

 Distress weight is the maximum number of deductible

points for each different distress type.

 Levels of severity; Low, Medium and High

 Levels of extent; Occasional, Frequent, and Extensive

 Deduct Weight Assignment: Deduct weights for each

distress, severity and extent level have been
developed on the basis of the review of the rating
methods developed all over the world and expert
opinion.
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 Pavement Condition Rating (PCR)
 PCR has inherent subjectivity, it can be considered
representative of the overall pavement surface
condition.

 Based on the general consensus that the ability of a

pavement to sustain traffic loads in a safe and
smooth manner is adversely affected by the
occurrence of observable distresses

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 Calculation of PCR from Field Measurements

L = Low; M = Medium; H = High 21

O = Occasional; F = Frequent; E = Extensive
PCR Scale

 Assigns quantitative measures

to existing pavement condition
 Ranges from 0 to 100
 PCR of 100 represents a
perfect pavement with no
observable distress
 PCR of 0 represents a
pavement with all distress
present at their “High” levels
of severity and “Extensive”
levels of extent
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 PCR Calculation Example
For 500 m Road Section, Outer Lane
From M-2 North; KM 340+000
To M-2 North; KM 340+500
Distress Type Cracking Rutting
Weight 15 10
Results of field assessment
Severity Medium High
Extent Extensive Frequent
Weights from PCR Worksheet
Severity 0.7 1.0
Extent 1.0 0.8
Deduct Points 15*0.7*1.0 = 10.5 10*1*0.8 = 8
Sum of Deduct Points for all
18.5
distresses
n
PCR  100   Deduct PCR = 100 – 18.5 = 81.5 (Good)
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i 1
 Pavement Condition Index (PCI)
 Pavement Condition Index (PCI) method of quantifying
pavement condition.
 PCI for roads and parking lots was developed by the
U.S. Army Corps of Engineers
 A numerical rating of the pavement condition that
ranges from 0 to 100 with 0 being the worst possible
condition and 100 being the best possible condition.
 PCI value varies from “failed” to “good”
 ASTM Designation: D 6433 – 07

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 Pavement Condition Index (PCI)
 PCI is a numerical indicator that rates the surface condition of
the pavement.
 PCI provides a measure of the present condition of the
pavement based on the distress observed on the surface of the
pavement.
 PCI cannot measure structural capacity nor does it provide
direct measurement of skid resistance or roughness.
 It provides an objective and rational basis for determining
maintenance and repair needs and priorities.
 Continuous monitoring of the PCI is used to establish the rate of
pavement deterioration, which permits early identification of
major rehabilitation needs.
 PCI provides feedback on pavement performance for validation
or improvement of current pavement design and maintenance
procedures. 25
Pavement Condition Index (PCI)

PCI = 100 - max CDV

max CDV
= maximum corrected
deduct value

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 Present Serviceability Index / Rating
(PSI / PSR)
 One of the earliest pavement condition indices was the Present
Serviceability Rating (PSR) developed at the AASHTO Road Test (1960).
 The PSR was developed at the AASHTO Road Test by having raters
riding in an automobile assign a pavement condition value that
indicated the level of service the pavement provided (subjective)
 Researchers wanted, however, to measure this index objectively.
 Therefore, a relationship was developed between the mean PSR
assigned by the panel, and some objective measurements such as
roughness, rutting and cracking.
 The new index, based on the values of pavement smoothness, rutting,
cracking and patching, was called the Present Serviceability Index
(PSI).
 Also described as Pavement Serviceability Index .
 A numerical rating of the pavement condition that ranges from 0 to 5
with 0 being the worst possible condition and 5 being the best possible
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condition.
Present Serviceability Index / Rating
(PSI / PSR)

Individual Present Serviceability Rating Form

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 Present Serviceability Index / Rating
(PSI / PSR)
PSI = 5.03 – 1 .91 log(1 + SV) – 1 .38RD2 – 0.01 (C + P)1/2

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 Descriptions of PSR Ranges

(Excellent)

(Failed) 30
Use of PSI

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 Present Serviceability Index (PSI)
Performance index (PI)
• A summary of PSI over a period of time, which can be
represented by the area under the PSI versus time
curve
• There are many possible ways in which the summary
value can be computed .
• Perhaps the simplest summary consists in the mean
ordinate of the curve of PS I against time .

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Pavement Roughness
(Ride Quality)

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 Roughness (Ride Quality)
• Pavement roughness is generally defined as an
expression of irregularities in the pavement surface
that adversely affect the ride quality of a vehicle (and
thus the user).
• Roughness is an important pavement characteristic
because it affects not only ride quality but also vehicle
operating costs; fuel consumption and maintenance
costs.
• The World Bank found road roughness to be a primary
factor in the analyses and trade-offs involving road
quality vs. user cost.
• Roughness is also referred to as “smoothness” although
both terms refer to the same pavement qualities. 34
 International Roughness Index (IRI)
• Higher smoothness means lower roughness.
• IRI is a well established indicator of pavement
roughness .
• IRI was developed by the World Bank in the 1980s.
• IRI expresses the irregularities (roughness) in the
pavement surface that adversely affect a vehicle's
ride quality and user comfort.
• It measures the “bumpiness” of the pavement in
terms of inches per mile (in/mile) or meters per
kilometer (m/km) or (mm/m). 35
 International Roughness Index (IRI)
IRI can be defined technically as the deviations
of a pavement surface from a true planar
surface that affect ride quality and drainage.

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 WHY IRI ?
• IRI is most commonly used as the pavement
performance indicator due to its function as a basis
for pavement preservation decisions at many highway
agencies.
• Its use as the standard scale on which road roughness
information is reported globally
• Its accepted role as a surrogate for user perception of
road quality

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 WHY IRI ?
• A strong relationship exists between roughness and
other common aggregate measures of pavement
performance, such as PSR/PSI.

PSR = 5 x e(-0 .0041x IRI)

• IRI is likely to capture the effects of major

pavement distresses like cracking, spalling, faulting,
rutting, etc.
• IRI data are inexpensive and easy to collect
• Most highway agencies collect data on roughness
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 International Roughness Index (IRI)
Measurement
 Average rectified slope (ARS) = ratio of a standard
vehicle's accumulated suspension motion (in mm,
inches, etc.) divided by the distance traveled by the
vehicle (inches per mile or meters per km or mm per
meter)

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 IRI vs VOC
 Research has established relationship between IRI and VOC
($ per vehicle per mile)

120 Additional costs due to roughness

Total operating costs
Base cost for a smooth road
100
Vehicle Operating Cost

80
(cents/veh-mile)

60

40

20

0
0 100 200 300 400 500 600 700 800 900
Roughness in IRI (in/mi)
40
 IRI Measurement
Profilographs/Profilometers

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 Automated Pavement Data
Collection Techniques for Surface Roughness
 Large scale roughness monitoring is conducted with
instrumented vehicles using accelerometers and at
least one of three types of sensors:
 Lasers (e.g. laser receivers determine the “vertical
acceleration" of vehicles)
 Acoustic (audio sensors)
 Infrared (electromagnetic radiation with a
wavelength longer than that of visible light)

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 Automated Pavement Data
Collection Techniques for Surface Roughness
 Accelerometers provide a horizontal plane of
reference; whereas the sensors measure pavement
deviations from a horizontal plane
 Using the vehicles (profilers), a continuous signal or
trace is produced in one pass which is related to the
true profile of the pavement surface
 Profile data is then used to estimate IRI

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 Automated Pavement Data
Collection Techniques for Surface Roughness

Profiler Vehicles

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Typical IRI Ranges by Pavement Type

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1 in/mi = 0.0158 m/km; 1 m/km = 63.36 in/mi
Typical IRI Ranges by Pavement Type

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1 in/mi = 0.0158 m/km; 1 m/km = 63.36 in/mi
Pavement Condition Thresholds Using Different Indices

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Pavement Condition Thresholds Using Different Indices

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